LNGC Machinery System Operation Manual

L
GRAND ELENA AND GRAND ARIVA Machinery System Operation Manual
PROVISIONAL
ISSUESD FEB. 20, 2007
Introduction
General Although the ship is supplied with shipbuilder's plans and manufacturers instruction books, there is no single handbook which gives guidance on operating complete systems as installed on board, as distinct from individual items of machinery. The purpose of this manual is to fill some of the gaps and to provide the ships officers with additional information not otherwise available on board. It is intended to be used in conjunction with the other plans and instruction books already on board and in no way replaces or supersedes them. Information pertinent to the operation of the vessel has been carefully collated in relation to the systems of the vessel and is presented in two on board volumes consisting of CARGO OPERATING MANUAL and MACHINERY OPERATING MANUAL. The Cargo Operating Manual and the Machinery Operating Manual are designed to complement MARPOL 73/78, ISGOTT and Company Regulations. The vessel is constructed to comply with MARPOL 73/78. These regulations can be found in the Consolidated Edition, 1991 and in the Amendments dated 1992, 1994 and 1995. Officers should familiarise themselves with the contents of the International Convention for the Prevention of Pollution from Ships. Particular attention is drawn to Appendix IV of MARPOL 73/78, the form of Ballast Record Book. It is essential that a record of relevant ballast operations are kept in the Ballast Record Book and duly signed by the officer in charge. In many cases the best operating practice can only be learned by experience. If any information in these manuals is believed to be inaccurate or incomplete, the officer must use his professional judgment and other information available on board to proceed. Any such errors or omissions or modifications to the ships installations, set points, equipment or approved deviation from published operating procedures, must be reported immediately to Technical Operations Office. Safe Operation The safety of the ship depends on the care and attention of all on board. Most safety precautions are a matter of common sense and good housekeeping and are detailed in the various manuals available on board. However, records show that even experienced operators sometimes neglect safety precautions through over-familiarity and the following basic rules must be remembered at all times. 1. Never continue to operate any machine or equipment which appears to be potentially unsafe or dangerous and always report such a condition immediately. 2. Make a point of testing all safety equipment and devices regularly. Always test safety trips before starting any equipment. 3. Never ignore any unusual or suspicious circumstances, no matter how trivial. Small symptoms often appear before a major failure occurs. 4. Never underestimate the fire hazard of petroleum products, especially fuel oil vapour. 5. Never start a machine remotely from the control room without checking visually if the machine is able to operate satisfactorily. Auto standby machinery should be checked by observation during duty rounds. In the design of equipment and machinery, devices are included to ensure that, as far as possible, in the event of a fault occurring, whether on the part of the equipment or the operator, the equipment concerned will cease to function without danger to personnel or damage to the machine. If these safety devices are neglected, the operation of any machine is potentially dangerous. Description The concept of this Machinery Operating Manual is to provide information to technically competent ships officers, unfamiliar to the vessel, in a form that is readily comprehensible and thereby aiding their understanding and knowledge of the specific vessel. Special attention is drawn to emergency procedures and fire fighting systems. The manual consists of a number of parts and sections which describe the systems and equipment fitted and their method of operation related to a schematic diagram where applicable. . Illustrations All illustrations are referred to in the text and are located either in the text when sufficiently small or below the text on a separate page, so that both the text and illustration are accessible when the manual is laid face up. Where texts are shown with a blue colour in the manual, they can be jumped to linked page or space by clicking them. Symbols given in the manual adhere to international standards and keys to the symbols used throughout the manual are given on the symbols pages.
Notices The following notices occur throughout this manual :

WARNING
Warnings are given to draw readers attention to operations where DANGER TO LIFE OR LIMB MAY OCCUR.
CAUTION
Cautions are given to draw readers attention to operations where DAMAGE TO EQUIPMENT MAY OCCUR. (Note : Notes are given to draw readers attention to points of interest or to supply supplementary information.)
Index - Machinery System Operation Manual

PART 1 : GENERAL
1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.5a 1.5b 1.5c 1.5d 1.5e 1.5 f 1.5g General Arrangement Tank Capacity Table Principal Particulars of Hull Principal Particulars of Machinery Machinery Arrangement Glossary of Symbols Ship Speed Power Curve Machinery Arrangement Machinery Arrangement Machinery Arrangement Machinery Arrangement Machinery Arrangement Machinery Arrangement Machinery Arrangement - Tank Top Plan - 4th Deck Plan - 3rd Deck Plan - 2nd Deck Plan - Engine Casing Deck Plan - Engine Casing Deck Plan - Elevation Plan
3.1
Steam Systems
3.1.1 3.1.2 3.1.3 3.1.4 3.1.5 3.1.6 3.1.1a 3.1.2a 3.1.3a 3.1.4a 3.1.5a 3.1.6a Superheated Steam System 6.0 MPa Desuperheated Steam System Auxiliary Steam System N/A 1.0 MPa Desuperheated Steam System Exhaust and Dump Steam System Superheated Steam System 6.0 MPa Desuperheated Steam System Auxiliary Steam System N/A 1.0 MPa Desuperheated Steam System Exhaust and Dump Steam System
3.6
Fuel Oil and Fuel Gas Service Systems

3.6.1 3.6.2 3.6.3 3.6.4 3.6.5 3.6.6 3.6.7 3.6.1a 3.6.1b 3.6.2a 3.6.3a 3.6.4a 3.6.4b 3.6.5a 3.6.6a 3.6.7a Fuel Oil Bunkering System Heavy Fuel Oil Transfer System Diesel Oil and Gas Oil Transfer System Boiler Fuel Oil Service System Boiler Fuel Gas Service System Boil-off Gas System in Cargo Machinery Room Diesel Oil and Gas Oil Service System Fuel Oil Viscosity - Temperature Graph Fuel Oil Bunkering System Heavy Fuel Oil Transfer System Diesel Oil and Gas Oil Transfer System No.1 Boiler Fuel Oil Service System No.2 Boiler Fuel Oil Service System Boiler Fuel Gas Service System Boil Off Gas System in Cargo Machinery Room Diesel Oil and Gas Oil Service System
Illustrations
Illustrations
Illustrations
3.2
Condensate and Feed Water Systems

3.2.1 3.2.2 3.2.3 3.2.4 3.2.5 3.2.6 3.2.1a 3.2.1b 3.2.2a 3.2.3a 3.2.4a 3.2.5a 3.2.6a Condensate Water System Boiler Feed Water System Boiler Water Sampling and Treatment System N/A Clean Drains System Contaminated Drains System Condensate Water System Deaerator Boiler Feed Water System Boiler Water Sampling and Treatment System N/A Clean Drains System Contaminated Drains System
PART 2: MACHINERY COMMISSIONING OPERATIONAL OVERVIEW

2.1 2.2 2.3 2.4 2.5 2.6 2.7 To Bring Vessel into Live Condition To Prepare Main Plant for Operation (Raising Steam) To Prepare Main Plant for Manoeuvring from In Port Condition To Change Main Plant from Manoeuvring to Normal Conditions To Change Main Plant from Normal to Manoeuvring Conditions To Secure Plant at Finished with Engines To Secure Plant for Dry Dock
3.7
Lubricating Oil Systems

3.7.1 3.7.2 3.7.3 3.7.4 3.7.1a 3.7.2a 3.7.3a 3.7.4a Main Turbine Lubricating Oil System Lubricating Oil Purification System Lubricating Oil Filling and Transfer System Stern Tube Lubricating Oil System Main Turbine Lubricating Oil System Lubricating Oil Purification System Lubricating Oil Filling and Transfer System Stern Tube Lubricating Oil System
Illustrations
Illustrations
PART 3: SHIPS SYSTEMS

3.0 Heat Balance for Steam Turbine Plant Illustrations
3.0.1 3.0.2 3.0.3 3.0.4 3.0.5 3.0.6 3.0.7 3.0.8 3.0.9 3.0.10 3.0.11 3.0.12 3.0.13 3.0.14 100% MCR On Fuel Oil Burning (FOC Guarantee Condition) 100% MCR On Fuel Oil Burning 100% MCR On Dual Fuel Burning 100% MCR On Gas Fuel Burning Cargo Unloading Full Dump by Main Condenser Cargo Loading Full Dump by Auxiliary Condenser Hotel Load 100% MCR On Fuel Oil Burning 90% MCR On Fuel Oil Burning Half Ahead On Fuel Oil Burning Slow Ahead On Fuel Oil Burning Hotel Load
3.8 3.3 Compressed Air Systems

3.3.1 3.3.2 3.3.1a 3.3.2a Compressed Air System Starting Air System Compressed Air System Starting Air System
Engine Room Bilge Systems

3.8.1 3.8.2 3.8.1a Engine Room Bilge System Bilge Separator Engine Room Bilge System Domestic Fresh Water System Sewage Treatment System Domestic Fresh Water System Sewage Treatment System
Illustrations 3.9 Sanitary and Fresh Water Service Systems

3.9.1 3.9.2 3.9.1a 3.9.2a
Illustrations
3.4
- Winter Condition - Winter Condition - Winter Condition - Winter Condition - Winter Condition
Fresh Water Cooling Systems

3.4.1 3.4.1a Central Fresh Water Cooling System Central Fresh Water Cooling System
Illustrations
Illustrations 3.5 Sea Water Systems

3.5.1 3.5.2 3.5.1a 3.5.2a Sea Water Circulating System Cooling Sea Water Service System Sea Water Circulating System Cooling Sea Water Service System
Illustrations
Index - Machinery System Operation Manual

PART 4: MAIN MACHINERY AND CONTROL
4.1 Control Room
4.1.1 4.1.1a Machinery Control Room Overview Machinery Control Room Console
PART 5: ELECTRIC POWER GENERATING SYSTEM

5.1 5.2 5.3 5.4
5.4.1 5.4.2 5.4.3 5.4.4 5.4.5 5.4.6 5.4.7
PART 7: ENGINE ROOM BALLAST SYSTEM

7.1 7.2 7.1a 7.2a Engine Room Ballast System Ballast and Fuel Oil Valves Control System Engine Room Ballast System Ballast and Fuel Oil Valves Control System
Illustrations
Turbo Generator Diesel Generator Emergency Diesel Generator Power Distribution System
Electrical Equipment Main Switchboard and Generator Operation Shore Power Main Alternators Emergency Alternator Preferential Tripping and Sequential Restarting 24 Volt Battery and Uninterruptible Power Supply Turbo Generator Overview Turbo Generator Alternator Turbo Generator Steam and Exhaust Systems Turbo Generator Lubrication and Control Oil Systems Diesel Generator Alternator Diesel Generator Piping Systems Emergency Diesel Generator Overview Emergency Diesel Generator Alternator Emergency Diesel Generator Piping Systems
Illustrations
4.2
Main Turbine
4.2.1 4.2.2 4.2.3 4.2.4 4.2.1a 4.2.1b 4.2.1c 4.2.2a 4.2.3a 4.2.3b Main Turbine Overview Main Turbine Operation Main Turbine Control System Main Turbine Warming-up System Main Turbine Overview Main Turbine Overview Main Turbine Gear Arrangement Main Turbine Operation Main Turbine Remote Control System Main Turbine Control System
PART 8: INTEGRATED CONTROL AND AUTOMATION SYSTEM

8.1 8.2 8.3 8.1a 8.3a ICAS Overview ICAS Operator Station Operations Graphic Displays Integrated Control and Automation System Overview Machinery Part Graphic Displays
Illustrations
Illustrations
5.1a 5.1b 5.1c 5.1d 5.2a 5.2b 5.3a 5.3b 5.3c 5.4a 5.4.7a
Illustrations
PART 9: EMERGENCY PROCEDURES

9.1 9.2 9.3 9.4 9.5 9.6 9.3a Flooding in the Engine Room Steaming on One Boiler Solo Running of the Main Turbine Steaming with One Forced Draft Fan Emergency Steering Fire in the Engine Room Emergency Operation of Main Turbines
4.3
Main Boiler
4.3.1 4.3.2 4.3.3 4.3.4 4.3.1a 4.3.2a 4.3.2b 4.3.2c 4.3.2d 4.3.3a 4.3.3b 4.3.4a 4.3.4b Main Boiler Overview Main Boiler Operation Burner Characteristics Boiler Control Systems Main Boiler Overview Main Boiler Mounting System Combination Burner System Boiler Pressure Rising Charts Combustion Air, Seal Air and Flue Gas System Burner Characteristics Burner Assembly Boiler Gauge Board Automatic Combustion Control (ACC)
Power Distribution System

24 Volt Battery and Uninterruptible Power Supply
Illustrations
Illustrations
PART 6: AUXILIARY MACHINERY

6.1 Main Feed Water Pump 6.2 Distilling Plant 6.3 Incinerator 6.4 Nitrogen Generator System 6.5 Inert Gas Generator System Illustrations
6.1a 6.1b 6.1c 6.2a 6.3a 6.4a 6.5a Main Feed Water Pump Sectional View Main Feed Water Pump Turbine Sectional View Main Feed Water Pump Trip System Distilling Plant Systems Incinerator Nitrogen Generator System Inert Gas Generator System
Part 10: FIRE FIGHTING SYSTEMS

10.1 Fire Fighting Systems 10.2 Fire Detection System 10.3 Engine Room Fire Fighting Systems 10.3.1 Engine Room Fire Main System 10.3.2 Engine Room CO2 Fire Extinguishing System 10.3.3 Engine Room Hot Foam Fire Extinguishing System 10.3.4 10.3.5 10.3.1a 10.3.2a 10.3.3a 10.3.4a 10.3.5a Engine Room Local Fire Extinguishing System Quick-Closing Valves and Fire Dampers System Engine Room Fire Main System Engine Room CO2 Fire Extinguishing System Engine Room Hot Foam Fire Extinguishing System Engine Room Local Fire Extinguishing System Quick-Closing Valves and Fire Dampers System
Illustrations
PART 1 : GENERAL
1.1 1.2 1.3 1.4 1.5 1.6 1.7
General Arrangement Tank Capacity Table Principal Particulars of Hull Principal Particulars of Machinery Machinery Arrangement Glossary of Symbols Ship Speed Power Curve
Illustrations
1.5a 1.5b 1.5c 1.5d 1.5e 1.5f 1.5g Machinery Arrangement Machinery Arrangement Machinery Arrangement Machinery Arrangement Machinery Arrangement Machinery Arrangement Machinery Arrangement - Tank Top Plan - 4th Deck Plan - 3rd Deck Plan - 2nd Deck Plan - Engine Casing Deck Plan - Engine Casing Deck Plan - Elevation Plan
1.1
General Arrangement
GENERAL ARRANGEMENT
ABT.72,000 ABOVE B.L.
COMP.BRI.DK
COMP.BRI.DECK (CENT.)
3,650
NAV. BRI. DECK AN.LT.
NAV. BRI. DECK
3,650
G-DECK
G-DECK
F-DECK
M.H.LT.
3,650
F-DECK
ST.LT
3,000
E-DECK
E-DECK
3,000
D-DECK
D-DECK
3,000
C-DECK
C-DECK
B-DECK
3,000
A-DECK
S.L. S.L.
NO. 4 TANK
CARGO MACHINERY ROOM
NO. 3 TANK
COMPRESSOR MOTOR ROOM
NO. 2 TANK
S.L.
NO. 1 TANK
3,000
B-DECK
A-DECK
4,000
AN.LT. UPPER DECK
UPPER DECK (CENT.)

STRAIGHT CAMBER 45/1000
UPPER DECK (SIDE)
NO.1 DIST.W.TK.(P) F.W.TK.(S) 2ND DECK(22,850)

NO .2 D DR IN IST. K.W W.T .TK K (P (S ) )
(P& S)
ER O.S ER D. O.S G/E D. .1 G/E NO .2 NO
FORWARD STORE
UNDER DECK PASSAGE (P & S)(22,850)
ACC. TRUNK
2,400
UNDER DECK PASSAGE (P & S)(22,850)

AIN
FORWARD STORE FLAT (22.850m)
2ND DK
F.O. SETT . TK
I.G.G.GAS OIL TK(P)
SULPH UR F.O .SIDE . TK(S) TK (P)
ER G. P. FIRE RM .
FO
BITT BITT
R'D
EM
(P &S )
STEER. ENG. FLAT (16,550) 3RD DECK(15,650)

E P.R
F.O. SID E F.O. SID TK (P) E TK (S)
W .B .T K
LOW
F.O
A.P.VOID
ER
AF T
ESCAPE TRUNK
W .B .S .T K
.T
.T
.T
L.W.L.
.S
.S
.S
W .B
W .B
W .B
4TH DECK(9,470)
NO .8
NO
L.F. W.T
OO
.T.C
TANK TOP(3,800)
B. W.
ST. T. L.O. DRAIN TK L.O. DRAIN TK (S)
ST
TANK TOP(2,500)
L.O. SUMP TK B.W.(P)
GE (S) . BIL SEP OIL TK
) .(S S.C
A
Y BA
B.W.(P) ECHO SOUND. & MAG. LOG COMP.
SE
ECHO SOUND. COMP.

B.L. B.L.
5,000
F.O.DRAIN TK (S)
.3
.2
.1
00 ,6 R2
W.B
.S.T
B.L.
DOUBLE BOTTOM PIPE PASSAGE

10,100 24,500 9,350 5,050
1,590
LO
LO
LO
.B
BILGE PRIMARY SECT. (S)
11,230
BIL
.S
OLD EH
ER
ER
ER
LO
R WE
.T
. TK
NO
NO
(S)
.6 NO
.7
.B
.5
.B
.3
.T
.4 NO
.T
NO
.2
.B
.T
.1 NO
FO R'D (P W.B &S ) .T
W . F.O RFLO OVE
.B
K.
TK
(S)
K .T .S .B W
K .T .S .B W
.S
.T
K .T .S .B W
FOR'D PUMP RM
L.W.L.
L.W.L.
L.W.L.
W.B
.TK
B.L.
0
A.P.
10
15
20
25
30
35
40
45
50
55
CLEAN DRAIN TK (S)
60
65
70
75
80
85
90
95
100
105
110
115
1,600
FRP 5,000 .S.
1,800
FRP 00 . S. 8 6,000 15,200
FRP 900 . S. 45,000
FRP 4,700 .S.
FRP 5,300 .S. 45,000
FRP 5,000 .S.
FRP 4,700 .S.
FRP 5,300 .S.
FRP 5,000 .S. 45,000
FRP 4,700 .S.
FRP 5,300 .S. 45,300
FRP 5,000 .S.
FRP 3,200 .S. 32,000

F.P.
44,700
8,000
VIEW OF BRIDGE FRONT & TANK SECTION
MAX. WORKING RADIUS ABT. 21,000
OUTREACH 4.0m FROM SHIP'S PARALLEL LINE
OUTREACH 2.0m FROM SHIP'S PARALLEL LINE MIN. WORKING RADIUS ABT. 3,000 4-R.FL. 4-R.FL. LR. (25PX2) MIN. WORKING RADIUS ABT. 4,500
E N RA D.C ) AN H 1M -2
MIN. WORKING RADIUS ABT. 3,000 E.C.FL. CAPS. B. PILOT LADD.REEL

UP
LIFE BOAT (50P) (OV.)
5T HOSE HANDRING CRANE (SWL 49kN-22M) E.C.FL. CAPS. B. DUTY MEN RM. UP UP (TO JIB REST)
DN
E.C.FL.
S.L.
E.C.FL. CAPS.
C.FL.
4-R.FL.
4-R.FL.
UPPER DECK
4-R .FL . 4-R .FL . 4-R .FL .
3T
ACCOMM. LADD. STOW. SP.
L.P.
NO OBSTRUCTIONS
L.P. B.
PR (SW OVISI L 29
B.
E AN CR ) N -9M ISIOkN OV 29 PR WL (S
V.& O PR 5T
TS kN AR 49 .P G L EN (SW
ON kN CRAN -9M E )
CAPS.
3T
UP DN
DN
HYD.M.W. A.O.
UP SECURITY GUARD HOUSE
DN
SECURITY WATCH SHELTER
UP JIB REST
B.
I.G.G. RM N2 GEN. RM
POSITION HAND.CRANE STORAGE 5T PROV.& ENG.PARTS
SAFTY EQUIP. STORE
C.P. FIRE STATION

SUEZ CANAL WORKER'S RM
B. B.
C.F L.
DN
L.O. & GREASE STORE

V. T.
5-R .FL . 5-R .FL .
AO
H.R
M
V.
T.
SUEZ CANAL WORKER'S LAV.
HYD. M.W. D.S.R. HYD. M.W.
HYD.PUMP UNIT RM DN
M
DN DN UP UP
DECK WORK SHOP
HOTEL LAUND.
FEMALE CHANG. RM. NO.2 CARGO SWBD. RM.

OFF'S CHANG. RM. CREW'S CHANG. RM.
NO. 4 TANK
NO. 3 TANK
NO. 2 TANK
NO. 1 TANK
HYD. WIND. C.C.
H.P.
DN
LINEN LKR
UP
B. L.R. EMB. (6P) LADD. HYD. M.W.
DOME LIFT 35 40 45 HATCH 50 55 AIR COND.UNIT RM & REF.PROV.MACHI.RM & UP UP UP V.T. 60

M
V.P. L.P. 75 80
DOME
V.P.
L.P.
DOME
V.P.
L.P.
DOME V.P. 105 D.S.R. D.S.R. 110
DN D.S.R. DAVIT 115 F.P. H. H.
DN 5 A.P. 10 15 20 25
30
65
70
85
90
95
PIPE PASSAGE
E.C.T. H.
WALK WAY
A.T .
D.S.R.
ELECT. CABLE PASSAGE
M.H. HYD. WIND.
UP DN DN INCINE.RM GARBAGE STR E.C.T.

COMM.LAV
C.C. H.P.
H.R
PIPE PASSAGE
PIPE PASSAGE
H.
PIPE PASSAGE
D.S.R.
WALK WAY
BATH NO.1 CARGO SWBD. RM.
V. T. V. T.
WALK WAY
WALK WAY
UP
HYD. M.W.

CHEMICAL LKR PAINT STORE UP
ELECT. CABLE PASSAGE CO2 BOTT.RM

C.P. MIN. WORKING RADIUS ABT.4,600
HYD. M.W. B. B.
L. C.F
.FL 5-R .FL .
EMERG.GENE.& EMERG.SWBD.RM.
HYD.M.W.
HOSP.
DISP.
5-R
A.O. DN UP
5T PR (S W O L 49 V.& EN -2 G 1M ) .P AR TS H AN D.C
SECURITY GUARD HOUSE

3T
CARGO MACHI.RM
DN
JIB REST UP
UP SPARE ANCHOR STOW.SPACE (TO JIB REST) UP LNG LIQUID LINE LNG LIQUID LINE DN LNG VAPOUR LINE LNG LIQUID LINE LNG LIQUID LINE UP B. CAPS. DUTY MEN RM. E.C.FL. L.P. CAPS. S.L. E.C.FL. C.FL. 4-R.FL. 4-R.FL. B.
. .FL 4-R
&
UP
DN
B.
. .FL 4-R . .FL 4-R
PRO (SW VISION L 29k CRAN N-9 E M)
MOTOR RM (OVER)
UP
NO OBSTRUCTIONS
MIN. WORKING RADIUS ABT. 4,500
kN
UP LR. (25PX2)
RA N E( O
UP UP B.
ACCOMM. LADD. STOW. SP. CAPS. LIFE/RESCUE BOAT (50P) (OV.) B. E.C.FL.
CAPS.
3,500
UP PILOT LADD.REEL
5-R.FL.
M.P.
T.B.
5-R.FL.
R.PL. UP
. FL C.
DECK STORE
4-R.FL. V.)
4-R.FL.
E.C.FL. OUTREACH 2.0m FROM SHIP'S PARALLEL LINE
PRINCIPAL PARTICULARS
ABT.288.0 m LENGTH (O.A.) 274.00 m LENGTH (B.P.) 49.00 m BREADTH (MLD) 26.80 m DEPTH (MLD) 11.25 m DRAUGHT (MLD)(DESIGNED) 12.30 m DRAUGHT (MLD)(SCANTLING) ABT. 71,200 t DEADWEIGHT (d = 11.25m) ABT. 123000 GROSS TONNAGE MHI STEAM TURBINE X 1 MAIN ENGINE
CAPTAN CLASS
COMPLEMENT
2 P. 4 P. 5 P. 3 P. 16 P.
OUTREACH 4.0m
FROM SHIP'S PARALLEL LINE
TUG
MIN. WORKING RADIUS ABT. 3,000
TUG
TUG
3,000
abt. 11,800
3,000
3,000
3,000
TUG
TUG
5T HOSE HANDRING CRANE (SWL 49kN-22M)
SENIOR OFFICER CLASS JUNIOR OFFICER CLASS PETTY OFFICER CLASS RATING CREW CLASS
MAX. WORKING RADIUS ABT.22,000
PILOT(JUNIOR OFFICER CLASS)(1P x 1RM) LOADING MASTER(JUNIOR OFFICER CLASS)(1P x 1RM) OFFICER SPARE(JUNIOR OFFICER CLASS)(1P x 6RMS) CREW SPARE(CREW CLASS)(1P X 1RM)
22,850
ENGINE ROOM
F. P. VO ID
5,580
EM
26,800
BITT
ACC.TRUNK
G.FIR
M.
CH
STEER.GEAR ROOM
D.O.STOR.TK.(S) D.O.STRO.TK.(P)
F.O
.TK
(C
B.W.
LK
ABT. 1,075
) (S TK R. TO O.S L.
L. O.R EN OV. TK (O UT) (S )
3,950
) .(S ) TK V. TK.(S V.
UNDER DECK PASSAGE
UNDER DECK PASSAGE
HAND.CRANE 5T PROV.& ENG.PARTS
STORAGE POSITION
1 P. 1 P. 6 P. 1 P. 39 P. 6 P.
MCR 23,600 kW x 80 rpm SPEED (SERVICE SPEED) ABT.
19.5 kn
AFT MOORING DECK
2ND DECK
(P)
N.) (U
E.T K. (P )
BOTTOM PLAN
BOTTOM PLAN
FORWARD STORE
CLASS Lloyd's Register of Shipping +100A1 Liquefied gas carrier, Ship Type 2G, Methane in independent spherical tanks type B, Maximum vapour pressure 0.25 bar G at sea Minimum cargo temperature -163C Maximum cargo density 500kg/m3 ShipRight(SDA), Ice Class 1B FS(hull), *IWS, LI, +LMC, UMS, ICC, NAV1, IBS,EP with the descriptive notes"ShipRight(FDA,CM,SCM,TCM, BWMP) Russian Maritime Register Ice Class LU2(propeller and shaft)
GRAND TOTAL
SUEZ CANAL WORKERS (CREW CLASS) (6P x 1RM)
CARGO TANK CAPACITY

CARGO TANKS (98.5%full, -163C, atmospheric pressure,excluding dome space) NO.1 CARGO TANK NO.2 CARGO TANK NO.3 CARGO TANK NO.4 CARGO TANK TOTAL CARGO TANK CAPACITY ABT. 36,250 m3 ABT. 36,250 m3 ABT. 36,250 m3 ABT. 36,250 m3 ABT. 145,000 m3
TT .TK.
K.
.B
TK. AF T W
F.O. SE
F.
O.S
.T
ID
DN
.FL. 4-R .FL. 4-R
OIL
(P )
I. G. G. RM.
D.O .S TO R.T K.
COFF
GAS
C.F
L.
UP
.S .T
C.F
L.
5-R
.FL
K(P
5-R
.FL
I.G.G.
UP
.7 NO
) K(P .T .S W.B
. (U N.)
NO.6
W.B
.S.T
K(P)
.5 NO
) K(P .T .S W.B
NO.4
W.B
.S.T
K(P)
.3 NO
) K(P .T .S W.B
NO.2
W.B
.S
P) .TK(
(P) S.TK W.B. NO.1

M.H.
.TK
DIS T.W .TK
.W
DIST
NO .2
UP
C.F
L.
B.
NO
.1
4-R
.FL
NO
4-R
.FL
.8
V.
T.
V.
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B.
LABORATORY
FO
R'D
W.B
.B
.T
K.
(P
DECK HEIGHT
UPPER DECK A-DECK B-DECK C-DECK D-DECK E-DECK F-DECK G-DECK NAV.BRI.DECK SHEER CAMBER
M.H.
ELECTRICAL & INSTR.WORK SHOP

UP UP
NO.2 F.O. HEATING RM
NO. 4 TANK
NO.2 SWBD.RM.
NO. 3 TANK
NO. 2 TANK
NO. 1 TANK
M.H.
HYD.M.W. B.
UP UP
C.LKR
M.H.
UP
HYD.M.W.
DN
FO R'D
SP AC E
.B.T
.B.T
.B.T
LI FT
DN
V.
FAIRLEAD & STRONGPOINT
STORAGE DRUM UP A.P. STORAGE BOX 5 10 15 20

BOG PIPE HOOD
E.F .P .R M .
STORAGE DRUM
M.H.
FOR'D PUMP RM
110
LIFTING SPACE
UP
DN
T.
RW
RW
DN
30
35
40
45
50
WE
LO
LO
.3
.2
.1
LO
MACHINERY CONTROL ROOM

DN
WE
WE
A.
T LIF 60
RW
M.H.
EMERG.TOW.CHAIN STOW. SP. F.P.
65
70
75
80
85
90
95
100
105
115
F.W.R.
NO
NO
NO
UP
FT
DN
T.
COFF.
FOR'D ELECT. RM.
A-DECK B-DECK C-DECK D-DECK E-DECK F-DECK G-DECK NAV.BRI.DECK COMP.BRI.DECK

NIL
4.00 m 3.00 m 3.00 m 3.00 m 3.00 m 3.00 m 3.65 m 3.65 m 3.65 m

45/1000 20/1000 15/1000
DN
SP
R.H.
A.
LI
T.
F.O .T K. (C )
NO.1 SWBD.RM.
C.LKR
DN
B. HYD.M.W.
NO.1 F.O. HEATING RM

UP
UP UP
UPPER DECK ABT. 1,075mm at C.L. AFT MOOR. DECK 417mm at C.L. A-DECK & ABOVE HELI. WINCHING DECK WEATHER DECK
W .B .T K. (S )
.FL
IN
4-R
F.W .T K
L.
B.
K.W
C.F
INSIDE NIL 15/1000FORE) (
.T
4-R
.FL
DR
.
B.
ACE. BOTT. ROOM
L.
.TK
C.F
F.O
ENG. WORK SHOP

HATCH
L.
4-R .FL. 4-R
SULP
SE TT
C.F
HUR
V.
F.O
5-R
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UP
.TK. (S)
. TK .1 G/E RV NO . SE D.O
.S ID
5-R
.FL
L.O
.S
TO
E.T K.( S
OXY. BOTT. ROOM
R.T
K.
. .2 G/E NO . SERV D.O
TK
M.H.
L.O .R AF EN OV T W .T K. .B .T K. (U N.)
TK
.FL.
.8 NO
K .S.T W.B
D.O
.S
TO
(S)
.7 NO
) K(S .T .S W.B
LOW
NO.6
W.B
R.
.S.T
K(S)
.5 NO
) K(S .T .S W.B
NO.4
W.B
.S.T
K(S)
.3 NO
) K(S .T .S W.B
.(S
F.O.
NO.2
W.B
.S.T
K(S)
.B.S .1 W NO
(S) .TK
FO R'D
V.
T.
V.
T.
1.2
Tank Capacity Table

Low Sulpher Fuel Oil Tanks (S.G. = 0.870)
Center of Gravity 98.8% Full (163) Excluding Dome (m3) 36,250.000 36,250.000 36,250.000 36,250.000 145,000.000 NAME 100% Full AP G(m) 219.5 174.5 129.5 84.5 KG (m) 23.39 23.39 23.39 23.39 LOW F.O.T. SULPHER TOTAL ITEM Side C Position FR. NO. 64 - 69 100% Full (m3) 485.6 485.6 Capacity 90% Full (m3) L.F.O.(t) 437.0 437.0 380 380 Center of Gravity 100% Full AP G (m) KG (m) 57.95 17.48 MT of I (Max. F.S.) (m4) 392 392 Capacity 100% Full 100% Full 100% Full (163) (160) (163) Excluding Including Dome Including Dome Dome (m3) (m3) (m3)
Cargo Tanks (preliminary) (S.G. = 0.470)

ITEM NAME Side NO.1 CARGO TANK C NO.2 CARGO TANK C NO.3 CARGO TANK C NO.4 CARGO TANK C TOTAL FR. NO. 97.39 - 105.65 88.35 - 96.69 79.39 - 87.65 70.35 - 78.69 Position
Diesel Oil Tanks (S.G. = 0.920)

ITEM NAME D.O.T. D.O.T. G/E D.O. SERV. T. Side P S S TOTAL Position FR. NO. 49 54 49 54 49 54 100% Full (m3) 156.0 101.5 54.6 312.1 Capacity 90% Full (m3) D.O.(t) 140.4 129 91.4 84 *1 48.9 45 280.7 258 Center of Gravity MT of I 100% Full (Max. F.S.) AP G (m) KG (m) (m4) 44.45 24.58 392 44.45 24.54 115 44.45 24.65 15 522
Water Ballast Tanks (S.G. = 1.025)

ITEM NAME Side FOR'D W.B.T. P FOR'D W.B.T. S NO.1 W.B.S.T. P NO.1 W.B.S.T. S NO.2 W.B.S.T. P NO.2 W.B.S.T. S NO.3 W.B.S.T. P NO.3 W.B.S.T. S NO.4 W.B.S.T. P NO.4 W.B.S.T. S NO.5 W.B.S.T. P NO.5 W.B.S.T. S NO.6 W.B.S.T. P NO.6 W.B.S.T. S NO.7 W.B.S.T. P NO.7 W.B.S.T. S NO.8 W.B.S.T. P NO.8 W.B.S.T. S NO.1 LOWER W.B.T. C NO.2 LOWER W.B.T. C NO.3 LOWER W.B.T. C AFT W.B.T. P AFT W.B.T. S TOTAL Position FR. NO. 106 - 110 106 - 110 100 - 106 100 - 106 94 - 100 94 - 100 91 - 94 91 - 94 85 - 91 85 - 91 82 - 85 82 - 85 76 - 82 76 - 82 73 - 76 73 - 76 69 - 73 69 - 73 96 - 98 87 - 89 78 - 80 42 - 54 42 - 54 (m3) 2,616.9 2,633.5 2,687.4 2,687.4 3,251.0 3,251.0 1,802.4 1,802.4 3,668.7 3,668.7 1,835.3 1,835.3 3,624.3 3,624.3 1,648.2 1,648.2 3,633.6 3,633.6 1,675.2 1,674.3 1,675.2 1,493.9 1,493.9 57,564.7 Capacity 100% Full S.W.(t) AP G (m) 2,682 247.80 2,699 247.77 2,755 228.77 2,755 228.77 3,332 196.42 3,332 196.42 1,847 174.46 1,847 174.46 3,760 151.99 3,760 151.99 1,881 129.50 1,881 129.50 3,715 107.11 3,715 107.11 1,689 84.67 1,689 84.67 3,724 67.38 3,724 67.38 1,717 196.99 1,716 152.00 1,717 106.99 1,,531 41.47 1,531 41.47 58,999 KG (m) 12.58 12.56 12.57 12.57 9.05 9.05 8.06 8.06 7.95 7.95 7.94 7.94 8.03 8.03 8.65 8.65 10.56 10.56 6.47 6.47 6.47 16.63 16.63 MT of I (Max. F.S.) (m4) 3,215 3,251 2,136 2,136 1,914 1,914 1,287 1,287 2,576 2,576 1,288 1,288 2,574 2,574 1,163 1,163 4,699 4,699 5,362 5,362 5,362 1,416 1,416 60,658
*189.6 % FULL (OVERFLOW LEVEL)
This section will be rectified after completion of the test.

ITEM Position NAME I.G.G. GAS OIL T. Side P TOTAL FR. NO. 45 - 49 100% Full (m3) 124.8 124.8
I.G.G. Gas Oil Tank (S.G. = 0.870)
Capacity 90% Full (m3) G.O.(t) 112.3 98 112.3 98
Center of Gravity MT of I 100% Full (Max. F.S.) AP G (m) KG (m) (m4) 40.40 24.58 314 314
Fresh Water Tanks (S.G. = 1.000)

Tank Side S S P P SUM ATH TOTAL
Position
NO.1 FRESH W. T. NO.2 FRESH W. T. NO.1 DIST. W.T. NO.2 DIST. W.T. ST. T.C.F.W.T.
FR. NO. 14 - 19 9 - 14 14 - 19 9 - 14 19
(m3)
10.38
204.9 164.2 204.9 164.2 738.2 57.6 795.8
Capacity 100% Full F.W. (t) AP G (m) 205 13.26 164 9.28 205 13.26 164 9.28 738 58 13.09 796
MT of I (Max. F.S.) KG (m) (m4) 19.92 229 19.99 134 19.92 229 19.99 134 726 4.67 10 736
Lubricating Oil Tanks (S.G. = 0.880)

Tank L.O. STOR. T. L.O. RENOV. T. L.O. GRAVITY T. S/T L.O. SUMP T. L.O. DRAIN T. L.O. SUMP T. Side S S S C C C TOTAL Position FR. NO. 45 - 48 42 - 45 55 - 59 27 - 29 39 - 41 36 - 43 Capacity (m3) 56.1 56.1 40.4 4.8 3.9 57.4 218.7 Center of Gravity 100% Full AP G (m) KG (m) 39.95 37.25 49.40 23.30 34.10 33.80 MT of I (Max. F.S.) (m4) 24.62 24.62 17.65 3.00 3.15 2.69 47 47 7 1 1 49 152
Fuel Oil Tanks (S.G. = 0.950)

ITEM NAME FORD F.O.T. F.O. SIDE T. F.O. SIDE T. NO.1 F.O. SETT. T. NO.2 F.O. SETT. T. SUM F.O. OVERFLOW T. S F.O. DRAIN T. S TOTAL Side C P S S S Position FR. NO. 106 - 110 54 - 69 54 - 69 59 - 64 54 - 59 64 - 69 64 - 66 100% Full (m3) 1,262.5 2,152.4 865.2 350.1 333.9 4,964.1 117.0 3.0 5,084.1 Capacity 90% Full (m3) F.O.(t) 1,136.3 1,079 1,937.2 1,840 778.7 740 315.1 299 300.5 285 4,467.8 4,243 105.3 100 2.7 3 4,575.8 4,346 Center of Gravity 100% Full AP G (m) KG (m) 248.63 19.25 53.60 17.75 52.40 17.73 53.45 19.28 49.04 19.03 57.97 10.80 56.60 2.00 MT of I (Max. F.S.) (m4) 3,171 1,176 651 79 79 5,156 392 1 5,549
Other Tanks
Tank BILGE HOLD T. BILGE PRIMARY S SECTION DECK WASH T. P SEP. BILGE OIL T. S CLEAN DRAIN T. P TOTAL Side S Position FR. NO. 54 - 64 54 54 55 58 59 69 59 63 Capacity (m3) 240.9 19.2 446.2 15.1 44.6 766.0 Center of Gravity 100% Full AP G (m) KG (m) 51.86 7.48 48.95 54.27 49.40 52.78 8.62 7.44 1.25 1.07 MT of I (Max. F.S.) (m4) 528 6 1,226 1 50 1,811
1.3
Principal Particulars of Hull

5. CAPACITY S.NO.2229GRAND ELENA S.NO.2230GRAND ARIVA Cargo Capacity Cargo tank including dome space (at cryogenic temperature = -163) Cargo tank excluding dome space (at cryogenic temperature = -163) Tank Capacity Water Ballast Fresh Water (excluding ST.T.C.F.W.T.) Fuel Oil (Including Low Sulphur F.O. tank, excluding F.O. Overflow tank and F.O. Drain ank) Diesel Oil I.G.G. Gas Oil 6. SPEED Trial max. Service Delivery S.NO.2229 January 15th, 2006 (preliminary) S.NO.2230 March 15th, 2006 (preliminary) p.p. : 274.00 m * : preliminary abt. 19.5 knots on the designed draught at 100% MCR of main engine with 21% sea margin 100 % 100 % 98.5 % 100 % 100 % 100 % 100 % 100 % * 147,208.122 m3 * 147,208.122 m3 * 145,000.000 m3 54,600 m3 795.8 m3 4,800 m3 370 m3 200 m3 S.NO.2229NYK-SCF LNG SHIPPING No.1 LTD S.NO.2230NYK-SCF LNG SHIPPING No.2 LTD Lloyds Register of Shipping +1A1 Liquefied Gas Carrier, Ship Type 2G, Methane in independent spherical tanks type B, Maximum vapour pressure 0.25 barG at sea Minimum cargo temperature -163 Maximum cargo density 500 kg/m3 ShipRight (SDA), Ice Class 1B FS (hull), *IWS, LI, +LMC, UMS, SCM with the descriptive notes ShipRight (FDA, CM,SERS, SCM,TCM, BWMP(S)) pt higher tensile steel, ETA Russian Maritime Register Ice Class LU2 (propeller and shaft) Port OSLO Official Number S.NO.2229 S.NO.2230 Launching S.NO.2229 February 4th, 2005 S.NO.2230 May 20th, 2005 Call Letter S.NO.2229 S.NO.2230
1. GENERAL Ships Name Owner Classification
Registration
Date
Keel Laying
S.NO.2229 August 17th, 2004 S.NO.2230 November 29th, 2004 2. PRINCIPAL DIMENSION Length Breadth Depth Design Draught Summer Draught Scantling Draught Normal Ballast Draught Heavy Ballast Draught Gross Tonnage Net Tonnage 4. DEADWEIGHT At Summer Draft o.a. mld. mld. mld. mld. mld. mld. mld. : : : : : : :
: abt.288.00 m 49.00 m 26.80 m 11.25 m 12.30 m 9.20 m 9.80 m
12.30 m
3. TONNAGE (International, 1969) *abt.123,000
*abt.71,200 metric tons
1.4
Principal Particulars of Machinery

1. Main Turbine
PARTICULARS Type & Number DESCRIPTION Impulse, reaction, two cylinders, cross-compounded marine steam turbine with articulated type double reduction type gear Mitsubishi MS36-2 1 set MCR (=NR) : 23,600kW (32,090PS)~ 80.0 rpm Astern Turbine: Output (Reference) abt. 8,100kw Operating conditions : For a period of 2 hours continuous running at 70 % of the max. ahead revolution (56.0 rpm) Design torque : 80 % of the max. ahead torque at 50 % of the max. ahead revolution ( 40.0 rpm) 5.88MPaG (60kg/cm2g)~ 510 Planetary gear type : 11kW ~ at Ahead stop valve inlet 1,800rpm
Abbreviation List MCR NR S.W. F.W. L.O. F.O. D.O. G.S. K. D.P. TH M/T T/G D/G E/G IGG M.D. H. V. G. S. C. P. F.A. B.P. S. & T. D.D. T. CCS ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... ........................... Maximum Continuous Rating Normal Rating Sea Water Fresh Water Lubrication Oil Fuel Oil Diesel Oil General Service kg/cm2G Delivery Pressure Total Head Main Turbine Turbo Generator Diesel Generator Emergency Generator Inert Gas Generator Motor Driven Horizontal Vertical Gear Screw Centrifugal Piston Free Air Back Pressure Shell and Tube Type Diesel Driven Turbo Central Cooling System
Shaft Horsepower & Revolution Astern Turbine
Steam Conditions Turning Motor Vacuum Remarks
5.1kPaA (722mmHgV) at MCR (Sea water temperature=27 ) Main condenser : Scoop / pump cooling
2. Main Boiler
PARTICULARS Type & Number DESCRIPTION Two-drum, water tube marine boiler with dual fuel burners Mitsubishi MB-3E 2 sets 6.0MPaG (61.5kg/cm2g)~ 515 : : : Maximum flow Temperature up Maximum MCR at MCR condition
Steam Conditions at Superheater Outlet Evaporation (per each set) Internal Desuperheater Air Heater Economizer Ambient Room Temp Feed Water Temp. Fuel Oil
55,000 kg/h 47,200 kg/h (at gas burning) 46,600 kg/h (at oil burning) : 38,000 kg/h limit at max. steam flow : 350
Steam heating type Extended surface type 50 145 at Forced draught fan suction at Economizer inlet
RMH55 as specified in ISO 8217:1996
1.4

3. Shafting
PARTICULARS Thrust Shaft Intermediate Shaft No.1 Intermediate shaft No.2 Intermediate shaft Propeller Shaft Stern Tube Stern Tube Sealing DESCRIPTION Located on aft of the main reduction gear 1 set PARTICULARS Main Turbo Turbine Generator Set
NO.
5. Electric Generating Set

2 TYPE 6-stage impulse, condensing turbine with single reduction CAPACITY NOTES Steam condition:: 5.88MPaG~ 510 , Exhaust condition: 6.7kPaA (710mmHgV) abt. 2,250kw at atmospheric back pressure
Mitsubishi AT42CT-B
abt. 600 mm ~ abt. 600 mm ~ abt. 880 mm ~ abt. 5,600 mm in length abt.11,800 mm in length abt.11,960 mm in length Main Diesel Generator Set Diesel 2 Generator 2 AC 6.6kV 3 phase, 60Hz, totally enclosed, brushless marine type 4,000 kVA (3,200 kW) 1,800rpm 1,690 kw 720 rpm 2,000 kVA (1,600 kW) 720 rpm 768 kW 1,800rpm 787.5 kVA (630 kW) 1,800rpm
Taiyo HPW 65B-4

Fabricated steel welded construction with oil lubricating bearing of white metal facing (WJ-2) Air seal type Generator 2 Four cycle single acting turbo-charged trunk piston type Yanmar 6EY26L AC 6.6kV 3 phase, 60Hz, totally enclosed, brushless marine type
Taiyo HPW 558C-10
4. Propeller
PARTICULARS Type, Material & Number Diameter Pitch Area (Expandedj DESCRIPTION Six (6) blades, solid wet-fit keyless type, of Nickel aluminium bronze 1 set 8,800mm 7,770mm 41.0 m2
Emergency Generator Set
Diesel
Four cycle radiator cooled type
STX KTA38DMGE
Generator 1 AC 450V 3 phase, 60Hz, totally enclosed, brushless marine type
Taiyo HPW 558C-10
1.4

6. Pump for Fresh Water Handling
PARTICULARS Main condensate pump Drain pump Main feed water pump Cold start feed water pump Main condenser vacuum pump Central cooling fresh water pump Cargo mach. Cooling F.W. boost pump Fresh water pump Drink water pump Fire fighting fresh water pump Hot water circulating pump W/H & CCR unit cooler F.W. boost pump D/G cooling fresh water pump Dist. plant circ. water pump Dist water tank recirc. pump Fresh water tank recirc. pump Drink. water tank recirc. pump NO. 2 3 2 1 2 2 2 2 2 1 2 1 2 2 1 1 1 TYPE M.D.V.C. M.D.V.C. T.D.H.C. M.D.H.C. M.D.H.C. M.D.V.C. M.D.H.C. M.D.V.C. M.D.V.C. M.D.H.C. M.D.H.C. M.D.H.C. M.D.H.C. M.D.V.C. Diaphragm Diaphragm Diaphragm CAPACITY m /h ~ 90 ~ 45 ~
3
7. Pump for Sea Water Handling

MOTOR kW ~ rpm 45 ~ 1,800 22 ~ 1,800 PARTICULARS Main circulating pump Auxiliary circulating pump Main cooling S.W. pump 22 ~ 22 ~ 55 ~ 5.5 ~ 11 ~ 5.5 ~ 7.5 ~ 1.5 ~ 5.5 ~ 7.5 ~ 7.5 ~ 3,600 1,800 1,800 1,800 1,800 3,600 3,600 3,600 1,800 1,800 1,200 Diesel generator cooling S.W. pump Water ballast Pump Water spray pump Main circulating pump Bilge & G.S. pump Fire & bilge pump Fire pump Eductor driving. & IGG cooling S.W. pump Engine room bilge pump Sewage discharge pump Distilling plant cooling S.W. pump Fire line pressurizing pump Bilge sep. service pump NO. 1 1 2 2 3 1 1 1 1 1 1 1 1 2 1 1 TYPE M.D.V.C. M.D.V.C. M.D.V.C M.D.V.C M.D.V.C. M.D.V.C. M.D.V.C. M.D.V.C. M.D.V.C. M.D.V.C. M.D.V.C. M.D.H.P M.D.V.C M.D.V.C. M.D.H.C M.D.H Snake CAPACITY m /h ~ mTH 5,000/2,600 X 3/6 5,000/2,600 X 3/6 650~ 20 200~ 25 2,800~ 35 1,050~ 100 5,000/2,600~ 3/6 255~ 35 (88~ 50) 170/255 ~ 100/35 (88 ~ 50) 170~ 100 1,000~ 40 5~ 4~ 40 20 With self-priming With self-priming
3
mTH 85 70
NOTES
NOTES
MOTOR kW ~ rpm 80~ 360 80~ 360 55~ 1,800 22~ 1,800 375~ 1200 420 ~ 1,800 80~ 360 45~ 1,800 100/30~ 1,800/1,200 100~ 1,800 185~ 1,800 1.5~ 1,200 1.5~ 3,600 30~ 1,800 11~ 3,600 1.5~ 1,200
140~ 7.84 Mpa D.P. 5~ 2.45MPa.D.P. 5.1 kPaA (722 mmHgV) 600 ~ 55 ~ 10 ~ 5 ~ 5 ~ 5 ~ 55 ~ 90 ~ 130 ~ 3 ~ 3 ~ 3 ~ 22 20 65 65 110 15 20 20 10 Pneumatic Pneumatic Pneumatic
105~ 50 13~ 100 5~ 0.343 MPa D.P
70 (max) 70 (max) 70 (max)
1.4

8. Pump for Lub. Oil & Fuel Oil Handling
PARTICULARS Main L.O. pump Auxiliary L.O. pump. Control oil pump Stern tube L.O. pump L.O. transfer pump L.O. purifier feed pump T/G main L.O. pump T/G L.O. priming pump D/G main L.O. pump D/G L.O. priming pump F.O. burning pump Heavy F.O. transfer pump Diesel oil transfer pump Waste oil transfer pump NO. 1 2 2 2 1 1 2 2 2 2 4 1 1 1 TYPE M/T D.V.G. M.D.V.C. M.D.H. Vane M.D.H.G. M.D.H.G M.D.H.G. G/T D.V.G. M.D.H.G. G/E D.V.G. M.D.V.G. M.D.H.S. M.D.V.G. M.D.H.G. M.D.H. Snake CAPACITY m /h ~ Mpa D.P. 150~ 0.294 150~ 0.294 2.4~ 1.47 1~ 0.196 1~ 0.294 3.1~ 0.294 24~ 0.6 9~ 0.2 40~ 0.9 7.5~ 0.15 5.0~ 2.74 50~ 0.294 10~ 0.294 10~ 0.392 2.2~ 1,800 15~ 1,800 18.5~ 1,200 3.7~ 1,200 5.5~ 1,200 Engine room supply fan Engine room exhaust fan F.O. pump room exhaust fan F.O. heating room exhaust fan Gland exhaust fan Vent duct exhaust fan Boiler flame eye seal air fan Waste oil settling tank exhaust fan W/S welding space exhaust fan 4 2 2 2 1 2 2 1 1 M.D.V. Axial M.D.V. Axial M.D.V. Axial M.D.V. Axial M.D.H.C M.D.H.C M.D.H.C M.D.H.C M.D.V. Axial PARTICULARS Forced draught fan NO. 2 TYPE M.D.H.C. 3.7~ 1,800
3
9. Air Compressor and Air Reservoir

MOTOR kW ~ rpm PARTICULARS Air compressor NO. 3 2 1 2 1 1 2 1 1 4 TYPE M.D. screw
M.D.H.P 2 stage
NOTES
CAPACITY m /h ~ Mpa D.P. 550~ 0.9 20~ 5~ 2.45 2.45

3
NOTES F.W. cooled Oil injection Air cooled Air cooled

Dew point -40 at atmos.
MOTOR kW ~ rpm 75~ 1,800 5.5~ 1,800 abt.2 PS
Submerged
37~ 3,600 2.2~ 1,800 0.75~ 1,200 0.75~ 1,200 1.5~ 1,200
D/G starting air compressor E/G starting air compressor Control air dryer Control air receiver General service air receiver D/G. starting air receiver E/G starting air receiver Nitrogen buffer tank Air press. lighting system air receiver
D.D.H. Duplex adsorption Cylindrical. Cylindrical. Cylindrical. Cylindrical. Cylindrical. Cylindrical.
400 Nm3/h 5 ~ 5 ~ 0.5~ 0.2 ~ 10 ~ 0.1 ~ 0.9 0.9 2.45 2.45 0.9 0.9
10. Fan
CAPACITY m /min ~ mmAq 950/1,110/1,900 ~ 500/650/500 1,650~ 50 1,800~ 15 100~ 40 50~ 40 100~ 40 7~ 300 50~ 150 4~ 900 10~ 150 20~ 20 No.1 No.2
3
NOTES
MOTOR kW ~ rpm 130/300/300 ~ 900/1,200/1,200 30~ 900 18.5~ 900 1.5~ 1,800 1.5~ 1,800 1.5~ 3,600 3.7~ 3,600 3.7~ 3,600 1.5~ 3,600 0.2~ 1,800
No1 is reversible
1.4

11. Miscellaneous Machinery
PARTICULARS Distilling plant NO. 2 TYPE Plate type 1.5 ppm M.D.C. Total discharge Automatic discharge type
Sludge & solid waste disposal Ultraviolet Silver ion
12. Engine Workshop Machinery

NOTES MOTOR kW ~ rpm PARTICULARS
Lathe
CAPACITY 45 T/D
NO. 1 1
TYPE M.D. M.D.
CAPACITY C.D. : 2,000mm C.H. : 300mm Boring: Max. dia.: 32mm Milling: Table size : 800mm x 220mm Max. dia : 50mm Wheel dia.: 300mm 3-O2, 2-C2H2 200A
NOTES
MOTOR kW ~ rpm 5.5~ 900 5.5~ 1,800
1-S.W. cooled (S.W. Temp:30 ) 1-condens.cooled 5.5~ 1,800
L.O. purifier
3.1m3/h 5 m3/h (15ppm) 1,465 MJ/h (350 Mcal / h) 5 m3/h 90 T/D 2-Mineral
Combination Boling / milling Machine
Bilge separator
Pedestal drilling machine Pedestal grinder Gas welder
1 1 1 1 1 1 1
M.D. M.D. 2 wheels Acetylene D.C. arc
0.75~ 1,800 1.5~ 1,800
Incinerator Sterilizer Sterilizer Mineral injection unit Boiler water management system Chlorinator Sewage unit Unit cooler for switchboard room Unit cooler for mach. control room Unit cooler for instrument.& electric. workshop Unit cooler for engine workshop Unit cooler for laboratory Engine room heater N2 generator
1 1 1 1 1 1 1 2 2 1
0.75~ 1,800 11~ 1,800
Electric welder Plasma arc welder Electric hoist
Naltrack 3000HP
M.D. hoist Electrolyze
0.95ton Injection rate 0.2 ppm
For work shop
1.5~ 1,800
Electrolyze
Injection rate 0.2 ppm 40 persons 100% capacity for each room 100% capacity 100% capacity
Chlorinator
Packaged Packaged Packaged
P 1 2 2
Packaged Packaged Steam heating Membrane
100% capacity 100% capacity 890kW 60 Nm3/h
1.4

13. Heat Exchanger 14. Tank for L.O. Handling
PARTICULARS Main condenser Auxiliary condenser 1st stage feed water heater Deaerator feed water heater 3rd stage feed water heater Gland condenser CCS F.W. cooler Drain cooler L.O. cooler Stern tube L.O. cooler Hot water heater Boiler fuel oil heater Purifier L.O. heater D/G cooling fresh water cooler Stern tube L.O. fresh water heater Hydrant heater NO. 1 1 1 1 1 1 2 1 2 1 1 4 1 2 1 1 TYPE Vacuum type H.S. & T. Atmos. type H.S. & T. H.S. & T. Direct contact H.S. & T. H.S. & T. Plate H.S. & T. H.S. & T. H.S. & T. Electric & steam heating Steam heating Steam heating Plate Steam heating Steam heating 5 m3/h (20 to 80 ) 5.0 m3/h (60 to 150 ) 3.1 m3/h (40 to 85 ) F.W. 37 2.0 m3/h (0 to 10 ) 200 m3/h (0 to 10 ) 16~ 1.2
Storage 360 liter
14. Tank for L.O. Handling

REMARKS S.W. 27 S.W. 32 C.W. 75 PARTICULARS L.O. sump tank L.O. gravity tank L.O. storage tank L.O. renovating tank Control oil tank NO. 1 1 1 1 1 1 1 1 1 1 1 1 1 CAPACITY Storage: abt. 40 m3 Normal : 15 m3 abt.20 m3 abt.60 m3 abt.60 m3 0.5 m3 1.5 m3 0.015 m3 0.18 m3 5.0 m3 5.0 m3 5.0 m3 5.0 m3 0.4 m3 H.R. 0.2m2/m3 H.R. 0.2m2/m3 In double bottom H.R. 0.2m2/m3 H.R. 0.2m2/m3 HEATING COIL Fitted
(Around suction pipe)
CAPACITY 5.1 kPaA
TUBE O.D.~ t. 19~ 0.7 19~ 0.7 19~ 1.2
REMARKS In double bottom Hull construction Hull construction Hull construction

Attached on M/T
Storage capacity: 22.5 m3
F.W. 37 16~ 1.2 Each 100% cap. S.W. 32 F.W. 37 Each 100% cap. S.W. 27 F.W. 37 With 2~ 20 kW electric heater Each 100% capacity of a boiler
Stern tube L.O. drain tank Stern tube FWD seal oil tank Stern tube AFT seal oil tank Aux. turbine L.O storage tank Aux. turbine L.O. renovating tank Gen. engine L.O. storage tank Gen. engine L.O. renovating tank L.O. sludge tank
In double bottom
Each 100% cap S.W. 30
1.4

15. Tank for F.O. Handling
PARTICULARS Forward F.O. tank F.O. side tank F.O. settling tank Low sulphur F.O. tank D.O. storage tank Gen. engine D.O. service tank E/G engine D.O. service tank Incinerator D.O. service tank F.O. overflow tank IGG gas oil tank Waste oil settling tank F.O. drain tank F.O. additive tank NO. 1 2 2 1 2 2 1 1 1 1 2 1 1 CAPACITY abt. 1,200 m3 Total abt. 3,000 m3 Total abt. 1,000 m3 Total abt. 600 m3 abt. 370 m3 Total abt. 50 m3 3 m3 1 m3 abt. 75 m3 abt. 100 m3 1 m3 2 m3 4 m3 HEATING COIL H.R. 0.06m2/m3 H.R. 0.06m2/m3 H.R. 0.1m2/m3 H.R. 0.06m2/m3 H.R. 0.1m2/m3 H.R. 0.1m2/m3 H.R. 0.1m2/m3 H.R. 0.1m2/m3 H.R. 0.12m2/m3 H.R. 0.1m2/m3 H.R. 0.6m2/m3 H.R. 0.1m2/m3 In double bottom Hull construction Hull construction REMARKS Hull construction Hull construction Hull construction Hull construction Hull construction Hull construction Hull construction PARTICULARS Fresh water tank Drink. Water tank Distilled water tank Drain inspection tank Atmospheric drain tank CCS F.W. expansion tank Fresh water pressure tank Fire fight F.W. pressure tank Boiler compound tank
Oxygen scavenging chemical tank
16. Tank for Fresh Water & Bilge Handling

NO. 1 1 2 1 1 1 1 1 1 1 1 1 1 1 1 1 CAPACITY abt. 100 m3 abt. 100 m3 Total abt. 200 m3 1.5 m3 6 m3 1.0 m3 2.0 m3
1.5 m3
HEATING COIL
REMARKS Hull construction Hull construction Hull construction
H.R. 0.06m2/m3 H.R. 0.1m2/m3 H.R. 0.1m2/m3
Hull construction Hull construction Hull construction
0.15 m3 0.15 m3 Abt.100 m3 Abt.20 m3 Abt.10 m3 5.0 m3 2.0 m3 1.0 m3 H.R. 0.12m2/m3 Hull construction In double bottom
Bilge hold tank Clean drain tank Separated bilge oil tank Vacuum Unit tank for vacuum toilet system Dist. Plant Circ. Water Tank Drinking water Pressure tank
1.5a
Machinery Arrangement -Tank Top Plan
69
64
54
WATER SPRAY PUMP
49
BALLAST STRIP. EDUCTOR EDUCTOR DRIVING & IGG C.S.W. PUMP DN
FIRE LINE PRESS. PUMP
45
DN
FIRE PUMP
DIST. PLANT COOL. S.W. PUMP DN SOLENOID V. BOARD FOR BALLAST LINE
42 39 36
S/T AIR CONT. UNIT UP BILGE & G.S. PUMP NO.3 WATER BALLAST PUMP
W.
HIG
59
HS
.C.
FIRE & BILGE PUMP

UP
ATMOS DRAIN TK MAIN CONDR DN

. W B. UP
33
B.
28 19
B. W
S/T AFT SEAL OIL TK
UP
HO
DN
WE
24
UP UP AUX. L.O. PUMP
MAIN COND. PUMP
DRAIN PUMP
LL
AUX. CONDR
SEA BA
REDUCT. GEAR
S/T FWD SEAL OIL TK

N AI DR TK
19
S/T L.O. PUMP
24 28
S/T L.O. CLR
DN L.O. TRANSF. PUMP
UP
DRAIN COLLECT. UNIT
ESC
ALARM CHAMBER
AP
ET
S/T
RU
NK
O. L.
UP
AUX. L.O. PUMP

) OW . (L S.C
L.O. PURIF. FEED PUMP
TK IN RA .D L.O
MAIN L.O. PUMP
NO.1WATER BALLAST PUMP
UP
PA CE
ECHO SO
.S L.O
PT UM
UP
CL
DN
SP
33 36 39 42
UP
LIF
AUX. CIRC. PUMP AUTO BACK-WASH FILTER L.O. COOLER
LIF
AC
TS
MAIN CIRC. PUMP
T.
SLUDGE COLLECTOR UP
F.O
L.O. STRAINER
.D
RA
IN
TK
DN
BILGE SEP.UNIT
MAIN COOL. S.W. PUMP BILGE SEP.SERV. PUMP E/R BILGE PUMP D/G C.S.W. PUMP UP
49
54
BIL GE PR IM .S
EC
59
.T K
LG BI
EH
OL
TK
DN
45
TK OIL GE . BIL SEP
WASTE OIL TRANS. PUMP DN
B.
UND. & MA G. LO G
EA
DN
DR
COM P.
NO.2 WATER BALLAST PUMP
AI
TK
B.
W.
NO
.8
.B
.T
C L
64
VOID
NO
.8
W.B
69
TANK TOP PLAN
1.5b
Machinery Arrangement -4th Deck Plan

69 64 59 54
F. COF
49
ND ER )
45 42
AF T .T LL
(P)
.S
TT.
F.O
39
. V.T
F.O
. SE
F.O
. SI
W.
IDE
TK
BA
TK
(P)
DE
TK
(P)
(P
F.O
.S
ID
K ET
(P
)(U
36
MAIN DUMP V. UP
UP
33
1ST STAGE FEED W. HTR
MAIN CONDR VACUUM PUMP
F.O. BURN. PUMP
CHLORINATOR
DN GREASE EXTRACT.
28
V.T .
DN
DN
UP
UP
DIST. PLANT CIRC.W. TK DN
24
UP
19
DN DN N
REDUCT.GEAR
L.P.TURB.
DIST. PLANT CIRC.W. PUMP
F.O .PU MP RO OM (P )
DIST.PLANT (C.C.) DIST.PLANT (S.W.C.)
ESCAPE TRU NK
V.L.
GAUGE BOARD
LI
FT
CENTRAL COOL.F.W.PUMP
C L
19 24
H.P.TURB.
GLAND CONDR & EXH.FAN
V.T
DN DN DN
SP LIFT AC . E
TEL.BOOTH UP DN
LI
FT
SP
AC
CCS F.W. CLR
28
UP DN
SPARE MOTOR FOR AUX. CIRC. P'P
PIPE PASS.
UP
UP
PURIF. L.O. HTR L.O.SLUDGE TK CLEAN. TABLE
33
DRAIN INSPECT. TK CUNO FILTER
F.O. BURN. PUMP D.O.TRANS.PUMP H.F.O. TRANS. PUMP
D/G COOL. F.W. PUMP
D/G COOL. F.W. CLR UP
36
DRAIN CLR
) M(S ROO UMP F.O.P
L.O. PURIF. UP
. V.T
.TK
(S)
LP
.S
F.O
45
F.O
.S
ID
U K(
ND
49
54 59
LO
ER
COFF.
64 69
F.O
SU
F.O. SIDE TK(S)
.OV
42
RF
HU
ET
ER
T.
FLO
.O
TK
WT
K(U N
AFT W
DE
R)
39
. BAL
L. TK
(S)
4TH DECK PLAN
1.5c
Machinery Arrangement -3rd Deck Plan

42 45 49 54 59
COFF.
64
69
39 36 33
TK
(P
F.O . SE TT. TK(P )
F.O . SID ET K(P )
AS
BA
UP
UP
24 19 14
E OR ST
COMBUSTION AIR BLOWER
I.G. GENERATOR
AL IC EM CH
M .R .G I. G
AF
28
AT
I.G.G.F.O. PUMP UNIT
F.O
. SID
ER
ET
LL
K(P
V.T.
CONT. PANEL
V
NO
.T.
.8
W.
B.
TK
SHO WER SPA CE
.W
.T
9
.T W T. K
NO .1 DI
COLD START FD W. PUMP 3RD STG FD.W.HTR
CONT.PANEL F.O. PUMP RM EXH. FAN MAIN FD W. PUMP NO.9 BALLAST SOL.V. BOARD
NO
.2
DI
ST
NO.3 AIR COMP.
GENE. SERV. AIR RECEIVER
CONT. AIR RECEIVER

UP
UP
CONT. AIR DRYER NO.2 AIR COMP. NO.2 NO.1 DN UP

UP
NO.2 MAIN TURBO GENERATOR
NO.2
UP
MAIN BLR
NO.1 AIR COMP. STEERING ENGINE ROOM
DOSING & DILUTION STATION
UP
UP
NO.1 MAIN TURBO GENERATOR
UP
UP UP
CE PA TS LIF
NO.2 H/V TRANS. SPACE
REMOV. GRAT.
AY IR W STA
ESCAPE TRUNK FIRE FIGHT. F.W. PRESS. TK
LIF T
LIF
TM
OT
R OR
C L
UP
NO.1 H/V TRANS. SPACE

STERILISER (SILVER ION) FIRE FIGHT. F.W. PUMP
LIF TS
PA
CE
E AC
UP
D.W. PRESS. TK & PUMP UNIT
LOCAL FIRE CONT. PANEL MICRO FOG PUMP PANEL LOCAL FIRE FIGHT SYS. F.W. TK LOCAL FIRE PUMP UNIT UP UP
LIF TS
NO.1
MAIN BLR
UP
UP
UP
F.W. PRESS. TK & PUMP UNIT
CARGO MACH. RM COOL. F.W. BOOST PUMP
F.O. PUMP RM EXH. FAN
UP
SEWAGE UNIT
. TK
DRIN
K. W
W F.
.T
MINERAL INJECT. UNIT VACCUM TOILET SYS. L.O. DAIRY TK
UP
UP
LO
GR
AV
IT
TK
NO.2 AUX.DIESEL GENE. UP UP
NO.1 AUX. DIESEL GENE.
9 14
V.T.
V.T.
ENG
. ST
ORE
SPARE MOTORS
24
LIF T.
28 33 36 39 42
NO .8 W. B. TK
COFF.
45
49
54
LOW
SP
E AC
SUL
PHU
T AF
RF
ER AT W
.O.
59
F.O
. SE
TK
TT.
19
T AS LL BA
64
F.O . SID E TK (S)
TK(S
TK
) (S
UP
STERILIZER(UV TYPE)
NO.2 D/G START. AIR COMP.
NO.2 AIR RECEIV.
NO.1 AIR RECEIV.
NO.1 D/G START. AIR COMP.
69
3RD DECK PLAN
1.5d
Machinery Arrangement -2nd Deck Plan

45 49 54
COFF.
59
64
69
36 33 28 24
DN
39
42
CONDENSING UNIT
I.G.G . GA SO IL T K
W AT ER
BA LL .T K( P)
COFF.
AF T
TK(P
NDE
TT.
F.(U
. SE
19
LS TO RE ICA
COF
F.O
I. G. COOLER & DRYER
EM
CH
D.
PACKAGE AIR COND.
O.
ST
OR
GAS BLOWER
.TK
(P
F.O
. SID
ET
K(P
R)
LAB OR ATO RY
NO
W.
.1 D
TK
IST
M .R .G I. G
. TK
. NO
UP UP
8W
.B
.T
.W
DIS
BLR SAMPLE COND. & ANALY. UNIT
T.
SINK
NO
.2
V.T
V.T.
ELECTRICAL & INSTR.WORK SHOP

FEED W. SAMPLE COND. & ANALY. UNIT NO.2 F.O. HTG RM EXH. FAN VISCO. CONT. UP PACKAGE AIR COND.
PACKAGE AIR COND.
NO HEA .2 F.O TIN . GR M
UP UP UP HOT W.CIRC.PUMP W/H & CCR UNIT COOL. F.W. BOOST PUMP UP
UP
HOT W.HTR
(U) NO.1/(D) NO.2
BLR F.O. HTR (2 SETS)
D AR BO CH IT W S
UP DN
) (P RM
BOG PIPE HOO D
BNR CLEAN. TABLE
DN
TS
PA
CE
DN
AFT MOOR. DK
BLR GAUGE BOARD
LIF
PACKAGE AIR COND.
ROO
DN
CE
DN
UP
BLR F.O. HTR (2 SETS) (U) NO.1/(D) NO.2
LIF
TS
DN
PA
NO HEA .1 F.O TIN . GR M
DN
DRINK. W. FOUNTAIN UP BLR SOLENOID VALVE BOARD UP AUX. TURB. L.O. RENOV. TK AUX. TURB. L.O. STOR. TK UP OIL MIST DETECT. SYS.
MAC
HI. C
ONT
ROL
FT LI
C L
DN
PACKAGE AIR COND.
NO.1 F.O. HTG RM EXH. FAN
VISCO. CONT. BLR FLAME EYE SEAL AIR FAN
TK
F.W
E AC
.T
O .B
DR
TT
K.
.R
M
CLEAN. OIL TK
V.T V.T
W.
RE
NO
G/E V.T
L.O K
ST
G/E OR
L.O
.TK
IN
AIR PURGE LIGHT. SYS.
TT
SINK
R F.O
TK(S
PHU
. SE TT.
AT
28 33 36 39 42
AF
ER
BA
LL
.T
K(
S)
24
L.O
. NG
HATCH
.R
EN
19
WELD. SPACE EXH. FAN
WO
RK
OV
SH
OP
D. O. ST OR .T K( S)
.T
LOW
F.O
/E TK .1 G NO SERV. . D.O
SUL
F.O
. SID
ET
K(S
PACKAGE AIR COND.
COFF.
. TK
O L.
OX
.S
Y.
TO
BO
R.
TK
G/E . TK NO.2 SERV . D.O
.R
SW IT CH BO AR D
RM (S )
)
TK B. W. .8 NO
COFF.
45
49
54
59
64
69
2ND DK PLAN
1.5e
Machinery Arrangement -Engine Casing Deck Plan
28
33
SHORE POWER CONN. BOX
36
N2 BUFF. TANK
42
N2 GE NE .R M
COMPRESSOR
I.G
.G
.RM
DN
N2 GENE. UNIT
B O2
OTT
F . &
OA
MT
AN
KR
EXH. DAMPER
V.T
WET GAS BLOWER
L.O. & HYD. OIL STORE

V.T
49
28
V.T
33
36
V.T
42
49
28
V.T
33
36
V.T
42
F.O. ADD. TK
HYD.PUMP UNIT RM
DECK WORK SHOP

NO.2 EXH.GAS ECO.
DN DN
DN
DN UP UP
DECK STORE
UP
F.D. FAN SPARE MOTOR

DN DN UP
DEAERAT. FD W. HTR
TS PA
BOLTED PLATE
VENTURI
CE
F.D. FAN
33
36
C L
CABLE DRUM FOR SHIP TO SHIP
33
36
CCS F.W. EXP. TK
C L
SMALL HATCH
DEAERAT.FD.W.HTR
33
36
C L
VENTURI
DN
INCINE. RM
UP UP UP UP
DN
INCINERATOR
DN
UP
VENT DUCT EXH. FAN
A/C UNIT RM & REF.PROV.MACH.RM
DN
NO.1 EXH.GAS ECO.
SILENCER FOR D/G EHX. PIPE
CONTROL PANEL
GARBAGE STR
NO.1 EXH.GAS ECONOMIZER
INCINE. D.O. SERV. TK ECO. SPARE TUBE SPACE

V.T
WASTE OIL SETT.TK
D/G C.F.W. EXP. TK

V.T V.T V.T V.T V.T
DAMPER
COFF.
WALL VENT. EMERG.GENE.START AIR RESERV.
COFF.
. SE RV. TK
CHEMICAL LKR
PAINT STORE
RM HTR EXH.DAMPER
EMERG.GENE.AIR COMP.
.DU
RM HTR
E/G CONT.PANEL
BATTERY
SUC.D
UCT
28 28 33 36 39 42
33
36
39
DN
R G. DE ER UN EM FF.( CO
EXH
N GE
E.
SW
RM BD ) DK P. UP
M NE.R .GE ERG EM
E/G
D.O
28
33
36
DN
UP
F.D. FAN
LIF
39
42
UP
CT
EMERG. GENE. ENG.
LOUVER BATTERY CHARGER
42
UPPER DECK PLAN
A DECK PLAN
B DECK PLAN
1.5f
Machinery Arrangement -Engine Casing Deck Plan
28
NO.4 E/R SUPPLY VENT FAN
V. T
33
36
39
V.T
42
28
33
LOUVER
36
LOUVER
39
V.T
42
28
33
36
39
42
MIST SEPARATOR
MIST SEPARATOR
BOLTED PLATE
SU PP LY VE NT FA NR M
RM
SU
E/R
NO .2 E/R
.4
NO
.2
E/R
SU
PP
NO
LY
.4 E
/R S
VE
UPP
PP
NT
LY
EN YV
FA
VE
TF
AN
NT
RM
NR M
FA
BOLTED PLATE
NO.2 E/R EXH. VENT FAN LOUVER
RM
DN
LOUVER
UP
DEAERAT. FD. W. HTR

UP DN
33
36
C L
RM
NO
.2
E/R
EX
H.
VE NT FA N
DN
NO
BOLTED PLATE
33
36
C L
33
36
C L
FUNNEL
UP
EX
H.
VE
NT
FA
DN
NO
.1
E/R
BOLTED PLATE
FA
NR
NO.1 E/R SUPPLY VENT FAN (REV.)
NO.1 E/R EXH. VENT FAN
DN
BOLTED PLATE
NR
FA
V.
NT
VE
RM
PP
SU
SU
MIST SEPARATOR WASTE OIL SETT. TK EXH. FAN
NO
V.T
E/R
.3
E/R
SU
PP
L PP
LY
NO
YV
VE
.1
EN
NT
TF
E/R
MIST SEPARATOR
28
NO
LOUVER
LOUVER
.3
NO
AN
FA
.1
RM
E/R
LY
SU
PP
LY
VE
NT
BOLTED PLATE
V.T
33
36
39
42
28
33
36
39
42
28
33
36
39
42
C DECK PLAN
D DECK PLAN
CASING TOP PLAN
1.5g
Machinery Arrangement -Elevation Plan
COMP. BRI. DK
NAV. BRI. DK
G DECK
F DECK
E DECK
EX
H.
VE
F NT
AN
M NR FA NT VE LY PP SU
SU P FA PLY N R VE NT M
RM
D DECK E/R SUPPLY VENT FAN E/R SUPPLY VENT FAN
C DECK
B DECK DEAERATOR FD.W.HTR
V.T.
A DECK
V.T.
F.D. FAN
EXH. GAS ECONOMIZER
LIFT TRUNK
49
54
59
64
UPP.DK 27875
S)
STAIR WAY
OO
BLR GAUGE BOARD STEAM AIR HEATER

CON T. RM
BO
SW
IT
B CH
PIP
OA
RD
EH
RM
(P&
AFT MOOR. DK
23267
MA
CH.
2ND DK 22,850 MAIN BOILER
K(S .T
)
TK (P)
F.W DIS . TK( S) T. W. TK (P)
INK
.W
T.
W.
DR
DIS
.2
OT
OR
RM
NO
TM
NO
.1
LIF
14
STEER ENG. 16,550 FLAT RAIL FOR M/T RAIL FOR PROP. SHAFT
NO
.2
H/
TA R
AN
S.
SP
AC
MAIN TURBO GENE.
3RD DK 15,650
A.P.
ESCAPE TRUNK
VOID
AUX. CONDR
.F .W .T K
4TH DK 9,470
CO
OL
S/T
WATER BALLAST PUMP
AUX. L.O. PUMP
ATMOS. DRAIN TK
(S)
B. W.
S/T
SEA CHEST (S) FOR EMERG. FIRE PUMP
L.O
. DR
AIN
TK
L.O .D
IN RA
TK
K TAN MP . SU L.O
SE
P.
BI
LG
SEA CHEST (S)
IL
CL
EA
N.
DR
AIN
TK
(S)
13
16
19
24
28
33
36
39
42
45
49
54
59
64
45,000 (FR SP.900 X 50)
E & CHO MA S G. OU LO ND G . CO MP
B.W
.(P)
TK
(S
)
SE
BA
) .(P B.W
TANK TOP
.
69
1.6 Glossary of Symbols
ABBREVIATION A A/C ACC ACCOM. AHD AST ATMOS. AUX. BD BLR BMS BNR BOG B.W. C CAP. CCR CCS CLR CMR COFF. COMPR COND. COND.W. CONDR CONDS D.D. D/G DIST. DK D.O. D.P. Absolute
GLOSSARY
ABBREVIATION DP DSH ECR E.F.P. ENG. E/R EXH. EXT. F.G. F.O. F.W. FD.W. FWR G G.O. G.S. G/E GEN. H H.P. H/D HDR HFO HTD HTG HTR HYD. ICAS IGG IR L LCL
GLOSSARY Differential Pressure Desuperheater Engine Control Room Emergency Fire Pump Engine Engine Room Exhaust External Fuel Gas Fuel Oil Fresh Water Feed Water Feed Water Regulator Gauge or Gear Gas Oil General Service Generator Engine Generator High or Horizontal High Pressure High Duty Header Heavy Fuel Oil Heated Heating Heater Hydraulic or Hydrant Integrated Control and Automation System Inert Gas Generator Infrared Low or Level Local
ABBREVIATION L/D L.O. L.P. LPSG M M/B MCR M.D. MSB M/T NOR NR OVBD P P.C.V. P.R.V. R/G RM S S.C. S/T STBD STBY STC STD STG STM STR S.W. SW T TBN Low Duty Lubricating Oil Low Pressure
GLOSSARY
ABBREVIATION T.C.V. T.H. T/C T/G TK UV V V.T. W. WB W.B. WC W/H W.O.
GLOSSARY Temperature Control Valve Total Head Turbo Charger Turbo Generator Tank Ultraviolet Vacuum or Vertical or Valve Vent Trunk Water or Working Wash Basin Water Ballast Water Closet Wheel-House Waste Oil
Air Conditioner Automatic Combustion Control Accommodation Ahead Astern Atmosphere Auxiliary Board Boiler Burner Management System Burner Boil Off Gas Bilge Well Compound or Centrifugal Capacity Cargo Control Room Central Cooling System Cooler Cargo Machinery Room Cofferdam Compressor Condition or Conditioner Condensate Water Condenser Condensate Diesel Driven Diesel Generator Distilling or Distilled Deck Diesel Oil Discharge Pressure
Low Pressure Steam Generator Motor Main Boiler Maximum Continuous Rating or Machinery Control Room Motor Driven Main Switch Board Main Turbine Normal Normal Rating Overboard Pressure or Piston or Pump or Pipe Pressure Control Valve Pressure Reducing Valve Reduction Gear Room Solenoid or Screw Sea Chest Stern Tube Starboard Standby Steam Temperature Control Standard Stage Steam Store Sea Water Switch Temperature or Turbine Turbine
SYMBOLS FOR PIPE DIAGRAM IN MACHINERY PART (1/6) Crossing Pipes, Not Connected Hopper
SYMBOLS FOR PIPE DIAGRAM IN MACHINERY PART (2/6) Stop Valve Geared Valve
Crossing Pipes, Not Connected
Hopper with Cover
Stop Valve
Screw Down Stop Check Valve Electric Moter Operated Screw Down Stop Check Valve Lift Check Valve
Crossing Pipes, Connected
Air Vent Pipe
Stop Valve Welded End
Joint , Flanged
Air Pipe Head without Wire Net
Three Way Valve
Joint , Welded
Air Pipe Head with Wire Net
Electric Moter Operated Valve
Swing Check Valve
Reducer Penetration, Water Tight Bulkhead Crossing Blank Flange Spectacle Flange "O" . . . Normal Open "C" . . . Normal Close Orifice
Sounding Head with Wire Cap Sounding Head with Self Closing Cock Deck Filling Piece
Hose Valve
Butterfly Check Valve
Pressure Reducing Valve
Float Check Valve
Safety or Relief Valve
Diaphragm Valve
Deck Scupper
Self Closing Valve
Ball Valve
Deck Scupper with Plug
Emergency Shut Off Valve

S
Needle Valve
Flexible Pipe or Hose
Boss
Regulating Valve
Solenoid Valve
Expansion Joint
Boss with Plug
Butterfly Valve Electric Moter Operated Butterfly Valve Hydraulically Operated Butterfly Valve Gate Valve Electric Moter Operated Gate Valve
Piston Valve
Open Bilge
Driving Oil Line
Diaphragm Operated Valve Diaphragm Operated Valve with Positioner Three Way Rotary Valve Self Contained Pressure Control Valve
Hose Coupling
Control Air Line
Bellmouth
Capillary Tube
Sprinkler
Electric Cable
SYMBOLS FOR PIPE DIAGRAM IN MACHINERY PART (3/6) Self Contained Temperature Control Valve (With Handle) Wax Type Temperature Control Valve Air Vent Valve Y-Type Strainer or Filter
SYMBOLS FOR PIPE DIAGRAM IN MACHINERY PART (4/6) Tray or Coaming Float Type Flow Gauge
Mud Box
Salinity Cell
Seal Pot with Ethylene Glycol
Rose Box
Gauge Glass with Valve
PS
Pressure Switch
Separator
Flat Glass Level Gauge
DPS
Differential Pressure Switch
Degassing Valve
Pump
Float Level Gauge
TS
Thermal Switch
Drain Trap with Filter Regulating and Stop Valve with Filter Cock
Hand Pump
LI
Diaphragm Level Gauge
FS
Float Switch
Ejector or Eductor
Local Indication
LS
Limit Switch Electric Current/Pneumatic Converter Transmitter
Silencer
Remote Indication
I/P
Three Way Cock (L-Port)
Steam Horn or Air Horn
Thermometer
Three Way Cock (T-Port)
Flame Arrester
Pressure Gauge
For Trial Use
Four Way Cock
Sea Chest
Compound Gauge
Cock with Lock
Overboard Distance Piece
Vacuum Gauge
Self Closing Cock
Rose Plate
DP
Differential Pressure Gauge
Fauset
Bilge Hat
Level Indicator
Simlex Strainer or Filter
Sight Glass in Line
SI
Salinometer
Duplex Strainer or Filter
Sight Glass on Tank
FS
Flow Meter
SYMBOLS FOR PIPE DIAGRAM IN MACHINERY PART (5/6) AC Automatic Changeover FM Flow Monitoring PM
SYMBOLS FOR PIPE DIAGRAM IN MACHINERY PART (6/6) Pressure Monitoring TA Temperature Alarm
AOS
Automatic Open and Shut
FR
Flow Recording
PR
Pressure Recording
TI
Temperature Indication
AS
Automatic Stop
High
QA
Quality Alarm
TIC
Temperature Control
ASLD
Automatic Slow Down
Low
QI
Quality Indication
TM
Temperature Monitoring
ASS
Automatic Start and Stop
LA
Level Alarm
QM
Quality Monitoring
TR
Temperature Recording
AST
Automatic Stop
LI
Level Indication
QR
Quality Recording
VA
Viscosity Alarm
DPA
Differential Pressure Alarm
LIC
Level Control
RI
Running Indication
VI
Viscosity Indication
DPI
Differential Pressure Indication
LM
Level Monitoring
RM
Running Monitoring
VIC
Viscosity Control
DPM
Differential Pressure Monitoring
LR
Level Recording
RO
Remote Operation
VM
Viscosity Monitoring
DPR
Differential Pressure Recording
MFA
Malfunction Alarm
SA
Stop Alarm
VR
Viscosity Recording
ES
Emergency Stop Operation
OI
Opening Indication
SAH
Salinity Alarm
XA
Miscellaneous Alarm
ESA
Emergency Stop Alarm
OIO
Open Position Indication
SI
Salinity Indication
XI
Miscellaneous Indication
ESD
Emergency Shut Down
OIS
Shut Position Indication
SM
Salinity Monitoring
XM
Miscellaneous Monitoring
FA
Flow Alarm
PA
Pressure Alarm
SR
Salinity Recording
XR
Miscellaneous Recording
FI
Flow Indication
PI
Pressure Indication
FIC
Flow Control
PIC
Pressure Control
1.7 Ship Speed Power Curve
30,000
28,000
26,000
24,000
22,000
Output SHP(kw)
20,000
18,000
16,000
14,000
12,000
10,000
8,000
6,000 14 15 16 17 18 19 20 21 22 23
Ship's Speed Vs(kn)
PART 2 : MACHINERY COMMISSIONING OPERATIONAL OVERVIEW
2.1 2.2 2.3 2.4 2.5 2.6 2.7
To Bring Vessel into Live Condition To Prepare Main Plant for Operation (Raising Steam) To Prepare Main Plant for Manoeuvring from In Port Condition To Change Main Plant from Manoeuvring to Normal Conditions To Change Main Plant from Normal to Manoeuvring Conditions To Secure Plant at Finished with Engines To Secure Plant for Dry Dock
2.1 To Bring Vessel Into Live Condition

Note: This procedure assumes that the main turbine and the main condenser are not readily available.
Dead Ship Condition
Shore Supply Available

Establish shore supply.
No Shore Supply Available 5.4.3

Prepare the emergency generator for operation. If necessary fill the emergency diesel generator fuel tank from drums.
5.3
Fill a boiler to 100mm below the normal water level by using the cold start feed water pump, with suction from the distilled water tank.
3.2.2 4.3.2
Start the emergency generator and supply the emergency and main switchboards through the respective breakers
5.3 5.4.5
Supply main and emergency lighting throughout the vessel, together with necessary ventilation.
3.2.1
With a burner in a boiler, supply diesel oil to the burner using atomizing air. Supply main and emergency lighting throughout the vessel, together with necessary ventilation.
4.3.2
5.4.2
Put the generator air start system into operation. Start up the main diesel generator and place in parallel with emergency generator. The emergency generator will automatically disconnect from the switchboard
3.3.2 5.4.4
Start the boiler forced draught fan. With all required vents and drains open, begin to flash up the boiler. Ensure that the furnace is adequately purged prior to ignition. If the boiler has been shut down for a long period, use a low fuel pressure to ensure heat and boiler pressure rise slowly. Start the E R vent fans.
4.3.2
Put the following into operation: Cooling sea water system, cooling fresh water system, hydraulic power pack for the ship side valves.
3.5.2 3.4.1 7.2

Open the boiler stop valves to: The superheated steam system. The 6.0Mpa desuperheated steam system. The auxiliary steam system. The 1.0Mpa desuperheated steam system. The superheater vent valve Ensure all steam line drains are open. Open the valves to the heating coils of one F O settling tank, placing the coil drains to the contaminated drains system.
3.1.1 3.1.2 3.1.3 3.1.5 3.2.5 3.2.6
Check all main turbine LO system lines are satisfactory, with the LO cooler drain valves closed. Ensure that the level in the main sump is correct. Start one main LO pump and allow the system to circulate. Check all sight glasses on bearings and gearing for oil flow. Ensure the LO gravity tank is overflowing.
3.7.1
Put the control air systems into operation.
3.3.1
Shut the drum vent when steam issues from it, at approximately 0.1MPa. Open the steam inlet and drains to one fuel oil heater and allow the fuel temperature to rise slowly
4.3.2 3.1.5
Put the fire detection system into operation.
10.2
Next Page
2.1 To Bring Vessel Into Live Condition
Previous Page Recirculate DO around the fuel rail until its temperature reaches approximately 70. Change the burner over to HFO and shut down the diesel oil supply. 4.3.2 With the boiler superheater being circulated, and steam being supplied to the feed pump and turbine generator, all the boiler drains and vents can now be closed in. Continue to raise steam pressure, with fuel and air under the control of the ICAS. Check each system is now operational and gradually change over all control systems to automatic and/or remote. Ensure systems and components that have been used are put back on standby condition or isolated e.g. cold start feed water pump, emergency diesel generator etc. 4.3.2
As the steam pressure rises, use the cold start feed water pump to maintain the boiler water level. With the boiler now being fired on HFO, the fuel oil pressure will require adjusting to maintain a steady and safe pressure rate. Raise HFO temperature steadily.
4.3.2
Start the auxiliary sea water circulating pump to supply the auxiliary condenser. At 1.5MPa put one main feed pump into operation to maintain the boiler level. The turbine exhaust will go the either the deaerator or the auxiliary condenser.
3.5.1 4.3.2 3.1.6
Ensure that the ICAS has taken the control of the boiler out of the flashing ramp to the normal control mode. The boiler should now be providing normal steam pressure to the turbine generator, main feed pump and fuel oil heating etc. Unload and shut down the diesel generator.
4.3.4
5.4.2
Put the auxiliary condenser condensate and drain system into operation pump.
3.2.1
Start up all the remaining auxiliaries, such as refrigeration units, air conditioning units, fans not in use, galley and accommodation supplies etc.
At approximately 2.0MPa, warm through and start up a turbine generator. The exhaust will dump to the auxiliary condenser. Unload the diesel generator and parallel the turbine generator with the diesel generator.
5.1 3.1.6 5.4.4
(Note: If the vessel is in dry dock or alongside a shore installation, electrical power may be supplied through the shore breaker. However, this is normally used for dry dock purposes when separate arrangements are made for cooling sea water supplies to cooling fresh water cooler.
3.5.2
Having warmed through and drained the atomising steam system, when boiler pressure reaches 1.5Mpa, change the burner atomising to steam. Close the atomising air supply valve 025VPB or 035VPB.
3.1.3
Vessel in Live Condition
2.2 To Prepare Main Plant for Operation (Raising Steam)
One Boiler in Operation And Auxiliary Plant Operation
Open the vents on the superheater inlet pipe, and the drains on the desuperheater and superheater, on the non-operational boiler.
4.3.2
Allow the fuel temperature to rise to approx. 90C. Purge the boiler furnace. When the purge sequence is completed, flash the boiler and adjust the air and fuel to the minimum for good combustion. (Note: The length of time the boiler has been out of operation governs the amount of time to allow for raising steam. The longer the unit has been off line, the greater the number of flashes and soaks should be allowed, before continuous firing.)
4.3.2
At approximately 5MPa, open up the desuperheated system main valve bypass valve. Allow the pressure to increase to that of the in-use boiler and float the boiler on-line by opening the main valve and closing the drains and the bypass valve.
4.3.2
Fill the boiler to approximately 80mm above the normal operating level, using the main feed pump on the auxiliary feed system, with suction and recirculation from the deaerator. Ensure careful use of the filling valve and closely monitor the deaerator and boiler water levels.
4.3.2
Before opening the superheater valves, ensure the line drains to the in-use main feed pump and turbine generator are open. When the superheated temperature approaches the in-use boiler, slowly open the superheater system stop valves.
4.3.2
Slowly raise the steam pressure. At approx. 0.1MPa and with steam emitting from the superheater inlet pipe vent, close the vent valve.
4.3.2
Fit clean burner atomizers. Commence circulating fuel oil through the main fuel rail to raise the temperature.
4.3.2 Continue to raise the steam pressure, closing in the various drains as required to maintain good drainage without excessive water loss. 4.3.2
Close all drains and vents. Ensure that the IAS has normal control of combustion and level control, and the firing ramp has reset. The plant is now operating with two boilers, one turbine generator and one main feed pump, with exhausts and dumps to the auxiliary condenser.
4.3.2
Start a forced draft fan. Open atomising steam to the burners. Supply steam to the air heater. Reset all boiler trips. Place the boiler controls on manual and local in the ICAS.
4.3.2 4.3.4
Ensure that all drains from the main condenser sea water pipes are closed. Start a main sea water circulating pump to the main condenser, ensuring all valves on the system are open. 3.5.2 Start the stern tube and shaft seal LO system.
3.5.1
Isolate the auxiliary feed line to normal condition and line up the main feed line from the main feed pump. Maintain water level control on manual.
3.7.4
Next Page
2.2 To Prepare Main Plant for Operation (Raising Steam)
Previous Page Start the main turbine turning gear. 4.2.2 The plant is now operating with both boilers, all exhaust dumps to the main condenser and both main condensate and atmospheric drain systems in use. The main turbine has its vacuum raised with gland steam in use. The main turbine and stern tube LO systems are in use. The main turbine is being turned with the turning gear. 4.3.2
Crack open the main turbine gland steam make-up bypass valve and allow the turbine to warm through slowly.
3.1.3 4.2.2
Open the cooling sea water circulating system to a main turbine LO cooler.
3.5.1 4.2.2 3.1.6
Open the gland steam inlet valve 057VPB. Adjust the controller set steam pressure.
3.1.3 4.2.2
Ensure all the exhaust and drain systems are transferred from the auxiliary to the main condenser. Isolate and shut down the auxiliary condenser.
3.1.6
Start the gland condenser exhaust fan.
3.1.6
Place all pumps in use to remote start and their second pumps to standby conditions, with all required valves open.
Open the suction, discharge and casing vent to one of the main condensate pumps. Fill the main condenser to a working level from a distilled water tank. Start the main condensate pump.
3.2.1
When the auxiliary condenser has cooled down, shut down the SW cooling system and stop the auxiliary circulating water pump.
3.5.1
Start the one of main condenser vacuum pumps. When the vacuum approaches 700mmHg, transfer the turbine generator and other exhausts to the main condenser.
3.1.6
Main Plant Ready For Operation
2.3 To Prepare Main Plant for Manoeuvring from In Port Condition
Two Boilers in Operation Main Condenser Vacuum Established. Main Turbine Gear in Operation Bypass valve on main boiler superheated steam stop valves to the main turbine adjusted to maintain a pressure of 1.4Mpa on the main steam line.
Prepare and run up the second turbine generator. Place the second generator on the main switchboard in parallel with the generator in use.
5.1 5.4.2
Slowly open the main boiler stop valves and close the by-pass valves to the main turbine once the main steam line pressure is at normal.
3.1.1
After the Turbine has been warmed through, turning in the manual mode, place the controls in automatic mode, and allow the engine to continue to warm through by spinning manually (ahead and astern abt. 10rpm).
4.2.2
Ensure that the diesel generators are on standby and ready to run, should it be required.
5.2
Advise the bridge that the main turbine will be operated and confirm that the propeller area is clear. As required by international rules, ensure all the information concerning the above being carried out is recorded along with the times at which each section is completed. 4.3.2
Once loading arms are confirmed as disconnected, commence raising the main steam line pressure to the main turbine by slowly opening the main boiler's stop superheated steam valves to the main turbine.
3.1.1 Close the warming through steam line valves for main turbine. Open the astern guardian valve. 3.1.1 4.2.4
When the deck officer is available on the bridge, proceed with following test: With the main turbine controls on manual stop, move the telegraph lever to all its points, and prove the turbine remote control unit follows and answers the bridge unit.
4.2.3
Reset the main turbine trip, ensuring that the control oil pressure is correct for the manoeuvring system. Disengage the turning gear.
4.2.3
Ensure that if any burners are off, they are in place and ready to be used.
Check and inspect the steering gear systems, ensuring the LO levels and hydraulic oil levels are correct. As each unit is tested, check all movements of the rams and rudder are satisfactory and as required. Maintain contact with the bridge as these tests are undertaken. (Note: When steering gear tests are completed, to prevent the pumps delivering in the same mode for long periods and risk overheating the unit, ensure the deck officer alters the rudder angle regularly to overcome this.)
With the manoeuvring controls in manual mode, from the MCR with some attendance at the turbine side, operate the control to allow main steam into the turbine and rotate ahead and astern at 5 revolutions per minute. DEC. for astern and INC. for ahead. While the above is being undertaken, the main turbine is checked to ensure it turns satisfactorily in both directions.
Inform the bridge that the main engines are ready for use.
At standby, put the main turbine controls to bridge control mode and monitor their response as manoeuvring proceeds.
4.2.2
Using the controls in manual mode, repeat the ahead and astern movements to warm through the turbine to a superheated temperature approaching that of the boiler.
4.2.2
The Main Turbine is Now Ready to Put to Sea
2.4 To Change Main Plant from Manoeuvring to Normal Conditions
Vessel Is Manoeuvring On Bridge Control Put the boiler firing controls to the required firing mode in the ICAS, whereby boil-off gas may be used in conjunction with fuel oil if this is available. 4.3.4 Stop and isolate the off load turbine generator. Check that the electric LO pump starts as the LO pressure drops. Engage the turning gear when the turbine stops. 5.1
Bridge informs the MCR that the vessel is full away on passage, and indicates as such by moving the telegraph to full sea revolutions.
Record the following: Time Main engine revolution counter reading Fuel oil counter reading Fuel oil service tank levels Diesel oil service tank level Fuel and gas oil bunker tank levels Gas flow meter reading
Confirm the automatic stop of the main turbine standby auxiliary LO pump and that all LO pressures remain normal.
3.7.1
Ensure that the live steam make-up valves close and the main turbine bleed steam valves open as the main turbine revolutions increase. The main circulating system changes over from pump to scoop.
4.3.2 3.1.3 3.5.1
Pump the contents of the bilge tank overboard through the oily water separator unit. Note that MARPOL regulations apply.
3.8.1 3.8.2 Check that the changeover of the auxiliary heating steam system, from live to HP bleed, has occurred. 6.2 Confirm with the bridge that the boilers may be sootblown and proceed as appropriate. 3.1.5
Confirm that the astern guard valve is closed, the main turbine drains are automatically closed and the main feed water pump automatic recirculating valve is closed.
4.2.3 6.1
Evaporators may be used to fill the fresh and the distilled water tanks as long as the ship is in permitted waters. Run up and use these units as required.
Change to BOG burning only if required or remain on dual fuel burning. Allow the main engine revolutions to increase as per the timed program, which will open the manoeuvring valve a set amount over a period of time until it is fully open. This will take approximately 40 minutes from full ahead manoeuvring revolutions to full sea revolutions. 4.2.3
4.3.2 When full sea speed has been achieved, make final adjustments to the plant to give optimum performance at the required speed. Refer to the heat balance diagrams. 3.0
Remove one turbine generator from the main switchboard, allow it to run light for a few minutes to cool down. (Note: It is possible to test the turbine generator trips while the unit is in this condition.)
5.1 The vessel is now at Normal conditions, on bridge control.
The Main Turbine is Nav. Full On Bridge Control
2.5 To Change Main Plant from Normal to Manoeuvring Conditions
Vessel Is At Full Revolutions On Bridge Control
Approximately 2 hours before manoeuvring operations are to commence, run up and parallel the standby turbine generator. (Note: Trips may be tested at this time. When the unit is up to speed, parallel with the unit already on the main switchboard.)
5.1 5.4.4
As the main turbine revolutions reduce, the operating mode select switch will automatically change over to manoeuvring mode.
4.2.3
Approximately 1 hour before manoeuvring operations is to commence, request the bridge to bring the telegraph position to standby full ahead rpm gradually on the telegraph vernier over 40 minutes. The revolutions will be at the full ahead.
4.2.2
At manoeuvring rpm, the astern guardian valve opens, the turbine drains open and the feed pump recirculating valve opens.
4.2.3 6.1
When the bridge notifies the engine room of end of passage, record the following: Time Main engine revolution counter Fuel oil counter Fuel oil settling tank levels Diesel oil service tank level Fuel and diesel oil bunker tank levels Distilled and FW tanks levels Gas meter reading
As the turbine rpm continues to fall, the main condensate recirculation valve will open. As the main turbine rpm reduces, ensure that the following occurs: As the bleed steam pressures reduce, ensure the automatic valves close and the make-up valves open as required. 3.1.3 This allows condensate to return to the main condenser hot well, ensuring a level is maintained for the condensate pump and cooling the gland condenser..
3.2.1 The main turbines are now ready for movements via bridge control.
If the main boilers are on BOG burning only, change to dual fuel burning on both.
4.3.2
Shut down the evaporators, unless only distilled water is required to be produced.
6.2
The Plant Is Prepared For Manoeuvring
2.6 To Secure Plant at Finished with Engines
Vessel Is Manoeuvring On Bridge Control Close the main boiler's superheated steam stop valves to the main turbine and open the by-pass valve. When all movements of the main turbine are completed, the bridge will transfer the control of the main turbines to the engine room and place the telegraph at stop position. 3.1.1 4.2.4
Close the main turbine stop valve and open the warming through line valves.
4.2.4
Although the telegraph is indicating stop, the turbine controls are still on automatic, and as such the turbine will turn on the auto-spin steam system. This system allows the main turbine to rotate ahead and astern at approximately 5 rpm, preventing the turbine from sitting in one position for a prolonged period of time which may cause the rotor to sag.
4.2.3
Engage and start the turning gear.
4.2.2
Stop both steering gear motors.
The main turbine is now stopped and turning slowly with warming steam on line. Switch off the auto-spin system and trip the turbine. 4.2.2 Unless the turbine is to be shut down for repairs or another specific reason, this is the condition the plant is normally left in while awaiting port operations.
Push F/E button on Sub telegraph.
4.2.3 Ensure the boilers are firing on dual fuel if possible when in port, thus preventing gas being vented to the atmosphere. 4.3.2
The Engine Room Is Now Ready for Cargo Operations
2.7 To Secure Plant for Dry Dock
Vessel is at Finished with Engines And in a Live Condition
Take one of the turbine generators off load, allow it to run light for a few minutes before stopping it. Check that the LO pump starts as the turbine slows down. Engage the turning gear when the turbine stops Close the steam inlet and exhaust valves. Close the gland steam make up and spill valves.
4.3.2
Start the auxiliary circulating water pump to the auxiliary condenser.
3.5.1
Put one boiler controls to manual and reduce the fuel and air supply, alternatively, alter the ratio control within the ICAS increasing the load on the boiler.
4.3.2
Change all the exhaust dumps to the auxiliary condenser, isolating from the main condenser.
3.1.6
Allow the other boiler automatic controls to take more of the load. When the second boiler has taken the entire load, the first boiler can be tripped.
4.3.2
Start up the diesel generator and place on the switchboard in parallel with the in-use turbine generator.
5.2
5.4.2
Ensure that all the main feed pump gland seal water and all other spray or cooling condensate water is supplied from the drain pump.
3.2.1 Close the superheated and desuperheated steam master and intermediate valves. Close the main feed valves, put the feed control to manual. 3.5.2 Open the superheated vent valve, throttling to avoid dropping the pressure too rapidly. 4.3.2 3.1.1
Ensure the main boiler's superheated steam stop valves, by-pass valve and warming through steam line valves are shut.
3.1.1
Stop the main condenser vacuum pump. The main condenser vacuum will now fall.
Isolate the fuel oil and steam valves at the burner rail. When condenser vacuum drops to atmospheric pressure, shut the gland steam make-up and spill valves to the main turbine. Stop the gland steam exhaust fan. 3.5.2 Stop the FD fan and close the vanes. Shut off the steam to the air heater.
4.3.2 3.1.3
Isolate and take off standby all non-running pumps and machinery.
the
Shut down the evaporators.
6.2
Stop the in-use main condensate pump. Close the main condensate recirculating valve, to prevent any water returning to the main condenser.
3.2.1
Allow the shut down boiler pressure to fall away, opening the vent valves of steam drum, superheater outlet header and the drain valve of desuperheater inlet when the pressure is approximately 0.1MPa.
4.3.2 3.1.1 3.1.2
Shut down the purifier.
3.7.2
When the main condenser has cooled, the main circulating water pump can be stopped and all valves closed.
3.5.1
Stop the main turbine turning gear after approximately 6 hours. Stop the main turbine LO pump. Stop and isolate the stern tube seal LO systems.
4.2.2 3.7.1 3.7.4
Next Page
2.7 To Secure Plant for Dry Dock
Previous Page The plant now has one boiler operating and supplying one turbine generator and one main feed water pump. The exhaust system is diverted to the auxiliary condenser. The main turbine is stopped, with all steam and oil supplies shut down Stop the in-use main feed pump and close all valves. 3.2.2 6.1 Start the emergency diesel generator to supply the lighting, ventilation, SW and FW cooling systems to cool down the main diesel generator and air compressors. Unload the main diesel generator from the switchboard, allow it to run light to cool down before stopping. With the boiler shut down, there should be no more drains returning to the atmospheric drain tank. Shut the deaerator outlet valve to the main feed pump suction. Shut the in use distilled tank outlet valve to the make-up line. 3.2.2 3.2.1 Stop the in-use cooling sea water pumps and the fresh water cooling pumps. 3.4.1 3.5.2 5.4.2 5.2 5.3 Trip the in-use boiler, allowing the main feed pump to run and use up the steam while maintaining the boiler level. Place all boiler controls to manual. 4.3.2 Stop the air compressors. Stop the air dryers. 3.3.1
When the main condenser has cooled, the main circulating water pump can be stopped and all valves closed.
3.5.1
Shut off the steam supply to the in-use boiler fuel oil heater. When the fuel temperature falls to approximately 90C, open the fuel supply to the boiler fuel oil burning pump from the diesel oil service tank and close all valves from the heavy fuel oil settling tanks. Change the atomising steam supply over to atomising air supply, from the general service air system, to the in-use boiler.
3.1.5 3.6.4 3.3.1
As diesel oil is used throughout the system, the HFO will be replaced by the diesel oil. This will be required in preparation for the flash-up cycle when no heat will be available for the HFO. Allow the DO to flow through both fuel heaters, and through the recirculation rail at the burner manifolds on both boilers.
3.3.1 3.6.4
As the boiler pressure falls, maintain the water level in the boiler using the cold start feed water pump.
3.2.2
The main plant is now shut down.
Allow the auxiliary circulating water pump to run until the auxiliary condenser has cooled, then stop and isolate the pump.
3.5.1
Close the LO supply valves 210 / 217VPK and air supply valves 156 / 228VPE for stern tube aft seal at dry dock.
3.7.4
Allow the diesel generator to take the entire switchboard load and take the in-use turbine generator off load. Stop the turbine generator, close all steam / exhaust and gland steam valves. Engage the turning gear.
5.4.2 5.1 Stop the refrigeration and air conditioning units and wait for the shore cooling water supply before restarting. 3.4.1
When the dockyard has connected the electrical supply to the shore breaker, the emergency generator can be tripped from the emergency switchboard and the shore supply breaker put on.
5.4.5
The Plant is Now Secure in Dry Dock and On Shore Power
PART 3 : SHIPS SYSTEMS
3.0
Heat Balance for Steam Turbine Plant

3.0.1 100% MCR On Fuel Oil Burning (FOC Guarantee Condition) 3.0.2 3.0.3 3.0.4 3.0.5 3.0.6 3.0.7 3.0.8 3.0.9 3.0.10 3.0.11 3.0.12 3.0.13 3.0.14 100% MCR On Fuel Oil Burning 100% MCR On Dual Fuel Burning 100% MCR On Gas Fuel Burning Cargo Unloading Full Dump by Main Condenser Cargo Loading Full Dump by Auxiliary Condenser Hotel Load 100% MCR On Fuel Oil Burning 90% MCR On Fuel Oil Burning Half Ahead On Fuel Oil Burning Slow Ahead On Fuel Oil Burning Hotel Load - Winter Condition - Winter Condition - Winter Condition - Winter Condition - Winter Condition
3.2
Condensate and Feed Water Systems

3.2.1 3.2.2 3.2.3 3.2.4 3.2.5 3.2.6 Condensate Water System Boiler Feed Water System Boiler Water Sampling and Treatment System N/A Clean Drains System Contaminated Drains System
3.6
Fuel Oil and Fuel Gas Service Systems

3.6.1 3.6.2 3.6.3 3.6.4 3.6.5 3.6.6 3.6.7 Fuel Oil Bunkering System Heavy Fuel Oil Transfer System Diesel Oil and Gas Oil Transfer System Boiler Fuel Oil Service System Boiler Fuel Gas Service System Boil-off Gas Systems in Cargo Machinery Room Diesel Oil and Gas Oil Service System
Illustrations
Illustrations
3.2.1a 3.2.1b 3.2.2a 3.2.3a 3.2.4a 3.2.5a 3.2.6a Condensate Water System Deaerator Boiler Feed Water System Boiler Water Sampling and Treatment System N/A Clean Drains System Contaminated Drains System
Illustrations
3.6.1a 3.6.1b 3.6.2a 3.6.3a 3.6.4a 3.6.4b 3.6.5a Fuel Oil Viscosity - Temperature Graph Fuel Oil Bunkering System Heavy Fuel Oil Transfer System Diesel Oil and Gas Oil Transfer System No.1 Boiler Fuel Oil Service System No.2 Boiler Fuel Oil Service System Boiler Fuel Gas Service System Boil-off Gas Systems in Cargo Machinery Room Diesel Oil and Gas Oil Service System
3.3
Compressed Air Systems

3.3.1 Compressed Air System Starting Air System 3.3.2
3.6.6a 3.6.7a
3.1
Steam Systems
3.1.1 3.1.2 3.1.3 3.1.4 3.1.5 3.1.6 Superheated Steam System 6.0 MPa Desuperheated Steam System Auxiliary Steam System N/A 1.0 MPa Desuperheated Steam System Exhaust and Dump Steam System
Illustrations
3.3.1a 3.3.2a Compressed Air System Starting Air System
3.7
Lubricating Oil Systems

3.7.1 3.7.2 3.7.3 Main Turbine Lubricating Oil System Lubricating Oil Purification System Lubricating Oil Filling and Transfer System Stern Tube Lubricating Oil System
3.4
Fresh Water Cooling Systems

3.4.1 Central Fresh Water Cooling System
3.7.4
Illustrations
3.7.1a 3.7.2a 3.7.3a Main Turbine Lubricating Oil System Lubricating Oil Purification System Lubricating Oil Filling and Transfer System Stern Tube Lubricating Oil System
Illustrations
3.1.1a 3.1.2a 3.1.3a 3.1.4a 3.1.5a 3.1.6a Superheated Steam System 6.0 MPa Desuperheated Steam System Auxiliary Steam System N/A 1.0 MPa Desuperheated Steam System Exhaust and Dump Steam System
Illustrations
3.4.1a Central Fresh Water Cooling System
3.5
Sea Water Systems

3.5.1 3.5.2 Sea Water Circulating System Cooling Sea Water Service System
3.7.4a
3.8
Engine Room Bilge Systems

3.8.1 3.8.2 Engine Room Bilge System Bilge Separator
Illustrations
3.5.1a 3.5.2a Sea Water Circulating System Cooling Sea Water Service System
Illustrations
3.8.1a Engine Room Bilge System
3.9
Sanitary and Fresh Water service Systems

3.9.1 3.9.2 Domestic Fresh Water System Sewage Treatment System
Illustrations
3.9.1a 3.9.2a Domestic Fresh Water System Sewage Treatment System
91,790 Kg/H 850 Kg/H
88,540 Kg/H
84,010 Kg/H
0 Kg/H 130 Kg/H
LOSSES
3,250 Kg/H 0 Kg/H
92,640 Kg/H 6.0/1.0MPaG PRV 850 Kg/H 6.0MPaG 287 6.03MPaG 515
84,010 Kg/H
DESIGN CONDITION
MAIN TURBINE
SHAFT HORSEPOWER 23,600 kW 80.0 RPM 5.88 MPaG 510 5.07 KPaA
S.W. TEMP. AT 27
A
90 Kg/H
GLAND LEAK
4,530 Kg/H
A
50 Kg/H
GLAND LEAK
0 Kg/H
A
GLAND LEAK
GLAND LEAK
0 Kg/H
ECO. S.A.H.
5.88MPaG 510
H.P. TURB.
L.P.TURB.
ASTERN TURB.
SHAFT REVOLUTION STEAM PRESSURE STEAM TEMPERATURE CONDR PRESS.
5.88MPaG 510
MAIN FD.P.T.
5.88MPaG 510
GLAND SEAL
MAIN T/G
GLAND SEAL
MAIN T/G
M M
GLAND SEAL
3,160 Kg/H
1,410 Kg/H
8,940 Kg/H
8,010 Kg/H
0.130MPaA
MAIN BOILER
0 Kg/H 4,350 Kg/H 0 Kg/H
1.62MPaG341
0.65MPaG225
0 Kg/H
0 Kg/H
4,480 Kg/H
0 Kg/H
0 Kg/H
MAIN BOILER
STEAM PRESSURE STEAM TEMPERATURE FEED W. TEMPERATURE BOILER EFFICIENCY F.O. HIGH CALORIFIC VALUE 6.03 MPaG 515 145.0 88.5 % 43.03 MJ/Kg
0 Kg/H
92,640 Kg/H
145
BURNER ATOMIZ.
1,140 Kg/H 200
460 Kg/H DESUPERHTR
1,410 Kg/H 1.0MPaG PRV

0 Kg/H 1.0/0.24 MPaG PRV 0 kg/H EXH.STEAM DUMP V.
4,480 Kg/H
CONSUMPTION
DESUPERHTR
F.O.
6,726 Kg/H
0 Kg/H 0 Kg/H 0 Kg/H 4,480 Kg/H 65,520Kg/H 0 Kg/H
7,210 Kg/H 4,890Kg/H 2,860 Kg/H 190 Kg/H 4,350 Kg/H 644.0KJ/Kg
MAIN DUMP V. 0.5/0.17MPaG P.R.V.
FUEL OIL CONSUMPTION RATE
285.0 g/kW/H
1,730 Kg/H 8,010 Kg/H 50 Kg/H

270 Kg/H
OTHERS
DIST.W.PRODUCT TOTAL GENERATOR LOAD 36.2 T/DAY 940 kW
MAIN CONDR.
0 Kg/H GLAND CONDR.
DIST. PLANT
103,210 Kg/H 70,000 Kg/H 44.5 125,800 Kg/H 87.6 T.C.V. 79 70,000 Kg/H 32.5
5.07KPaA
DEAERATOR
92,830 Kg/H 3RD STG. FD.W.HTR 128.4 2,870 Kg/H 0.15 MPa 127
103,210 Kg/H 100 12,360 Kg/H 60.3 1ST STG. FD.W.HTR 0 Kg/H 52.3 320 Kg/H 90
SYMBOLS : SUPERHEATED STEAM AUXILIARY STEAM BLEED STEAM EXHAUST STEAM FEED or CONDENSATE DRAIN
50.9
12,360 Kg/H
22,490 Kg/H 127
2,860 Kg/H 573.5KJ/Kg 430 Kg/H 460 Kg/H 120 Kg/H PURIF.L.O.HTR 10 Kg/H TRACING STM BLR F.O.HTR F.O.SETT.& SIDE TK 430 Kg/H 460 Kg/H DRAIN CLR
DIST.PLANT CIRC.W. TK
0 Kg/H
PUMP GENERATOR
18,080 Kg/H 33,210 Kg/H 1,510 Kg/H 79.0 64.6
120 Kg/H 10 Kg/H
MAKE-UP V.
AUX. CONDR.
1,140 Kg/H
1,310 Kg/H
ACCOMODATION 0.3MPaG P.R.V. 0 Kg/H FUEL GAS HTR 0 Kg/H 0 Kg/H DECK USE 0.6MPaG P.R.V. FORCING VAPORIZER
100 Kg/H DRAIN CLR GAS VENT. DRAIN TK
12,680 Kg/H
18,080 Kg/H
20 Kg/H 100 Kg/H
HOT W. HTR
20 Kg/H
DIST.W.TK
0 Kg/H
0 Kg/H 0 Kg/H
0 Kg/H
Heat Balance Diagram

Normal Sea Going Operation 100% MCR On Fuel Oil Burning (F.O.C. Guarantee Condition)
ATMOS DRAIN TK
0 Kg/H 0 Kg/H
12229/30
MA1-ZB01-0
92,140 Kg/H 860 Kg/H
88,890 Kg/H
84,020 Kg/H
0 Kg/H 130 Kg/H 84,020 Kg/H
LOSSES
3,250 Kg/H 0 Kg/H
DESIGN CONDITION
MAIN TURBINE
S.W. TEMP. AT 27
A
90 Kg/H
GLAND LEAK
4,870 Kg/H
A
50 Kg/H
GLAND LEAK
0 Kg/H
A
GLAND LEAK
GLAND LEAK
0 Kg/H
ECO.
5.88MPaG 510
S.A.H.
5.88MPaG 510
MAIN FD.P.T.
5.88MPaG 510
GLAND SEAL
MAIN T/G
GLAND SEAL
MAIN T/G
GLAND SEAL
H.P. TURB.
L.P.TURB.
ASTERN TURB.
0 Kg/H
0 Kg/H
3,160 Kg/H
4,820 Kg/H
0 Kg/H
0 Kg/H
1,410 Kg/H
8,870 Kg/H
8,140 Kg/H
0.130MPaA
MAIN BOILER
0 Kg/H 4,360 Kg/H 0 Kg/H
1.62MPaG341
0.65MPaG225
MAIN BOILER
0 Kg/H
93,000 Kg/H
145
BURNER ATOMIZ.
1,140 Kg/H 200
460 Kg/H DESUPERHTR

4,420 Kg/H
CONSUMPTION
DESUPERHTR
F.O.
6,750 Kg/H
287.0 g/kW/H
1,640 Kg/H 8,140 Kg/H 50 Kg/H

270 Kg/H
OTHERS
DIST.W.PRODUCT TOTAL GENERATOR LOAD 31.7 T/DAY 1025kW
MAIN CONDR.
0 Kg/H GLAND CONDR. 101,290 Kg/H 100 12,500 Kg/H 58.9 1ST STG. FD.W.HTR 0 Kg/H 50.4 320 Kg/H 90 101,290 Kg/H 49.1 70,290 Kg/H 42.7 125,800 Kg/H 86.4 T.C.V. 79
DIST. PLANT
70,290 Kg/H 32.3
5.07KPaA
DEAERATOR
12,500 Kg/H
15,720 Kg/H 127
2,870 Kg/H 573.5KJ/Kg 430 Kg/H 460 Kg/H 120 Kg/H 10 Kg/H BLR F.O.HTR F.O.SETT.& SIDE TK PURIF.L.O.HTR TRACING STM 430 Kg/H 460 Kg/H DRAIN CLR
0 Kg/H
PUMP GENERATOR
15,720 Kg/H 31,000 Kg/H 1,320 Kg/H 79.0 63.5
120 Kg/H 10 Kg/H
MAKE-UP V.
AUX. CONDR.
1,140 Kg/H
ACCOMODATION 0.3MPaG P.R.V. 0 Kg/H 0 Kg/H 0 Kg/H DECK USE 0.6MPaG P.R.V. FUEL GAS HTR FORCING VAPORIZER
1,320 Kg/H
100 Kg/H DRAIN CLR
12,820 Kg/H
15,720 Kg/H
20 Kg/H 100 Kg/H
HOT W. HTR
20 Kg/H
DIST.W.TK
0 Kg/H
0 Kg/H 0 Kg/H
GAS VENT. DRAIN TK
0 Kg/H

Normal Sea Going Operation 100% MCR On Fuel Oil
ATMOS DRAIN TK
0 Kg/H 0 Kg/H
12229/30
MA1-ZB01-1
92,930 Kg/H 860 Kg/H
89,670 Kg/H
84,200 Kg/H
0 Kg/H 130 Kg/H 84,200 Kg/H
LOSSES
3,260 Kg/H 0 Kg/H
DESIGN CONDITION
MAIN TURBINE
S.W. TEMP. AT 27
A
90 Kg/H
GLAND LEAK
5,470 Kg/H
A
50 Kg/H
GLAND LEAK
0 Kg/H
A
GLAND LEAK
GLAND LEAK
0 Kg/H
ECO.
5.88MPaG 510
S.A.H.
5.88MPaG 510
MAIN FD.P.T.
5.88MPaG 510
GLAND SEAL
MAIN T/G
GLAND SEAL
MAIN T/G
GLAND SEAL
H.P. TURB.
L.P.TURB.
ASTERN TURB.
0 Kg/H
0 Kg/H
3,170 Kg/H
5,420 Kg/H
0 Kg/H
0 Kg/H
1,610 Kg/H
8,900 Kg/H
8,200 Kg/H
0.130MPaA
MAIN BOILER
0 Kg/H 4,320 Kg/H 0 Kg/H
1.62MPaG342
0.65MPaG224
MAIN BOILER
STEAM PRESSURE STEAM TEMPERATURE FEED W. TEMPERATURE BOILER EFFICIENCY F.O. HIGH CALORIFIC VALUE GAS 6.03 MPaG 515 144.9 85.3 % 43.03 MJ/Kg 55.59 MJ/Kg
0 Kg/H
94,010 Kg/H
144.9
BURNER ATOMIZ.
1,340 Kg/H 200
490 Kg/H DESUPERHTR

5,420 Kg/H
CONSUMPTION
DESUPERHTR
F.O. GAS
2,037 Kg/H 3,850 Kg/H 86.3 g/kW/H
1,690 Kg/H 8,200 Kg/H 50 Kg/H

270 Kg/H
OTHERS
DIST.W.PRODUCT TOTAL GENERATOR LOAD 32.4 T/DAY 1,180 kW
MAIN CONDR.
DIST. PLANT
70,770 Kg/H 32.4
5.07KPaA
DEAERATOR
12,520 Kg/H
16,160 Kg/H 127
2,890 Kg/H 573.5KJ/Kg 130 Kg/H 400 Kg/H 120 Kg/H 10 Kg/H BLR F.O.HTR F.O.SETT.& SIDE TK PURIF.L.O.HTR TRACING STM 130 Kg/H 400 Kg/H DRAIN CLR
0 Kg/H
PUMP GENERATOR
16,160 Kg/H 31,690 Kg/H 1,350 Kg/H 79.0 63.8
120 Kg/H 10 Kg/H
MAKE-UP V.
AUX. CONDR.
0.3MPaG P.R.V. 560 Kg/H 0 Kg/H 0 Kg/H DECK USE 0.6MPaG P.R.V. FUEL GAS HTR FORCING VAPORIZER 560 Kg/H 0 Kg/H
DRAIN CLR
GAS VENT. DRAIN TK
560 Kg/H
780 Kg/H
ACCOMODATION
1,350 Kg/H
100 Kg/H
12,840 Kg/H
16,160 Kg/H
20 Kg/H 100 Kg/H
HOT W. HTR
20 Kg/H
DIST.W.TK
0 Kg/H

Normal Sea Going Operation 100% MCR On Fuel Oil & Gas Fuel
ATMOS DRAIN TK
0 Kg/H 560 Kg/H
12229/30
MA1-ZB01-2
93,520 Kg/H 870 Kg/H
90,250 Kg/H
84,630 Kg/H
0 Kg/H 130 Kg/H 84,630 Kg/H
LOSSES
3,270 Kg/H 0 Kg/H
DESIGN CONDITION
MAIN TURBINE
S.W. TEMP. AT 27
A
90 Kg/H
GLAND LEAK
5,620 Kg/H
A
50 Kg/H
GLAND LEAK
0 Kg/H
A
GLAND LEAK
GLAND LEAK
0 Kg/H
ECO.
5.88MPaG 510
S.A.H.
5.88MPaG 510
MAIN FD.P.T.
5.88MPaG 510
GLAND SEAL
MAIN T/G
GLAND SEAL
MAIN T/G
GLAND SEAL
H.P. TURB.
L.P.TURB.
ASTERN TURB.
0 Kg/H
0 Kg/H
3,180 Kg/H
5,570 Kg/H
0 Kg/H
0 Kg/H
1,930 Kg/H
9,240 Kg/H
8,260 Kg/H
0.130MPaA
MAIN BOILER
0 Kg/H 4,330 Kg/H 0 Kg/H
1.62MPaG342
0.65MPaG225
MAIN BOILER
STEAM PRESSURE STEAM TEMPERATURE FEED W. TEMPERATURE BOILER EFFICIENCY 6.03 MPaG 515 147.8 84.0 % GAS 55.59 MJ/Kg
0 Kg/H
94,390 Kg/H
147.8
BURNER ATOMIZ.
2,010 Kg/H 200
180Kg/H DESUPERHTR

HIGH CALORIFIC VALUE

5,570 Kg/H
CONSUMPTION
DESUPERHTR
GAS
5,533 Kg/H 86.3 g/kW/H
1,490 Kg/H 8,260 Kg/H 50 Kg/H

270 Kg/H
OTHERS
MAIN CONDR.
DIST. PLANT
70,630 Kg/H 32.4
5.07KPaA
DEAERATOR
12,590 Kg/H
12,530 Kg/H 127
3,430 Kg/H 583.2KJ/Kg 0Kg/H 380 Kg/H 120 Kg/H 10 Kg/H BLR F.O.HTR F.O.SETT.& SIDE TK PURIF.L.O.HTR TRACING STM 0Kg/H 380 Kg/H DRAIN CLR
0 Kg/H
PUMP GENERATOR
12,530 Kg/H 28,500 Kg/H 1,050 Kg/H 79.0 62.5
120 Kg/H 10 Kg/H
MAKE-UP V.
AUX. CONDR.
0.3MPaG P.R.V. 680 Kg/H 700 Kg/H 0 Kg/H DECK USE 0.6MPaG P.R.V. FUEL GAS HTR FORCING VAPORIZER 680 Kg/H 700 Kg/H
DRAIN CLR
GAS VENT. DRAIN TK
1,380Kg/H
630 Kg/H
ACCOMODATION
1,050 Kg/H
100 Kg/H
12,910 Kg/H
12,530 Kg/H
20 Kg/H 100 Kg/H
HOT W. HTR
20 Kg/H
DIST.W.TK
0 Kg/H

Normal Sea Going Operation 100% MCR On Gas Fuel
ATMOS DRAIN TK
0 Kg/H 1,380 Kg/H
12229/30
MA1-ZB01-3
24,320 Kg/H 460 Kg/H
21,540 Kg/H
11,030 Kg/H
500 Kg/H
0 Kg/H Kg/H
LOSSES
0 Kg/H 2,780 Kg/H 10.520 Kg/H 10.520 Kg/H 500 Kg/H 4,550 Kg/H
5,010 Kg/H 94,390 Kg/H 6.03MPaG 515 6.0/1.0MPaG PRV 6.0MPaG 297
DESIGN CONDITION
MAIN TURBINE
SHAFT HORSEPOWER 0 kW 0 RPM 5.88 MPaG 463 4.37 KPaA
S.W. TEMP. AT 27
A
90 Kg/H
GLAND LEAK
A
50 Kg/H
GLAND LEAK
A
50 Kg/H
GLAND LEAK
GLAND LEAK
ECO. S.A.H.
MPaG
H.P. TURB.
L.P.TURB.
ASTERN TURB.
5.88MPaG 458
MAIN FD.P.T.
5.88MPaG 458
GLAND SEAL
MAIN T/G
10,470 Kg/H
5.88MPaG 458
GLAND SEAL
MAIN T/G
M M
GLAND SEAL
500 Kg/H
10,470 Kg/H
4,550 Kg/H
2,690 Kg/H
0 Kg/H
0 Kg/H
0 Kg/H
MAIN BOILER
1,640 Kg/H
MPaG
MPaG
0 Kg/H
0 Kg/H
MAIN BOILER
MPaA
0 Kg/H
STEAM PRESSURE STEAM TEMPERATURE FEED W. TEMPERATURE BOILER EFFICIENCY F.O. HIGH CALORIFIC VALUE
6.03 MPaG 468 139.6 86.7 % 43.03 MJ/Kg
500 Kg/H
29,330 Kg/H
139.6
BURNER ATOMIZ.
540 Kg/H 200
360 Kg/H DESUPERHTR
Kg/H 1.0MPaG PRV

3,660 Kg/H 1.0/0.24 MPaG PRV 0 kg/H EXH.STEAM DUMP V.
10,470 Kg/H
DESUPERHTR
20,940 Kg/H
CONSUMPTION
F.O.
2,012 Kg/H
2,180 Kg/H 3,670Kg/H 1,640 Kg/H 759.9 KJ/Kg
1,480 Kg/H Kg/H 50 Kg/H

190 Kg/H
OTHERS
DIST.W.PRODUCT TOTAL GENERATOR LOAD 4,980 kW
540 Kg/H
10 Kg/H
MAIN CONDR.
20,000 Kg/H GLAND CONDR.
DIST. PLANT
25,720 Kg/H 24,120 Kg/H 29.9 Kg/H T.C.V. 24,120 Kg/H 29.9
5.07KPaA
DEAERATOR
94,750 Kg/H 3RD STG. FD.W.HTR 128.4 0 Kg/H 0.15 MPa 127
25,720 Kg/H 45.8 2,180 Kg/H 51.8 1ST STG. FD.W.HTR 540 Kg/H 34.6 240 Kg/H 90
31.2
0 Kg/H
Kg/H 540 Kg/H 549.3KJ/Kg 130 Kg/H 160 Kg/H 120 Kg/H PURIF.L.O.HTR 10 Kg/H TRACING STM BLR F.O.HTR F.O.SETT.& SIDE TK 130 Kg/H 160 Kg/H
DIST.PLANT CIRC.W. TK DRAIN CLR Kg/H Kg/H 1,600 Kg/H 52.1
2,180 Kg/H
PUMP GENERATOR
120 Kg/H 10 Kg/H
MAKE-UP V.
AUX. CONDR. DIST.W.TK
540 Kg/H
Kg/H
240 Kg/H
820 Kg/H
20 Kg/H 100 Kg/H
HOT W. HTR
20 Kg/H
0 Kg/H
0 Kg/H 0 Kg/H
0 Kg/H

ATMOS DRAIN TK
Unload
0 Kg/H 0 Kg/H
12229/30
MA1-ZB01-4
10,520 Kg/H 780 Kg/H
7,110Kg/H
500 Kg/H
500 Kg/H
0 Kg/H 0 Kg/H
LOSSES
0 Kg/H 3,410 Kg/H 500 Kg/H 6,610 Kg/H 69,750 Kg/H
70,530 Kg/H 81,050 Kg/H 6.03MPaG 515 6.0/1.0MPaG PRV 5.15MPaG339
DESIGN CONDITION
MAIN TURBINE
S.W. TEMP. AT 27
A
90 Kg/H
GLAND LEAK
A
50 Kg/H
GLAND LEAK
0 Kg/H
A
50 Kg/H
GLAND LEAK
GLAND LEAK
ECO. S.A.H.
H.P. TURB.
L.P.TURB.
ASTERN TURB.
5.88MPaG 510
MAIN FD.P.T.
5.88MPaG 510
GLAND SEAL
MAIN T/G
5.88MPaG 510
GLAND SEAL
MAIN T/G
M M
GLAND SEAL
500 Kg/H
3,300 Kg/H
12,710 Kg/H
57,040 Kg/H
0 Kg/H
3,320 Kg/H
0 Kg/H
0 Kg/H
0 Kg/H
MAIN BOILER
6,560 Kg/H
0 Kg/H
0 Kg/H
MAIN BOILER
STEAM PRESSURE STEAM TEMPERATURE FEED W. TEMPERATURE BOILER EFFICIENCY 6.03 MPaG 515 136.6 84.5 % F.O. HIGH CALORIFIC VALUE GAS F.O. GAS 43.03 MJ/Kg 55.59 MJ/Kg 608 Kg/H 3,852 Kg/H
500 Kg/H
81,050 Kg/H
136.6
BURNER ATOMIZ.
990 Kg/H 200
490 Kg/H DESUPERHTR
0 Kg/H
1.0MPaG PRV
6,560 Kg/H
DESUPERHTR
6,560 Kg/H
CONSUMPTION
62,670 Kg/H 0 Kg/H 6,560 Kg/H 62,670 Kg/H 1,000Kg/H 0 Kg/H
4,480 Kg/H 9,660 Kg/H 1,180 Kg/H 3,300 Kg/H 759.9 KJ/Kg
6,840 Kg/H 0 Kg/H 50 Kg/H

140 Kg/H
OTHERS
80 Kg/H
5,640 Kg/H
39.8
MAIN CONDR. DIST. PLANT

69,070 Kg/H 39.8 Kg/H 74,710 Kg/H 39.8
7.40 KPaA
DEAERATOR
71,520 Kg/H 48.7 1ST STG. FD.W.HTR 1,180 Kg/H 41.0 4,880 Kg/H 240 Kg/H 42.0 90
71,520 Kg/H 39.8
SYMBOLS : SUPERHEATED STEAM AUXILIARY STEAM BLEED STEAM
Kg/H 1,180 Kg/H 543.0 KJ/Kg 40 Kg/H 140 Kg/H 120 Kg/H PURIF.L.O.HTR 10 Kg/H TRACING STM BLR F.O.HTR F.O.SETT.& SIDE TK 40 Kg/H 140 Kg/H
T.C.V.
0 Kg/H
EXHAUST STEAM FEED or CONDENSATE DRAIN
4,480 Kg/H
PUMP GENERATOR
120 Kg/H 10 Kg/H
MAKE-UP V.
430 Kg/H
190 Kg/H
Kg/H
1,270 Kg/H
20 Kg/H 100 Kg/H
HOT W. HTR
20 Kg/H
0 Kg/H
560 Kg/H 0 Kg/H
560 Kg/H

Port Hotel Load and Full Dump
ATMOS DRAIN TK
with Design BOR
0 Kg/H 560 Kg/H
12229/30
MA1-ZB01-5
18,210 Kg/H 400 Kg/H
15,380Kg/H
7,940 Kg/H
500 Kg/H
0 Kg/H Kg/H
LOSSES
0 Kg/H 2,830 Kg/H 7,440 Kg/H 7,440 Kg/H 500 Kg/H 2,920 Kg/H
3,320 Kg/H 21,530 Kg/H 6.03MPaG 460 6.0/1.0MPaG PRV 6.0MPaG 290
DESIGN CONDITION
MAIN TURBINE
S.W. TEMP. AT 27
A
90 Kg/H
GLAND LEAK
A
50 Kg/H
GLAND LEAK
A
50 Kg/H
GLAND LEAK
GLAND LEAK
ECO. S.A.H.
MPaG
H.P. TURB.
L.P.TURB.
ASTERN TURB.
5.88MPaG 455
MAIN FD.P.T.
5.88MPaG 455
GLAND SEAL
MAIN T/G
5.88MPaG 455
GLAND SEAL
MAIN T/G
M M
7,390 Kg/H
GLAND SEAL
500 Kg/H
2,740 Kg/H
0 Kg/H
0 Kg/H
0 Kg/H
MAIN BOILER
MPaG
MPaG
1,290 Kg/H
2,920 Kg/H
0 Kg/H
0 Kg/H
7,390 Kg/H
0 Kg/H
MAIN BOILER
MPaA
6.03 MPaG 460 140.1 85.7 % 43.03 MJ/Kg
500 Kg/H
21,530 Kg/H
140.1
BURNER ATOMIZ.
500 Kg/H 200
360 Kg/H DESUPERHTR
Kg/H
1.0MPaG PRV
7,390 Kg/H
DESUPERHTR
14,780 Kg/H
CONSUMPTION
F.O.
1,480 Kg/H
1,700 Kg/H 2,610 Kg/H 1,290 Kg/H 759.9 KJ/Kg
370 Kg/H
Kg/H
OTHERS
410 Kg/H
10 Kg/H
50 Kg/H
190 Kg/H

18,980 Kg/H 35.8 1,700 Kg/H 240 Kg/H 36.3 90 30.7 17,480 Kg/H 29.0 Kg/H T.C.V. 17,480 Kg/H 29.0
7.40 KPaA
DEAERATOR
18,980 Kg/H 47.1 1ST STG. FD.W.HTR 410 Kg/H
0 Kg/H
Kg/H 410 Kg/H 550.0 KJ/Kg 100 Kg/H 160 Kg/H 120 Kg/H PURIF.L.O.HTR 10 Kg/H TRACING STM BLR F.O.HTR F.O.SETT.& SIDE TK 100 Kg/H 160 Kg/H
1,700 Kg/H
PUMP GENERATOR
120 Kg/H 10 Kg/H
MAKE-UP V.
500 Kg/H
240 Kg/H
Kg/H
760 Kg/H
20 Kg/H 100 Kg/H
HOT W. HTR
20 Kg/H
0 Kg/H
0 Kg/H 0 Kg/H
0 Kg/H

ATMOS DRAIN TK
Loading
0 Kg/H 0 Kg/H
12229/30
MA1-ZB01-6
13,220 Kg/H 780 Kg/H
7,110Kg/H
0 Kg/H
0 Kg/H
0 Kg/H 0 Kg/H
LOSSES
3,090 Kg/H 10,130 Kg/H 0 Kg/H 66,820 Kg/H
67,600 Kg/H 80,820Kg/H 6.03MPaG 515 6.0/1.0MPaG PRV 5.15MPaG339
DESIGN CONDITION
MAIN TURBINE
SHAFT HORSEPOWER 0 kW 0 RPM 5.88 MPaG 510
A
90 Kg/H
GLAND LEAK
A
50 Kg/H
GLAND LEAK
0 Kg/H
A
GLAND LEAK
GLAND LEAK
0 Kg/H
ECO. S.A.H.
H.P. TURB.
L.P.TURB.
ASTERN TURB.
SHAFT REVOLUTION STEAM PRESSURE STEAM TEMPERATURE
5.88MPaG 450
MAIN FD.P.T.
5.88MPaG 450
GLAND SEAL
MAIN T/G
GLAND SEAL
MAIN T/G
M M
GLAND SEAL
3,310 Kg/H
10,740 Kg/H
56,080 Kg/H
10,080 Kg/H
0 Kg/H
0 Kg/H
3,000 Kg/H
0 Kg/H
0 Kg/H
0 Kg/H
MAIN BOILER
0 Kg/H
0 Kg/H
MAIN BOILER
STEAM PRESSURE STEAM TEMPERATURE FEED W. TEMPERATURE BOILER EFFICIENCY 6.03 MPaG 515 138.7 84.5 % F.O. HIGH CALORIFIC VALUE GAS F.O. GAS 43.03 MJ/Kg 55.59 MJ/Kg 608 Kg/H 3,852 Kg/H
0 Kg/H
80,820 Kg/H
138.7
BURNER ATOMIZ.
980 Kg/H 200
490 Kg/H DESUPERHTR
0 Kg/H
1.0MPaG PRV
6,560 Kg/H
DESUPERHTR
10,080 Kg/H
CONSUMPTION
61,970 Kg/H
4,720 Kg/H 7,630 Kg/H 1,410 Kg/H 3,310 Kg/H 759.9 KJ/Kg
MAIN DUMP V. 0 Kg/H 0 Kg/H 0 Kg/H 61,920 Kg/H 10,080 Kg/H 0.5/0.17MPaG P.R.V.
4,630 Kg/H 0 Kg/H 50 Kg/H

140 Kg/H
OTHERS
80 Kg/H
5,840 Kg/H
29.5

0 Kg/H Kg/H 0 Kg/H
DEAERATOR
73,320 Kg/H 78.4 1ST STG. FD.W.HTR 1,410 Kg/H 72.3 4,720 Kg/H 240 Kg/H 61.0 90
73,320 Kg/H 69.9
Kg/H 1,41 Kg/H 553.0 KJ/Kg 30 Kg/H 140 Kg/H 120 Kg/H PURIF.L.O.HTR 10 Kg/H TRACING STM BLR F.O.HTR F.O.SETT.& SIDE TK 30 Kg/H 140 Kg/H 120 Kg/H 10 Kg/H
T.C.V.
4,720 Kg/H
DIST.PLANT CIRC.W. TK DRAIN CLR Kg/H 79,160 Kg/H Kg/H 69.9
0 Kg/H
PUMP GENERATOR
MAKE-UP V.
420 Kg/H
Kg/H
4,910 Kg/H
1,270 Kg/H
20 Kg/H 100 Kg/H
HOT W. HTR
20 Kg/H
72,000 Kg/H 75.0
560 Kg/H 0 Kg/H
560 Kg/H

Port Hotel Load and Full Dump to AUX. COND.
ATMOS DRAIN TK
0 Kg/H 560 Kg/H
with Design BOR
12229/30
MA1-ZB01-7
8,090 Kg/H 330 Kg/H
5,550 Kg/H
500 Kg/H
500 Kg/H
0 Kg/H 0 Kg/H
LOSSES
0 Kg/H 0 Kg/H 2,540 Kg/H 5,050 Kg/H 500 Kg/H 1,780 Kg/H
DESIGN CONDITION
MAIN TURBINE
S.W. TEMP. AT 27
2,110 Kg/H
10,200 Kg/H 6.03MPaG 420
A
90 Kg/H
GLAND LEAK
A
50 Kg/H
GLAND LEAK
A
GLAND LEAK
GLAND LEAK
6.0/1.0MPaG PRV
6.0MPaG 287
0 Kg/H
ECO.
S.A.H.
5.88MPaG 415
MAIN FD.P.T.
5.88MPaG 415
GLAND SEAL
MAIN T/G
5.88MPaG 415
GLAND SEAL
MAIN T/G
GLAND SEAL
H.P. TURB.
L.P.TURB.
ASTERN TURB.
670 Kg/H
1,780 Kg/H
0 Kg/H
0 Kg/H
0 Kg/H
0 Kg/H
2,450 Kg/H
5,000 Kg/H
500 Kg/H
0 Kg/H
0 Kg/H
0 Kg/H
MAIN BOILER
MAIN BOILER
STEAM PRESSURE STEAM TEMPERATURE FEED W. TEMPERATURE BOILER EFFICIENCY 6.03 MPaG 420 140.1 83.2 % F.O. HIGH CALORIFIC VALUE 43.03 MJ/Kg
500 Kg/H
10,200 Kg/H
140.1
BURNER ATOMIZ.
440 Kg/H 200
490 Kg/H DESUPERHTR
0 Kg/H
1.0MPaG PRV
5,770 Kg/H
DESUPERHTR
5,770 Kg/H
CONSUMPTION
F.O.
787 Kg/H
850 Kg/H 1,180 Kg/H 670 Kg/H 0 Kg/H 759.9 KJ/Kg
0 Kg/H
0 Kg/H
OTHERS
DIST.W.PRODUCT TOTAL GENERATOR LOAD 900 kW
180 Kg/H
50 Kg/H
20,000 Kg/H
140 Kg/H
MAIN CONDR.
GLAND CONDR. 9,070 Kg/H 49.4 1ST STG. FD.W.HTR 180 Kg/H 37.0 850 Kg/H 190 Kg/H 38.0 90 9,070 Kg/H 30.8 7,620 Kg/H 27.5 Kg/H T.C.V.
DIST. PLANT
7,620 Kg/H 27.5
7.40 KPaA
DEAERATOR
0 Kg/H
Kg/H 180 Kg/H 553.5 KJ/Kg 50 Kg/H 140 Kg/H 120 Kg/H 10 Kg/H BLR F.O.HTR F.O.SETT.& SIDE TK PURIF.L.O.HTR TRACING STM 50 Kg/H 140 Kg/H
DIST.PLANT CIRC.W. TK Kg/H Kg/H 1,450 Kg/H 49.3
850 Kg/H
PUMP GENERATOR
DRAIN CLR
120 Kg/H 10 Kg/H
MAKE-UP V.
AUX. CONDR.
440 Kg/H
150 Kg/H
Kg/H
ACCOMODATION 0.3MPaG P.R.V. 0 Kg/H 0 Kg/H 0 Kg/H DECK USE 0.6MPaG P.R.V. FUEL GAS HTR FORCING VAPORIZER
100 Kg/H DRAIN CLR
820 Kg/H
20 Kg/H 100 Kg/H
HOT W. HTR
20 Kg/H
DIST.W.TK
0 Kg/H
0 Kg/H 0 Kg/H
GAS VENT. DRAIN TK
0 Kg/H

ATMOS DRAIN TK
Port Rest
0 Kg/H 0 Kg/H
12229/30
MA1-ZB01-8
100,570 Kg/H 910 Kg/H
97,220 Kg/H
91,240 Kg/H
0 Kg/H 130 Kg/H
LOSSES
3,350 Kg/H 0 Kg/H
91,240 Kg/H
DESIGN CONDITION
MAIN TURBINE
S.W. TEMP. AT 16
A
90 Kg/H
GLAND LEAK
5,980 Kg/H
A
50 Kg/H
GLAND LEAK
0 Kg/H
A
GLAND LEAK
GLAND LEAK
0 Kg/H
ECO. S.A.H.
5.88MPaG 510
H.P. TURB.
L.P.TURB.
ASTERN TURB.
5.88MPaG 510
MAIN FD.P.T.
5.88MPaG 510
GLAND SEAL
MAIN T/G
GLAND SEAL
MAIN T/G
M M
GLAND SEAL
3,260 Kg/H
10,110 Kg/H
10,080 Kg/H
9,120 Kg/H
0.106MPaA 101
MAIN BOILER
0 Kg/H 4,840 Kg/H 0 Kg/H
1.65MPaG343
0.48MPaG215
0 Kg/H
0 Kg/H
5,930 Kg/H
0 Kg/H
0 Kg/H
MAIN BOILER
0 Kg/H
101,480 Kg/H
144.5
BURNER ATOMIZ.
10,910 Kg/H 200
460 Kg/H DESUPERHTR

5,930 Kg/H
CONSUMPTION
DESUPERHTR
F.O.
7,400 Kg/H
0 Kg/H 61,800 Kg/H 0 Kg/H 0 Kg/H 5,930 Kg/H 0 Kg/H
7,920 Kg/H 5,420 Kg/H 3,080 Kg/H 1,260 Kg/H 4,840 Kg/H 644.0 KJ/Kg
2,160 Kg/H 9,120 Kg/H 50 Kg/H

270 Kg/H
OTHERS
MAIN CONDR.
0 Kg/H GLAND CONDR.
DIST. PLANT
3.41 KPaA
DEAERATOR
47.9
13,960 Kg/H
17,370 Kg/H 127
3,080 Kg/H 3,200 Kg/H 480 Kg/H 550 Kg/H 120 Kg/H 30 Kg/H 0 Kg/H 20 Kg/H 820 Kg/H 0.3MPaG P.R.V. 180 Kg/H 0 Kg/H 0 Kg/H 3,800 Kg/H 1,710 Kg/H 0.6MPaG P.R.V. CMR / MOTOR RM HTR FUEL GAS HTR FORCING VAPORIZER CMR F.W. HTR DECK USE 180 Kg/H 0 Kg/H 0 Kg/H 3,800 Kg/H 1,710 Kg/H 5,690 Kg/H DRAIN CLR GAS VENT. DRAIN TK 3,980Kg/H 574.4 KJ/Kg ENG RM HTR BLR F.O.HTR F.O.SETT.& SIDE TK PURIF.L.O.HTR TRACING STM HYDRANT HTR HOT W. HTR ACCOMODATION 3,200 Kg/H 480 Kg/H 43,930 Kg/H 120 Kg/H 30 Kg/H 0 Kg/H 20 Kg/H 5,220 Kg/H 14,280 Kg/H 17,370 Kg/H 1,370 Kg/H 820 Kg/H DRAIN CLR
0 Kg/H
PUMP GENERATOR
17,370 Kg/H 1,370 Kg/H 79.0 65.2
550 Kg/H
MAKE-UP V.
AUX. CONDR.
DIST.W.TK
0 Kg/H

Normal Sea Going Operation 100% MCR On Fuel Oil in Winter Condition
ATMOS DRAIN TK
12229/30
MA1-ZB01-9
91,900 Kg/H 860 Kg/H
88,640 Kg/H
82,750 Kg/H
0 Kg/H 130 Kg/H
LOSSES
3,250 Kg/H 0 Kg/H
82,750 Kg/H
DESIGN CONDITION
MAIN TURBINE
S.W. TEMP. AT 15
A
90 Kg/H
GLAND LEAK
5,980 Kg/H
A
50 Kg/H
GLAND LEAK
0 Kg/H
A
GLAND LEAK
GLAND LEAK
0 Kg/H
ECO. S.A.H.
5.88MPaG 510
H.P. TURB.
L.P.TURB.
ASTERN TURB.
5.88MPaG 510
MAIN FD.P.T.
5.88MPaG 510
GLAND SEAL
MAIN T/G
GLAND SEAL
MAIN T/G
M M
GLAND SEAL
3,160 Kg/H
10,110 Kg/H
8,700 Kg/H
7,940 Kg/H
0.140MPaA 109
MAIN BOILER
0 Kg/H 4,430 Kg/H 0 Kg/H
1.45MPaG332
0.37MPaG211
0 Kg/H
0 Kg/H
5,840 Kg/H
0 Kg/H
0 Kg/H
MAIN BOILER
0 Kg/H
92,750 Kg/H
140.2
BURNER ATOMIZ.
10,870 Kg/H 200
460 Kg/H DESUPERHTR

5,840 Kg/H
CONSUMPTION
DESUPERHTR
F.O.
6,800 Kg/H
0 Kg/H 55,870 Kg/H 0 Kg/H 0 Kg/H 5,840 Kg/H 0 Kg/H
6,480 Kg/H 4,620 Kg/H 2,050 Kg/H 1,220 Kg/H 4,430 Kg/H 614.0 KJ/Kg
1,460 Kg/H 8,700 Kg/H 50 Kg/H

270 Kg/H
OTHERS
MAIN CONDR.
0 Kg/H GLAND CONDR.
DIST. PLANT
3.33 KPaA
DEAERATOR
48.7
13,130 Kg/H
16,530 Kg/H 127
2,050 Kg/H 3,200 Kg/H 440 Kg/H 550 Kg/H 120 Kg/H 30 Kg/H 0 Kg/H 20 Kg/H 820 Kg/H 0.3MPaG P.R.V. 180 Kg/H 0 Kg/H 0 Kg/H 3,800 Kg/H 1,710 Kg/H 0.6MPaG P.R.V. CMR / MOTOR RM HTR FUEL GAS HTR FORCING VAPORIZER CMR F.W. HTR DECK USE 180 Kg/H 0 Kg/H 0 Kg/H 3,800 Kg/H 1,710 Kg/H 5,690 Kg/H DRAIN CLR GAS VENT. DRAIN TK 3,980Kg/H 559.4 KJ/Kg ENG RM HTR BLR F.O.HTR F.O.SETT.& SIDE TK PURIF.L.O.HTR TRACING STM HYDRANT HTR HOT W. HTR ACCOMODATION 3,200 Kg/H 440 Kg/H 42,170 Kg/H 120 Kg/H 30 Kg/H 0 Kg/H 20 Kg/H 5,180 Kg/H 13,450 Kg/H 16,530 Kg/H 1,320 Kg/H 820 Kg/H DRAIN CLR
0 Kg/H
PUMP GENERATOR
16,420 Kg/H 1,320 Kg/H 79.0 65.5
550 Kg/H
MAKE-UP V.
AUX. CONDR.
DIST.W.TK
0 Kg/H

Normal Sea Going Operation 90% MCR On Fuel Oil in Winter Condition
ATMOS DRAIN TK
12229/30
MA1-ZB01-10
16,380 Kg/H 610 Kg/H
13,680 Kg/H
8,490 Kg/H
0 Kg/H 0 Kg/H 8,940 Kg/H
LOSSES
2,700 Kg/H 36,390 Kg/H
37,000 Kg/H 5.79 MPaG 325 53,380 Kg/H 6.03MPaG 504 6.0/1.0MPaG PRV
DESIGN CONDITION
MAIN TURBINE
S.W. TEMP. AT 17
A
90 Kg/H
GLAND LEAK
4,740 Kg/H
A
50 Kg/H
GLAND LEAK
0 Kg/H
A
GLAND LEAK
GLAND LEAK
0 Kg/H
ECO. S.A.H.
5.88MPaG 499
H.P. TURB.
L.P.TURB.
ASTERN TURB.
5.88MPaG 499
MAIN FD.P.T.
5.88MPaG 499
GLAND SEAL
MAIN T/G
GLAND SEAL
MAIN T/G
M M
GLAND SEAL
320 Kg/H
2,480 Kg/H
18,460 Kg/H
17,930 Kg/H
2,610 Kg/H
Kg/H
Kg/H
Kg/H
MAIN BOILER
MPaG
MPaG
0 Kg/H
0 Kg/H
4,690 Kg/H
0 Kg/H
MAIN BOILER
MPaA
6.03 MPaG 504 140.0 86.6 % 43.03 MJ/Kg
320 Kg/H
53,380 Kg/H
140.0
BURNER ATOMIZ.
10,600 Kg/H 200
470 Kg/H DESUPERHTR
0 Kg/H 1.0MPaG PRV

4,690 Kg/H
CONSUMPTION
DESUPERHTR
F.O.
3,470 Kg/H
19,500 Kg/H 0 Kg/H 4,690 Kg/H 19,500 Kg/H 9,260 Kg/H 0 Kg/H
3,470 Kg/H 6,830 Kg/H 620 Kg/H 2,480 Kg/H 613.4 KJ/Kg
4,540 Kg/H 0 Kg/H 50 Kg/H

140 Kg/H
OTHERS
990 Kg/H
1,570 Kg/H
0 Kg/H GLAND CONDR.
25.0

35,350 Kg/H 41.9 125,800 Kg/H 86.4 36,920 Kg/H 25.0
3.33 KPaA
DEAERATOR
54,000Kg/H 3RD STG. FD.W.HTR 129.6 0 Kg/H 0.15 MPa 127
59,660 Kg/H 53.9
T.C.V.
79
0 Kg/H
12,440 Kg/H 127
980 Kg/H 3,200 Kg/H 220 Kg/H 500 Kg/H 120 Kg/H 30 Kg/H 0 Kg/H 20 Kg/H 820 Kg/H 0.3MPaG P.R.V. 180 Kg/H 0 Kg/H 0 Kg/H 3,800 Kg/H 1,710 Kg/H 0.6MPaG P.R.V. CMR / MOTOR RM HTR FUEL GAS HTR FORCING VAPORIZER CMR F.W. HTR DECK USE 180 Kg/H 0 Kg/H 0 Kg/H 3,800 Kg/H 1,710 Kg/H 5,690 Kg/H DRAIN CLR GAS VENT. DRAIN TK 3,980Kg/H 558.5 KJ/Kg ENG RM HTR BLR F.O.HTR F.O.SETT.& SIDE TK PURIF.L.O.HTR TRACING STM HYDRANT HTR HOT W. HTR ACCOMODATION 3,200 Kg/H 220 Kg/H 24,310 Kg/H 120 Kg/H 30 Kg/H 0 Kg/H 20 Kg/H 4,910 Kg/H 12,440 Kg/H 1,080 Kg/H 190 Kg/H 820 Kg/H DRAIN CLR
3,470 Kg/H
PUMP GENERATOR
12,440 Kg/H 1,080 Kg/H 79.0 71.5
500 Kg/H
MAKE-UP V.
AUX. CONDR.
DIST.W.TK
0 Kg/H

Half Ahead ( Winter Condition )
ATMOS DRAIN TK
12229/30
MA1-ZB01-11
13,930 Kg/H 600 Kg/H
11,240 Kg/H
6,500 Kg/H
0 Kg/H 0 Kg/H 6,500 Kg/H
LOSSES
2,690 Kg/H 38,060 Kg/H
DESIGN CONDITION
MAIN TURBINE
S.W. TEMP. AT 19
A
90 Kg/H
GLAND LEAK
4,740 Kg/H
A
50 Kg/H
GLAND LEAK
0 Kg/H
A
GLAND LEAK
GLAND LEAK
0 Kg/H
ECO. S.A.H.
5.88MPaG 497
H.P. TURB.
L.P.TURB.
ASTERN TURB.
5.88MPaG 497
MAIN FD.P.T.
5.88MPaG 497
GLAND SEAL
MAIN T/G
GLAND SEAL
MAIN T/G
M M
GLAND SEAL
350 Kg/H
2,420 Kg/H
18,320 Kg/H
19,740 Kg/H
2,600 Kg/H
Kg/H
Kg/H
Kg/H
MAIN BOILER
MPaG
MPaG
0 Kg/H
0 Kg/H
4,690 Kg/H
0 Kg/H
MAIN BOILER
MPaA
6.03 MPaG 502 140.1 86.7 % 43.03 MJ/Kg
350 Kg/H
52,590 Kg/H
140.1
BURNER ATOMIZ.
10,600 Kg/H 200
470 Kg/H DESUPERHTR
0 Kg/H 1.0MPaG PRV

4,690 Kg/H
CONSUMPTION
DESUPERHTR
F.O.
3,360 Kg/H
21,500 Kg/H 0 Kg/H 4,690 Kg/H 21,500 Kg/H 6,850 Kg/H 0 Kg/H
3,400 Kg/H 6,720 Kg/H 620 Kg/H 2,420 Kg/H 759.9 KJ/Kg
4,470 Kg/H 0 Kg/H 50 Kg/H

140 Kg/H
OTHERS
980 Kg/H
1,760 Kg/H
0 Kg/H GLAND CONDR.
25.0

34,680 Kg/H 42.1 125,800 Kg/H 86.4 36,440 Kg/H 25.0
3.33 KPaA
DEAERATOR
53,210Kg/H 3RD STG. FD.W.HTR 129.7 0 Kg/H 0.15 MPa 127
58,900 Kg/H 54.2
T.C.V.
79
0 Kg/H
12,360 Kg/H 127
980 Kg/H 3,200 Kg/H 220 Kg/H 500 Kg/H 120 Kg/H 30 Kg/H 0 Kg/H 20 Kg/H 820 Kg/H 0.3MPaG P.R.V. 180 Kg/H 0 Kg/H 0 Kg/H 3,800 Kg/H 1,710 Kg/H 0.6MPaG P.R.V. CMR / MOTOR RM HTR FUEL GAS HTR FORCING VAPORIZER CMR F.W. HTR DECK USE 180 Kg/H 0 Kg/H 0 Kg/H 3,800 Kg/H 1,710 Kg/H 5,690 Kg/H DRAIN CLR GAS VENT. DRAIN TK 3,980Kg/H 548.9 KJ/Kg ENG RM HTR BLR F.O.HTR F.O.SETT.& SIDE TK PURIF.L.O.HTR TRACING STM HYDRANT HTR HOT W. HTR ACCOMODATION 3,200 Kg/H 220 Kg/H 24,220 Kg/H 120 Kg/H 30 Kg/H 0 Kg/H 20 Kg/H 4,910 Kg/H 12,360 Kg/H 1,070 Kg/H 190 Kg/H 820 Kg/H DRAIN CLR
3,400 Kg/H
PUMP GENERATOR
12,360 Kg/H 1,070 Kg/H 79.0 71.5
500 Kg/H
MAKE-UP V.
AUX. CONDR.
DIST.W.TK
0 Kg/H

Slow Ahead ( Winter Condition )
ATMOS DRAIN TK
12229/30
MA1-ZB01-12
10,080 Kg/H 430 Kg/H
7,120 Kg/H
500 Kg/H
0 Kg/H 0 Kg/H 500 Kg/H
LOSSES
0 Kg/H 2,960 Kg/H 15,390 Kg/H
DESIGN CONDITION
MAIN TURBINE
SHAFT HORSEPOWER kW RPM 5.88 MPaG 463 1.36 KPaA
S.W. TEMP. AT 3
A
90 Kg/H
GLAND LEAK
6,620 Kg/H
A
50 Kg/H
GLAND LEAK
A
GLAND LEAK
0 Kg/H
0 Kg/H
GLAND LEAK
ECO. S.A.H.
5.88MPaG 463
H.P. TURB.
L.P.TURB.
ASTERN TURB.
5.88MPaG 463
MAIN FD.P.T.
5.88MPaG 463
GLAND SEAL
MAIN T/G
GLAND SEAL
MAIN T/G
M M
GLAND SEAL
500 Kg/H
1,620 Kg/H
15,390 Kg/H
0 Kg/H
2,870 Kg/H
Kg/H
Kg/H
Kg/H
MAIN BOILER
MPaG
MPaG
0 Kg/H
0 Kg/H
6,570 Kg/H
0 Kg/H
MAIN BOILER
MPaA
6.03 MPaG 468 140.1 81.9 % 43.03 MJ/Kg
500 Kg/H
25,900 Kg/H
140.1
BURNER ATOMIZ.
12,920 Kg/H 200
490 Kg/H DESUPERHTR
Kg/H 1.0MPaG PRV

2,640Kg/H 1.0/0.24 MPaG PRV 0 kg/H EXH.STEAM DUMP V.
6,570 Kg/H
CONSUMPTION
DESUPERHTR
F.O.
1,750 Kg/H
0 Kg/H 0 Kg/H 0 Kg/H 6,570 Kg/H 1,000 Kg/H 0 Kg/H
2,100 Kg/H 2,910Kg/H 660 Kg/H 1,620 Kg/H 759.9 KJ/Kg
540 Kg/H Kg/H 50 Kg/H

140 Kg/H
OTHERS
480 Kg/H
MAIN CONDR.
DIST. PLANT
23,700 Kg/H 9,670 Kg/H 3.7 Kg/H T.C.V. 9,670 Kg/H 3.7
1.36 KPaA
DEAERATOR
42.2
0 Kg/H
Kg/H
480 Kg/H 3,200 Kg/H 110 Kg/H 480 Kg/H 120 Kg/H 30 Kg/H 2,450 Kg/H 20 Kg/H 820 Kg/H 0.3MPaG P.R.V. 180 Kg/H 0 Kg/H 0 Kg/H 3,800 Kg/H 1,710 Kg/H 0.6MPaG P.R.V. CMR / MOTOR RM HTR FUEL GAS HTR FORCING VAPORIZER CMR F.W. HTR DECK USE 180 Kg/H 0 Kg/H 0 Kg/H 3,800 Kg/H 1,710 Kg/H 5,690 Kg/H DRAIN CLR GAS VENT. DRAIN TK 3,980Kg/H 550.1 KJ/Kg ENG RM HTR BLR F.O.HTR F.O.SETT.& SIDE TK PURIF.L.O.HTR TRACING STM HYDRANT HTR HOT W. HTR ACCOMODATION 3,200 Kg/H 110 Kg/H 24,220 Kg/H 120 Kg/H 30 Kg/H 2,450 Kg/H 20 Kg/H 0 Kg/H 7,230 Kg/H 190 Kg/H 920 Kg/H 820 Kg/H DRAIN CLR
2,100 Kg/H
PUMP GENERATOR
Kg/H 71.5 Kg/H
480 Kg/H
MAKE-UP V.

0 Kg/H

ATMOS DRAIN TK
Port Hotel Load ( Winter Condition )
12229/30
MA1-ZB01-13
3.1.1
Superheated Steam System

Procedure for Putting the Superheated Steam System into Service Mitsubishi Heavy Industries Ltd 2 sets Mitsubishi MB-3E Two drum water tube natural circulation 55,000kg/h 46,200kg/h at 100% MCR 6.03 MPa x 515C at superheated steam Drum 7.65 MPa and 7.60 Mpa Superheat outlet 6.40 Mpa It is important when bringing any steam system into service to slowly raise the temperature of the pipes, valves and joints. Heating the various parts of the system too quickly can lead to thermal distortion and damage to joints and packing. The system must be carefully drained of any water during this warming process to prevent steam hammer or water hammer taking place. Mechanical damage can be caused to the surrounding materials. For this reason any water is to be removed from the system before the pressure and temperature are increased. The pressure must be increased gradually to allow expansion of the components to take place at a rate that will not lead to material failure. Any sudden increase in pressure can send shock waves throughout the system which are very likely to cause damage. The superheated steam system has been arranged to allow each section to be warmed though, drained and pressurized at a controlled rate. The boiler main superheat stop valves and the intermediate valves have drains and warming through bypass valves. In principle the section or sections of line to be put into service should have all drains along the line open when shutting down the system and should be found in the same condition prior to commencing warming through. With the section main stop valve closed the bypass valve should be gradually, partially opened. This admits a controlled quantity of steam at low pressure to enter the system. The expansion of the steam across the valve requires some of its internal energy to be used thus lowering its temperature. As the steam pressure builds and the water is driven from the system the drains can be closed in. Similar actions should be taken with the machinery being put into service so that the steam system and the machinery are being drained and gradually warmed though. The time taken and the rate of increase of the pressure in the system are dependant upon the length of the system, the materials and types of jointing and the machinery being prepared. Where temperature and pressure gauges are fitted the increase can be monitored and controlled. Great care must be taken, safety being the governing factor. When sufficient drainage and warming through has taken place the system should be at a similar pressure and temperature as the steam supply with the drains closed in to allow sufficient flow to keep the system clear of water and the bypass valve fully opened. The main section stop valve can now be carefully opened giving due consideration to the pressure and temperature increase that may take place. With the stop valve fully open the drains and bypass valves can now be closed. The drain valves should be closed when the system is in use with a steam flow demand. The procedure for bringing the superheated steam system into operation is described in detail in section 4.3.2 Main Boiler Operation and the procedure for warming up of main turbine is referred to section 4.2.4 Main Turbine Warming-up System. The main feed water pump in stand-by should be warmed up to prepare for automatic changeover of the pumps. The warming up valves fitted around motor steam stop valves 021 and 023VPA should be opened anytime and the stand-by pump turbine is run at revolution 300 to 700rpm.
Boiler Details Maker : No. of sets : Model : Type : Maximum evaporation : Normal evaporation : Steam condition : Safety valve settings :
All the steam requirements for the vessel are generated in the two main boilers. Steam from the steam drum passes to the primary superheater section through an orifice where the pressure drop is measured and converted to a signal for steam flow, which serves as a function of the boiler control system. The steam flows through the primary section of the superheater and then to the secondary superheater section. Taking steam from the primary superheater and leading it through the temperature control desuperheater, situated in the water drum regulates the outlet temperature of the superheated steam. A control valve regulates the outlet from the desuperheater to the secondary superheater depending on the outlet temperature of the steam leaving the boiler. To ensure that there is always a flow through the secondary superheater, a line fitted with an orifice bypasses the temperature control desuperheater and the control valve. The temperature control valve also has a bypass orifice. The main turbine main stop valves 001and 002VPA interconnect both boilers, where a common line supplies the main turbine. A similar arrangement with two main stop valves, 011 and 012VPA, interconnects both supplying turbine generators and boiler feed pump turbines. These circuits are designed to supply the auxiliary machinery from either boiler giving greater flexibility. Warming through bypass valves are provided at all the principal stop valves. Steam from the superheater outlet is led to the internal desuperheater, situated in the steam drum via valve 141B, from where it is distributed to the various desuperheated steam services via valves 145B. Services Supplied from the Superheated Steam System The following machinery is operated from the superheated steam system : Main turbine Main generator turbines Main feed water pump turbines Desuperheated steam system
Controls The warm-up steam shut-off valve for main turbine is automatic closed by any of following signals at auto mode.

High supply steam pressure (1.25MPa) High shaft revolution (0.204rpm)
The auxiliary diesel generator engine will automatically start when the inlet main steam pressure of generator turbine goes down (4.9MPa).
Alarms Sensor Tag No. Function Set point PAH PAL ESD TA H TA L 6.2 MPa 5.2 MPa 530 525 480
(Main boiler superheater outlet steam) PT 502 Pressure PT 502 TS TR TR 467 511 511 Temperature
(Main turbine inlet superheated steam) PT 101 Pressure PT 084 TR TR 111 085 Temperature
PAL 5.2 MPa ASLD 5.15 MPa TA H 5 2 8 ASLD 538
(Main feed pump turbine inlet superheated steam) PT 574 Pressure
PAL
5.5 MPa
3.1.1a
Superheated Steam System

PAL 574 AOS 556 RO 556 OIO 556 OIS 556 PM 574 OIS 556 OIO 556 RO 556 AOS 556
NOTE
P
FOR MASTER
P
M
022VPA
(2) TO ATMOSPHERE (3) TO CLEAN DRAIN TK
NO.1 MAIN FD.W.P.T.

125B 125B
M
021VPA
50
50
NO.2 MAIN FD.W.P.T.

15
(4) TO ATMOS DRAIN TK (5) TO FLASH CHAMBER
15
PM 502
121B
P
(3) 122B
PAH 502
PAL 502
(4)
023VPA
(4)
(4)
024VPA (4)
1ST STG AUX.D/G AUTO START

272
(3) (2) 37B
50
PM 221
(2)
NO.2 MAIN BOILER

TAH 511 TAL 511 H ESD 467 TM 511 PM 501 G
PS P
6.0 MPa DESUPERHTD STM
50B
TS T
125
100
015VPA
P
(4)
NO.2 MAIN GENE.TURB.
74B
141B
STM FLOW
144B 81B 71B 083VPA 084VPA (3) (3) (3) 79B (3) 143B 132B 78B (3)
(3)
125
136B
100
135B
134B
525
1ST STG
AUX.D/G AUTO START

272
PM 221
PS P
OIS 413
OIO 413
131B
408 STC 408

(3)
014VPA
NO.1 MAIN GENE.TURB.
FOR STC
125
012VPA 76B
(4) (3)
(3) 138B
150
002VPA
150
200
150
TM 118
150
150
138B 76B
001VPA
150
XA 046 TAH 115
OIO 046 TM 115
OIS 046
AOS 046
TAL 118
AOS 0454 OIS 0454 OIO 0454
ASTERN MANEUV.V.
(3)
(3)
011VPA
125
(2)
OIS 413 OIO 413
STC 408
EMERG. CONN.
OI 042
RO 042
FOR STC 408

034VPA
LP TURBINE
ASTERN GUARD V.
082VPA 081VPA
(3)
79B
131B
P
150
78B 1ST STG
PM 102
PM 106
P
OIS OIO 0451 0451
(5) (5)
71B (3) 132B 74B 37B 141B (3)
81B (2)
(3)
136B 135B 134B

STM FLOW
525 OIO 0452 OIS 0452
TM 1161 TM 1162
AHEAD NOZZLE V.
HP TURBINE
RO 041
TM 111
TAH 111
TAL 111
ASD 085
25
FOR MASTER
144B
143B
T TS
TM 511
(5)
H
(3) 125B (3) 125B (3)
ESD 467
P
PM 501
50B
076VPA
OIO 050 OIS 050
072VPA
PAH 110 TRIP
AHEAD STOP V.
PS
PM 110
PIC 110
50
110
ASD 084 L
PM 101 PAL 101
122B
TAH 511
TAL 511
NO.1 MAIN BOILER

121B
25 50
075VPA
073VPA
25
074VPA
077VPA 071VPA
(5)
PM 502
PAH 502
PAL 502
(4)
200
3.1.2
6.0 MPa Desuperheated Steam System

Main Boiler Soot Blow The soot blow steam isolating valves 052 / 053VPA should be closed and the manual drain valves 056 / 059VPA should be opened at soot blower not using condition. a) b) c) d) Open soot blow steam isolating valves 052 / 053VPA. Select control mode (Both BLR or No.1 BLR or No.2 BLR). Start sequence Sequence start : Soot blow of boiler and economizer Economizer start : Soot blow of only economizer Following operation will be carried out automatically. Close drain piston valve 472B. Open soot blow steam shut-off valve 284B. Close drain piston valve 285B after warming-up (timer) Start soot blowing. After the soot blowing is finished, the steam shut-off valve 284B is closed and the drain piston valves 285B and 472B are opened. Alarms Sensor TR Tag No. 512 Function BLR desuperheated steam outlet temperature BLR soot blow steam pressure (Soot blow abnormal) Set point TA H 400
Internal Desuperheaters Superheated steam from the outlet of each boiler is led to an internal desuperheater fitted in the steam drum of each boiler. Superheated steam is led to the internal desuperheater through valve 141B, which then allows a heat exchange to take place between the superheated steam entering the desuperheater and the saturated steam / water within the steam drum. Consequently the heat given up by the previously superheated steam is recovered and no loss of energy should result. The desuperheated steam exits the internal desuperheater and is led to the desuperheated steam system through a primary and a secondary stop valves 145B and 031and 032VPA. Both boilers feed a common range from which the steam is branched away to the auxiliary services.
PS
533
PAL
4.0 MPa
Systems Supplied from the Main Desuperheated Steam System Boiler soot blower system Main dump steam system Main turbine emergency steaming connection Auxiliary steam system through reducing valves One (1) long retractable soot blower for boiler superheater, two (2) rotary soot blowers for boiler bank tube and four (4) rotary soot blowers for economizer are provided per one (1) boiler. One (1) air piston valve 033VPA, two (2) identical main dump valves 037VPA and 038VPA and two (2) external desuperheaters are provided for dump steam treatment. They are controlled by command from the boiler automatic combustion control system (ACC). The steam pressure is reduced by throttling of main dump valves and the temperature is lowered by external desuperheaters with injection of spray water from condensate water system. (See 3.1.6 Exhaust and Dump Steam System) The boiler desuperheated steam is supplied for auxiliary steam system via 6.0/1.0MPa PRV 040VPA. (See 3.1.3 Auxiliary Steam System or 3.1.5 1.0MPa Desuperheated Steam System)
Main Turbine Emergency Operation

(See 9.3 Solo Running of Main Turbine)
HP Turbine Sole Running If failure occurs in the LP turbine or associated gearing, the HP turbine can be operated singly at reduced power by ordinal superheated steam. In this case, the HP turbine exhaust is connected directly to the LP turbine exhaust casing using the emergency piping. When the damage has been to the LP turbine and the ship is to be operated on the HP turbine only, then no astern power will be available.
LP Turbine Sole Running If failure occurs in the HP turbine or associated gearing, the LP turbine can be operated singly at reduced power by internal desuperheated steam. In this case, the desuperheated steam is connected to the crossover pipe using the emergency piping. When the ship is to be operated on the LP turbine only, the steam chest pressure of the LP turbine must not exceed 0.32MPa. Astern running will be carried out by opening the astern manoeuvring valve at the engine side.
System Starting (See 4.3.2 Main Boiler Operation) a) Open all drain valves on desuperheated steam lines. b) Slowly open stop valves 031 / 032VPA for both internal desuperheaters. c) After the lines are pressurized and drained, close the line drain valves. d) When the desuperheated line pressure equals boiler pressure, fully open the stop valves 031 / 032VPA.
3.1.2a
6.0 MPa Desuperheated Steam System
TRIP PS
NOTE
PM 532
P
FOR BLR WASHING
(2) TO ATMOSPHERE (3) TO CLEAN DRAIN TK (4) TO ATMOS DRAIN TK

50
472B
15 15
285B
059VPA
15
50
SOOT BLOWER STM HDR
50
50
50
50
(2)
50
284B
AOS 533
OIO 533
OIS 533
50
50
TO ECO. SOOT BLOWER
NO.2 MAIN BLR

141B 145B
PM 503
TAH 512 TM 512
T
125
047VPA 048VPA
053VPA 032VPA
125
142B 143B
SUPERHTD STM
71B
(3) (3)
125
50
FOR TURBINE SOLE RUNNING
71B
034VPA
SUPERHTD STM
P
PM 503 TAH 512 TM 512
141B 145B
(4)
042VPA
80
6/1.0 MPa P.R.V.
150
T
125
045VPA 046VPA
031VPA
125
052VPA
200
150
80
A 803
PIC 803
100
100
039VPA 040VPA 041VPA
TO 1.0 MPA AUX.STM LINE
142B 143B
(3)
NO.1 MAIN BLR
AOS 812
OIO 812
OIS 812
MAIN DUMP V.
FROM ACC
ACC 412
(3)
50
150
TO MAIN OR AUX. CONDR
TO ECO. SOOT BLOWER

50 50
285B
TRIP
PS
50
PM 532
P
284B
(4)
AOS 533 OIO 533 OIS 533
(4)
035VPA 037VPA
50
50
50
(2)
472B
15
056VPA
15
50
50
15
50
FOR BLR WASHING
SOOT BLOWER STM HDR
3.1.3 Auxiliary Steam System

Steam Ranges
Five reduced pressure steam ranges are provided at a 1.0MPa, 0.24MPa, and 0.17MPa. These are supplied from boiler internal desuperheaters, main turbine bleeders and main feed pump turbine exhaust. The 1.0MPa range is supplied from either the 1st bleed steam on the HP turbine while the 1st bleed steam is available or the boiler internal desuperheater steam through reducing valve 040VPA and it supplies to the following services : 1) 2) 3) 4) Main boiler burner atomizing, purging and cooling steam Main boiler smothering (for wind box) 1.0Mpa desuperheated heating steam Make up for 2nd bleed line via pressure reducing valve The 0.17MPa range is supplied from the 0.24MPa range through control valve 052VPB and from the main feed water pump turbine exhaust steam. (See 3.1.6 Exhaust & Dump Steam System) The primary steam feed for this system comes from the feed water pump turbine exhausts. During normal plant operations, one of the two turbine feed pumps is always operating. These turbines both exhaust joins the 0.17MPa range. The 0.17MPa steam is supplied to following services. 1) Deaerating feed water heater (Deaerator) 2) Main turbine and generator turbine(s) gland packing steam On occasions it is possible for the supply of steam to exceed the demand. Excess pressure from the system is dumped to the main condenser by a controller with a set point of over 0.17MPa. If the main condenser is shut down, the excess pressure can be diverted to the auxiliary condenser. Exhaust steam spill valve 052VPC dumps excess steam to the condensers with valve 055VPC directing the steam to the main condenser or valve 056VPC directing steam to the atmospheric auxiliary condenser. CAUTION Do not open both the dump to the main condenser and the dump to the auxiliary condenser at the same time if the main condenser is under normal vacuum. Doing so will cause a sudden loss of vacuum within the main condenser and subsequent trip of the main turbine. The 3rd bleed steam is supplied for the 1st stage feed water heater through swing type non-return valve when the main turbine is operated under the appropriate load. However, when the main turbine load is lower than the pressure to open the swing valve, the heating steam is not supplied to the 1st stage feed water heater, but it is heated only drain from the steam air heaters. d) a) b) c) Close compressed air root valves 141 / 144VPE. Close compressed air supply valves 025 / 035VPB. Open drain traps and valves - Atomizing steam header drain 022 / 027ZPD. - Drain separator drain 023 / 028ZPD. - Atomizing steam escape valves 026 / 036VPB. Slowly open atomizing steam supply valves 021 / 031VPB.
Controls Following relief valves are provided to protect over pressurization. 1.0MPa steam line 0.24MPa steam line 0.24MPa steam line 0.17MPa steam line : 1.10 Mpa : 0.70 MPa : 0.70 MPa : 0.30 MPa
005VPB 044VPB
The 1st bleed steam is bled from the main turbine at the fifth stage of the HP turbine. The bleed valve 001VPB opens automatically by a signal from the pressure switch located at the bleed off point. The normal bleed steam pressure of 1.62MPa joins the 1.0MPa range supply system also supplied by the boiler internal desuperheaters through 6.0 / 1.0MPa pressure reducing valve 040VPA. The bleed valve opens at a pressure of over 0.87MPa and closes at under 0.85MPa. The 1.0MPa pressure range is supplied to the desuperheated heating steam system through 1.0Mpa external desuperheater. The external desuperheater is provided with a by-pass valve against malfunction of desuperheater so enable to continue the plant operation. (See 3.1.5 1.0MPa Desuperheated Steam System) The 0.24MPa range is fed from two separate sources. These are : 1) 2nd bleed 2) 1.0 / 0.24MPa make-up reducing valve 012VPB The 2nd bleed steam is bled from the HP/LP crossover pipe. The bleed valve 041VPB opens automatically by a signal from the pressure switch located at the bleed off point. The normal bleed steam pressure of 0.65MPa joins the 0.24MPa range supply system. The bleed valve opens at a pressure of over 0.30MPa and closes at under 0.25MPa. The 1.0MPa range steam is supplied through 1.0 / 0.24MPa pressure reducing valve 012VPB when the 2nd bleed steam is not available. The 0.24MPa steam is supplied to main boiler steam air heaters and high pressure 3rd stage feed water heater. The bleed valves can be opened or closed from the ICAS when switched to the REMOTE position. or at local, but automatic operation will normally be selected. All drain traps isolating valves on the system should be opened.
On 3rd feed heater On deaerator
The 1st and 2nd bleed steams are served through electric motor operated check valves 001/ 041VPB. These valves are opened manually with the operators confirmation after open request on ICAS, and are closed automatically. 1st bleed valve Open request Automatic close 2nd bleed valve Open request Automatic close
: Over 0.87MPa of 1st bleed pressure : Under 0.85MPa of 1st bleed pressure : Over 0.30MPa of 2nd bleed pressure : Under 0.25MPa of 2nd bleed pressure
System Starting a) b) Ensure all supply steam lines are drained and warmed. Always use by-pass lines around pressure reducing valves for warming-through purposes. After the line has been warmed sufficiently, open the reducing valve outlet stop valve, slowly open the inlet valve and close the bypass valve. Ensure control air is available.
Alarm Sensor PT PS PT PT Tag No. 504 469 805 830 107 107 223 Function Set point
Main boiler burner atomizing PAL 0.34 MPa steam ESD 0.30 MPa 0.17MPa steam Deaerator shell Main turbine packing steam Generator turbine packing steam PAH 0.27 MPa PAL 0.12 MPa PA H PA L PA L 35 kPa 0 kPa 3 kPa
c)
Boiler Atomizing Medium When the boiler atomizing medium is changed from air to steam, it should be done at boiler stop condition.
PT PT PT
3.1.3a Auxiliary Steam System

SET AT 0.3MPaG
TM SPM
(2) NOTE:
100
S.A.H.
268B
TM SPM
T
056VPB
P
PM 830
250
269B
(2) TO ATMOSPHERE (3) GENE.SERV.AIR (4) TO ATMOS. DRAIN TK (5) TO MAIN CONDR
NO.2 MAIN GEN.TURB.

TO GLAND
PM 223
PAL 223
NO.2 MAIN BLR

SMOTHERING STM
255B 188B
25
410 TO ACC
036VPB
25
DEAERATOR DEAERATOR
(2)
SET AT 0.70MPAG 044VPB
PAL 830
PIC 223
25
F.O.
256B 254B
253B
OIO 428
OIS 428
253B
FROM ACC
255B
F.O.
256B 254B
100
038VPB
339B
037VPB
PM SPM
SET AT 0.70MPAG
P
A
25
063VPB
223
223
(5)
(4)
244B 209B 244B 209B
15
039VPB 035VPB 043VPB
(5)
NO.1 MAIN GEN.TURB.

TO GLAND
OIO 427
OIS 427
FROM ACC
25
(3)
40
(4)
PM 504 PAL 504 G
40
032VPB
226B
200 250
200
3RD STAGE FD.W.HTR

FROM FEED W.PUMP TURB.
PM 223
PAL 223
25
031VPB
PIC 223
PS 469
409
033VPB
40
ESD
25
(4)
TO ACC
PAH 805
P P
PS 469
ESD 409
P
025VPB
PM 805
100
A
40
223
223
(3)
G PM 504
TO ACC FROM ACC
25
062VPB
(5)
PAL 504
25
40
(3)
40
PIC 801
(5)
80
PIC 107
MAKE-UP V.
057VPB
(4)
209B 244B 209B 244B
40
TO ACC OIO 427 OIS 427
022VPB
226B
021VPB
PIC 107
PM 107
PAL 107
PAH 107
(4)
410
023VPB
107
PM 105
3RD BLEED
25
L.P.TURBINE
TO GLAND
T
TM 114
081VPB
100
250
40
P
F.O.
255B 253B 256B 255B 254B 253B
FROM ACC
107
SPILL V.
TR 114
028VPB
339B
027VPB
PACK.STM RESERV. (5) (5)

P
OIS 044 OIO 044 RO 044 AOS 044
M 041VPB
(5)
F.O.
256B 254B
15
OIO 428 OIS 428
029VPB
801
150
054VPB
SMOTHERING STM
(4)
188B
25
026VPB
250
053VPB 052VPB 0.17 MPA P.C.V. 051VPB
100
(4)
150
200
1ST BLEED
NO.1 MAIN BLR

T
268B
PM 104
H.P.TURBINE
P
PM 103
S.A.H.
TM SPM
2ND BLEED
TM 113
TM 112
TM 8062
TIC 807
014VPB 020VPB
807
100
250
269B
TAH 8062
807
1.0 MPA DESUPERHTR

T
401VPB 008VPB
P A
125
011VPB 054VPC 012VPB 1.0/0.3 MPA P.R.V.
PIC 802 802
(5)
(STEAM SIDE)
300
TAL 8062
(4)
TO 1.0 MPA DESUPHTD STM LINE

P
125
125 100
013VPB
PAL PM 8061 SPM
(4)
125
80
042VPA
803
FROM BLR PRESS. DESUPERHTD STM

039VPA
PIC 803
(2)
P
SET AT 1.10 MPA 005VPB
150
051VPC
(4)
803
052VPC 053VPC EXH.STM SPILL V.

AOS 043 RO 043 OIO 043 OIS 043
M 001VPB
100
005VPB
A
125
004VPB 003VPB 1.0MPaA P.C.V. 002VPB
150
040VPA 041VPA 6/1.0 MPA P.R.V.
150
(4)
80
009VPB
1ST STAGE FD.W.HTR
3.1.5
1.0MPa Desuperheated Steam System

General Procedure for Putting the Systems into Operation Temperature control valves are provided as follows. 1) Boiler FO heater Master valve 144VPB and slave valve 145VPB for No.1 boiler and 150VPB and 151VPB for No.2 boiler are provided for viscosity/temperature control of boiler FO. The valves are controlled by ICAS. 2) Purifier LO heater The L.O. temperature at purifier suction is controlled to 80 with control valve 105VPB. The valve is controlled by local controller. 3) Hot water heater The water temperature is controlled to 80 by steam heater and/or electric heater. The self contained type temperature control valve is provided for steam heater and the electric heater is operated with thermostat. 4) FO settling tank The FO temperature is controlled to 55 by the self contained type temperature control valve provided for each FO settling tank No.1: 113VPB, No.2: 133VPB. 5) Waste oil settling tank The WO temperature is controlled to 8090 by the self contained type temperature control valve provided for each waste oil settling tank No.1: 162VPB, No.2: 166VPB. 6) Hydrant heater The sea water temperature for hydrant and spray water is controlled to 10 by a control valve 160VPB provided at heating steam. The valve is controlled by local controller 7) Stern tube fresh water heater The cooling fresh water temperature for stern tube LO cooler is controlled to 37 by a control valve 262VPB provided at heating steam. The valve is controlled by local controller It is important when bringing any steam system into service to slowly raise the temperature of the pipes, valves and joints. Heating the various parts of the system too quickly can lead to thermal distortion and damage to joints and packing. The system must be carefully drained of any water during this warming process to prevent steam hammer or water hammer taking place. Mechanical damage can be caused to the surrounding materials. For this reason any water is to be removed from the system before the pressure and temperature are increased. The pressure must be increased gradually to allow expansion of the components to take place at a rate that will not lead to material failure. Any sudden increase in pressure can send shock waves throughout the system which are very likely to cause damage.
1.0MPa External Desuperheater

Maker : No. of sets : Type : Maximum evaporation : Steam condition : Nippon Keystone Corporation 1 set Water Spray Injection 13,000 kg/h 1.0MPaG 300 200
An external desuperheater is provided after the 6.0 / 1.0MPa reducing valve 040VPA where the steam temperature is reduced to 200C before supplying the auxiliary services. Feed water is taken from either the main or auxiliary feed lines, reduced in pressure at valve 054VPF before being passed to the desuperheater. The feed water is injected directly into the steam pipe reducing the temperature of the steam before it is directed to the auxiliary system. The desuperheater system is fitted with a recirculation orifice after the pressure reducing valve 054VPF but before the desuperheater. This ensures that during times of low spray water demand, there is no pressure build up in the pipework after the pressure reducing valve which could damage the equipment. The 1.0MPa desuperheated steam is supplied for the following services. 1) 2) 4) 5) 6) 7) 8) 9)
10)
Deck Service a) b) Open isolating valve after drainage by manual drain valve Before navigation in cold weather, the steam for cold weather is supplied and drainage should be completed. Also, where the steam is not supplied, the steam line exposed to cold weather should be completely drained to prevent freezing.
Oil tank heating and steam trace heating. Fuel oil heaters and purifier L.O. heater. Hot water heater Main boiler burner tip cleaning carrier. Hose connections. Gas compressors, gas heaters and vaporizers in cargo machinery room. Inert gas generator. Main air conditioner and accommodation through 0.3Mpa pressure reducing valve 172VPB. Measures for frigid climate conditions through 0.6Mpa pressure reducing valve 179VPB
Alarms Sensor PT Alarm No 806 Function 1.0MPa desuperheater outlet pressure 1.0MPa desuperheater outlet temperature Set point PAL 0.8 MPa
3) Hydrant heater and stern tube F.W. heater.
TR TR
806 806
TAH 220 TAL 170
3.1.5a
1.0MPa Desuperheated Steam System
WASTE OIL SETT.TK NO.1

15
163VPB
15
164VPB
TO CO2 BOTT.& FORM TK RM TO CABIN USE TO MOORING DECK TO FLYING PASS. 187VPB
80 15 15 100
15
TO UNDER DK PASS.(P)
40
TO IGG DRYER HTG STM SET AT 0.33MPAG 177VPB
189VPB
162VPB
161VPB 168VPB 0.3 MPAG P.R.V. 172VPB 173VPB
65
25
40
NO.2
15
167VPB
15
65
P
15 15 50
171VPB 174VPB
80
(2)
TO AIR CAPSTAN (P)
190VPB
TO AIR CAPSTAN (S)
(4)
100
100
15 25
40
P
25 80
178VPB 181VPB 0.6 MPAG P.R.V. 179VPB 180VPB
SET AT 0.66MPAG 182VPB
(2)
15
(8)
65
188VPB
TO UNDER DK PASS.(S)
I.G.G.GAS OIL TK
D.O.STOR.TK
F.O.SIDE TK F.O.SETT.TK (P)
(INCINE RM) 205VPB
15
80
INCINERATOR D.O.TK
880
148VPB
65 40
198VPB
202VPB
201VPB
150
157VPB
ENG. RM HTR (P)

50
197VPB 176VPB
A
50
150VPB
50
149VPB
BNR TIP CLEAN. CARRIER

50
169VPB
40
175VPB
ENG. RM HTR (S)
(7)
50
(7)
158VPB
(TK TOP-P) 159VPB 140VPB 139VPB 141VPB 138VPB 137VPB 136VPB 135VPB
880
A
151VPB
15
15
40
40
40
NO.4 F.O.HTR
BOILER F.O.
101VPB
150
131VPB
40
134VPB
152VPB
NO.3 F.O.HTR
875
142VPB
NO.1 DO SERV.TK
NO.2 DO SERV.TK
D.O.STOR.TK
25
103VPB
100 125
TO FWD.F.O.TK
A
50
144VPB 123VPB 122VPB 121VPB
124VPB
50
143VPB
TIC G1901
80
102VPB
TO CARGO MACHI.RM
160VPB NOTE: (2) TO ATMOSPHERE (3) TO CLEAN DRAIN TK (6) TO ATMOS DRAIN TK (7) TO DECK HEAT.UNIT (8) TO EMERG. GEN D.O. TANK HEATING
50
25
875
A
145VPB
15
15
40
25
80
SW
HYDRANT HTR
50
147VPB
125VPB
126VPB
(4) TO DRAIN INSPEC.TK 104VPB
150
40
65
NO.2 F.O.HTR
BOILER F.O. 154VPB
TIC 892
25
25
114VPB
146VPB
40
LO
PURIF. LO HTR
(TK TOP-S) 195VPB
TAL 806 TAH 806 TM 806 TIC 807
NO.1 F.O.HTR
FO OVERFLOW TK
15
TO BOILER ATOMIZ.
LO SLUDGE TK
15
109VPB
15
40
112VPB 113VPB
(TK TOP-AFT)
25
40 15
196VPB
15
15
T
150
401VPB 009VPB
020VPB
15
1.0 MPA DESUPERHTR 807 A
40
40
40
40
40
TIC 87A
155VPB
156VPB
15
262VPB 261VPB
15
15
108VPB (PURIF RM)
120VPB
119VPB
118VPB
117VPB
116VPB
40
115VPB
456VPB
15
009VPB
S/T LO FW HTR
P
FW
25
6.0/1.0 MPAG P.R.V.
PIC 803 803
127VPB SET AT 1.10MPAG
128VPB
15
PAL PM 8061 SPM
(6)
100
129VPB
(2)
A
FROM BLR PRESS DESUPERHTD STM 040VPA
G/E LO RENOV.TK AUX. TURBINE LO RENOV.TK

TO 1.0/0.24 P.R.V. FROM 1ST BLEED
LO RENOV.TK F.O.SETT.TK L.O.SUMP TK SEP.BILGE OIL TK F.O.DRAIN TK LOW SULPHUR FO TK F.O.SIDE TK
150
041VPA
40
153VPB
50
40
40
40
40
15
40
HOT WATER HTR
3.1.6
Exhaust and Dump Steam System

Main Feed Water Pump Turbine Exhaust Valve The main feed water pump turbine exhaust valves 041 / 042VPC should be opened after removing drain accumulating in the exhaust pipeline completely by the drain valves 043 / 044VPC. The open signal of main feed water pump turbine exhaust valve 041 / 042VPC is interlocked for main feed water pump starting. (See 3.2.2Boiler Feed Water System) Dump Steam System (See 4.3.4Boiler Control Systems) An automatic steam dumping system is provided to treat the excess steam generated by the main boilers when burning the designed rate boil-off gas. Steam from the boiler internal desuperheaters is dumped to the main condenser under normal conditions, but alternatively it may also be dumped to the auxiliary condenser, by opening valve 038VPC and closing valve 037VPC, should the main condenser be unavailable. Dump piston valve 033VPA and main dump valves 036VPA and 037VPA are controlled by dump order signal from ACC via a Steam Dump Controller. Two identical size main dump valves 036VPA and 037VPA are operated with a split range control system. The valve 036VPA opens first and the valve 037VPA follows when much excess steam is produced. The steam from each main dump valve is led to respective dump steam external desuperheater. The desuperheaters are required to eliminate the effects of superheated steam impinging on either the main condenser or the atmospheric condenser. Desuperheaters operate by injecting spray water directly into the steam flow, reducing the temperature to 150C. The spray water for the desuperheater is supplied from the main condensate pump and/or drain pump discharge. The temperature at the outlet from the desuperheater is measured and a corresponding signal is transmitted to the external desuperheater spray control valve, which alters the water supply accordingly. A further cooling spray is provided at the dump steam inlet to the main condenser to cool the inlet cowl and help prevent mechanical stresses being created in the condenser shell. The spray water to the cowl is served from the condensate system, through an air operating piston valve which is operated automatically in conjunction with the dump system operation. An orifice plate with appropriate size is provided at dump exhaust inlet of auxiliary condenser to maintain similar dump conditions to the main condenser operation. The line between main dump valve 036VPA and stop valve 037VPC is protected against overpressure by relief valves of a half capacity each 033 and 034VPC, set at 0.5 MPa. The stop valves 035VPC and 036VPC fitted at outlet of the respective external desuperheater should be left open normally exception of maintenance of the system. Main and auxiliary condensers can treat the dump steam from main boilers and exhaust steam from generator turbine when burning the designed rate boil-off gas during port hotel load condition. Treated Steam Quantity (See 3.0 Heat Balance for Steam Turbine Plant) Main condenser Auxiliary condenser Treated BOG Quantity BOG quantity on design boil off rate : 3,850 kg/h : 70.0 ton/h : 70.0 ton/h
Exhaust Steam Systems Exhaust steam from the generator turbines is led to the main condenser through the electric motor driven valves 001 / 011VPC. When the main condenser is not available, the exhaust can be led to the auxiliary condenser via valves 021 / 022VPC. Exhaust steam from the main feed pump turbines is led to the 0.17MPa auxiliary steam system. (See 3.1.3 Auxiliary Steam System) In the event of over pressurization, steam is normally dumped to the main condenser through pressure control valve 052VPC and stop valve 055VPC. When the main condenser is not available, the steam can be led to the auxiliary condenser via stop valve 056VPC. CAUTION Do not open both the exhaust to the main condenser and the exhaust to the auxiliary condenser at the same time if the main condenser is under normal vacuum. Doing so will cause a sudden loss of vacuum within the main condenser and subsequent trip of the main turbine. Gland steam, exhausting from the main turbine, generator turbines and main feed pump turbines is led to the gland condenser. The condensate in the gland condenser is then led to the atmospheric drain tank. (See 3.2.5 Clean Drain System) Non-condensable gases from the deaerator are also drawn to the gland condenser. The deaerator vent valve to the gland condenser should remain open whilst the plant is in operation . Generator Turbine Exhaust Valve In case the exhaust valve 001 or 011VPC will be opened after main condenser vacuum-built up, the valves are operated as follows : Ensure the operation and control of gland steam supply for generator turbine. Open the by-pass valve 002 or 012VPC. Open the exhaust valve 001 or 011VPC at local. Close the by-pass valve 002 or 012VPC. When the auxiliary condenser will be operated, water may be supplied to the exhaust valves 001 or 011VPC to protect the seat ring of valve according to following procedure. Supply the water from lower plug. Stop the water supply after confirming the overflow from upper plug.
High Boiler Pressure The main dump valve is controlled from the integrated control and automation system (ICAS). The valve will open when the boiler pressure exceeds its normal set point. It provides stability during periods of fluctuation where the burners are reduced to minimum flow, such as during manoeuvring. The dump will control any excess steam pressure generated during these periods.
High Tank Pressure If the demand of steam is not enough to consume the entire boil-off gas from the cargo tanks, the firing rate of the gas burners will be increased accordingly and any excess steam will be dumped to the main condenser. The amount of steam dumped will depend on the position of the main turbine manoeuvring valves and the cargo tank pressure. The dump signal from the cargo tank pressure is inhibited when burning fuel oil only.
Controls The ICAS will send a Dump Permitted signal to the ACC if the following conditions are fulfilled : Dump steam pressure below 370 10kPa Main condenser vacuum above -73 5Pa (600mmHg Main condenser SW outlet temperature below 452C Dump steam valve 037VPC to main condenser open or valve 038VPC to auxiliary condenser open Auxiliary condenser shell pressure below 150 10kPa
3.1.6

FROM M/T RELAY PANEL M/T AHD NOZZLE VALVE LIFT POSITION M/T AST VALVE LIFT POSITION FROM CARGO ICAS NATURAL BOG FLOW DUMP / NON CONTROL FROM LIMIT SWITCH DUMP PISTON VALVE FULL OPEN DUMP PISTON VALVE FULL CLOSED M/T VALVE POSITON "AST. FULL ZONE" M/T REMOTE CONTRO SYSTEM M/T TELEGRAPH POSITON "AST." "STOP" M/T VALVE POSITON "AHD NOR. ZONE" FROM MACINERY ICAS STEAM DUMP AVAILABLE
When all the above conditions are met, the ICAS sends an Excess BOG Dump Order and a Dump Permitted signal to the ACC. The ACC will then output open signal to the dump piston valve 033VPA if either following condition is fulfilled. Boiler steam pressure more than 5.98MPa Cargo tank pressure more than 20kPa The ICAS will receive the control signal sent to the main dump valves 036VPA and 037VPA. This signal is then used to open the external desuperheater spray valves in parallel with the main dump control valves 036VPA and 037VPA. If the temperature after the desuperheater reaches the set point of 150C, the signal from the temperature controller will override the ACC signal and control the desuperheater water spray valves. The water spray piston valve for main condenser dump steam inlet cowl is opened by main dump valve 036VPA open order and the dump steam valve 037VPC open signal. Alarms
M/T TRIP
LIFT
LIFT
STEAM PRESS. SET STEAM DUMP PRESS. SET (BIAS) SET
NOZZLE VALVE
NOZZLE VALVE
BOILER FO FLOW No.1 BLR No.2 BLR
No. OF GAS BNR IN SERVICE
STEAM FLOW No.1 BLR No.2 BLR

OFF DELAY TIMER (900sec) OFF DELAY TIMER (900sec)
STEAM PRESS.
H/S
L/S
SV
L/S
PV
PID
EXCESS BOG DUMP CONTROLLER
SET=0
AT NON DUMP MODE, COMPR STOP OR NON GAS BURNING
STEAM DUMP PRESS. SET (MAX) SET L/S
FO RANGE EVASION CONTROLLER

SV
PID
PV
FO FLOW LOOP BACK SIGNAL
SV
PID
PV
No. OF GAS No.1 BLR No.2 BLR
BOILER FO FLOW No.1 BLR No.2 BLR
L/S H/S H/S

FULL CLOSED BY PISTON VALVE CLOSE
PISTON VALVE CONT. LOGIC
AUTO/MANU STATION
MANU AUTO
AUTO
MANUAL LOADER ICAS MANU. ICAS
AUTO/MANU STATION
MANU AUTO
AUTO
MANUAL LOADER ICAS MANU. ICAS
Sensor PS PT PT PT PT PT PS PS PS PS
Tag No. 070 086 158 813 817 817 215 222 565 575
Function Main condenser vacuum
Set point ESD -67 kPa ASLD -73 kPa PA L - 8 0 k P a Dump stop -73kPa PA H 1 3 0 k P a PA H H 1 5 0 k P a ESD PA H ESD PAH +50 kPa +30 kPa 0.45 MPa 0.27 MPa
FROM ACC2 ACC1 ACC2 COMMON SELECT ACC1 FROM ACC2 ACC2 COMMON SELECT COMMON SELECT AUTO/MANU STATION AUTO
LOCAL ICAS MANU AUTO
ICAS
ICAS
FROM ACC2 ACC1 ACC2 MANUAL LOADER LOCAL MANU. BGB COMMON SELECT
FROM ACC2 ACC1 ACC2 COMMON SELECT
FROM ACC2 ACC1 ACC2 ACC1
FROM ACC2 ACC2 COMMON SELECT
BGB
I/P
I/P ICAS
Auxiliary condenser shell Generator turbine exhaust
033VPA DUMP PISTON VALVE
036VPA MAIN DUMP VALVE
TE
CONDS.W. TO MAIN OR AUX. CONDENSER
STEAM DUMP PRESS. SV TO GAUGE
STEAM DUMP PRESS. PV TO GAUGE
STEAM DUMP CONT. OUTPUT TO GAUGE
TO ACC2
037VPA
Main feed pump turbine exhaust
(Dump steam at main dump valve outlet) PT 816 Pressure PT 816 TR 819 Temperature
PA H 3 3 0 k P a PA H H 3 7 0 k P a TA H 190
3.1.6a
TO ATMOSPHERE
SET AT 0.30 MPA

25 350
AOS 048 OIO 048 OIS 048
AUX.STM
65 10
065VPB
PAL 830 PM 830
FROM MAIN CONDS.PUMP
ASD 086 PAL 813 PAL 158 PM 158 DUMP PISTON V. CLOSE M/T TRIP ESD 070
PAHH 816 PAH 816 PM 816

037VPC
DUMP PISTON V. CLOSE
DEAERATOR
NO.2 MAIN TURBO GEN.
10
250
800
900
018VPC
OIO 814
LS
T
350 200
MAIN CONDR
100
P
900
RO 811
PAH 222
ESD 215
TO M/T & T/G GLAND STM
800
T
200
L.P. TURB.
800 25
TM 117
OIS 811
OIO 811
011VPC
OIO 815
LS
65 350
022VPC
TM 819 TAH 819 FROM ACC
TIC 818
200
036VPC
038VPC
TO ATMOSPHERE
035VPC
M
012VPC
033VPC SET AT 0.5MPA
034VPC
H/S
350
200
200
TOP
TOP
DUMP STM EXT. DESUPERHTR

65 10
NA56 NA56
044VPC
043VPC
H.P. TURB.
25 200 50
AUX.STM
OIO 568 LS ESD 565 PAH 575
042VPC
OIO 568 LS ESD 565 PAH 575
041VPC
GLAND LEAK RESERV.
064VPB
057VPC
P
100
ES FIRE SA 652 RM 652 RO 652
NO.1 MAIN TURBO GEN.
350
10
SILENCER
SILENCER
FROM ACC
250
(3)
(3)
GLAND EXH. FAN

15
100
046VPC
045VPC
125
OIS 811
OIO 811
001VPC
RO 811
900
NO.2 MAIN FD.W.PUMP TURB.
NO.1 MAIN FD.W.PUMP TURB.
80
50
007VPC
PAH 222
ESD 215
MAIN DUMP V.
OI 820
RO 820
036VPA
OI 820
RO 820
350
037VPA
40
40
65 350
021VPC
125
900
PAH 805 PM 805
OIS 812
OIO 812
ACL 812
65
65
GLAND CONDR
65
25
055VPC
002VPC
150
(3)
(3)
056VPC
150 350
FROM BLR STM PRESS.LINE TO ATMOSPHERE

350
033VPA
P
PIC 801 801
DUMP PISTON V. CLOSE
0.27 MPA P.C.V.
FROM 2ND BLEED & 1.0/0.24 MPA P.R.V.
(4)
054VPC
100
AUX. CONDENSER
65
PAHH 817
PAH 817
PM 817
NOTE: (3) TO CLEAN DRAIN TK (4) TO ATMOS.DRAIN TK
125
051VPC 052VPC 053VPC EXH.STM SPILL V.
200
(4)
125
AOS 812
350
3.2.1
Condensate Water System

Teikoku Machinery Works, Ltd. 2 sets Centrifugal vertical 90 m3/h at 85 mth 440V, 45kW, 1,800 rpm Grease Extractor Maker : No. of sets : Type : Flow Capacity : Deaerator Maker : No. of sets : Type : Storage capacity : Main Condensate System Mitsubishi Heavy Industries Ltd. Surface type with dump steam chamber 2,860 m2 11,500 m3/h 5m 19 mm diameter, 0.7 mm thickness The prime function of the main condensate system is the removal of condensate from the main condenser and its delivery to the deaerator, for return to the boilers by the feed pump. The condensate performs other useful functions during this transfer, as detailed below. Two pumps of full capacity are arranged to take suction from the main condenser, one is running and the other for standby. They are designed to auto-cavitate so that if they lose suction, the normal cavitation associated with this takes place away from the impeller. Cavitation can cause damage and erosion in centrifugal pumps particularly to the impeller. By the nature of the conditions under which these pumps operate with no positive head and variable flow rates, cavitation is a real danger. For this reason the pump is designed so that cavitation will not cause damage. The pump delivers the condensate into the main condensate system. It passes through the condensate cooled distilling plant, the gland steam condenser cooling tubes and the low pressure feed heater. These can all be bypassed if necessary. This routing of the condensate serves the dual purpose of condensing or cooling other sources of heat within the plant and heating the condensate. This greatly improves plant efficiency as well as performing cooling functions. Several branches from the main condensate line supply condensate to the following services : Main dump desuperheater spray water Main condenser dump steam chamber spray water Main turbine astern water spray Main Condenser vacuum pump water seal Main feed water pumps mechanical seal Boiler water analysis unit cooling Boiler chemical feed tank filling Takatori Seisakusho Co., Ltd. 1 set Duplex Pylen Filter 120 m3/h A branch situated at the condenser recirculation line, provides cooling spray water to the astern turbine exhaust. Due to the inefficiency of the astern turbine its exhaust still has a high level of enthalpy and temperature. Sustained running of the astern turbine could cause overheating of the condenser shell and tubing and therefore the spray water is applied whilst going astern. This valve operates automatically when an astern movement is detected. The main condensate system joins the auxiliary condensate system and is directed either to the deaerator, or to the distilled water tanks, depending upon the deaerator level at the time. Under steady plant conditions all the condensate will be delivered to the deaerator but at times of plant load change, a situation can occur where there is too much condensate in the system and some will be spilled out to the distilled water tank. Main Condenser Level Control The water level in the hot well is controlled by cavitation control of main condensate pump in principle. A branch from the main condensate line, situated between the gland steam condenser and the first stage feed water heater, returns to the main condenser via a control valve 190VPF. The level of water in the main condenser is maintained in order to prevent the condensate pump from losing suction. This function is controlled by the ICAS system which measures the condenser hot well level. If the level should increase to normal level +450mm, the standby pump will automatically start when the high level switch is activated. The standby pump will stop when the level reaches to normal +300mm and a separate switch at this level is activated. Deaerator Level Control The water level in the deaerator is maintained by the level transmitter which controls two valves, spill valve 132VPF and make-up valve 142VPF, in a split range configuration. The spill valve 132VPF is for dumping water back to the distilled water tanks, in the case of a high level in the deaerator. The makeup valve 142VPF is for filling the deaerator by adding more to the atmospheric drain tank. The level in the drains tank will rise and valve 174VPF will open and supply more water to the system. A level switch is provided to inhibit the automatic starting of main feed water pump in stand-by in the event of extremely low level in deaerator (Normal level - 1240 mm). In this case, the running pump will trip automatically also to prevent possible overspeed.
Main Condensate Pump Maker : No. of sets : Type : Capacity : Rating : Drain Pump Maker : No. of sets : Type : Capacity : Rating : Main Condenser Maker : Type : Cooling surface : Cooling water flow : Tube plates Distance : Tube size : Auxiliary Condenser Maker : Type : Cooling surface : Cooling water flow : Tube plates Distance : Tube size : Gland Steam Condenser Maker : Type : Cooling surface : Cooling water flow : Tube plates Distance : Tube size :
Teikoku Machinery Works, Ltd. 3 sets Centrifugal vertical 45 m3/h at 70 mth 440V, 22kW, 1,800 rpm
DongHwa Entec 1 set Direct contact 22.5 m3
Setouchi Kogyo Co., Ltd. Single pass shell and tube 315 m2 2,600 m3/h 4.4 m 19 mm diameter, 0.7 mm thickness
Mitsubishi Heavy Industries Ltd. Single pass shell and tube 25 m2 102.5m3/h 1.9 m 16 mm diameter, 1.0 mm thickness
1st Stage Feed Water Heater Maker : DongHwa Entec Type : Shell and U-tube Heating surface : 145 m2 Cooling water flow : 94,500 m3/h Tube size : 19 mm diameter, 1.2 mm thickness
A branch from the main condensate line, situated after the gland steam condenser supplies condensate to spray nozzles situated in the dump steam chamber of the main condenser. This provides further cooling of the dump steam whilst reheating the condensate being sprayed.
3.2.1

Make-up water to the condensate system during hot plant conditions is led from the distilled water tank(s) through make-up control valve 142VPF to the atmospheric drain tank. The initial filling valves 145VPF fitted at the main condenser hotwell should be closed while normal plant operation. The deaerator is situated at a high point in the engine room to provide a positive suction pressure for the feed pumps greater than the saturation pressure of the water at the pump suction. This prevents the water boiling at the feed pump suction and causing cavitation. The water enters the deaerator through a series of spray nozzles where it meets the heating steam. The steam is supplied from the 0.17 MPa range which is the feed pump exhaust line. Spraying the feed water gives it a large surface area in which to make contact with the steam. This condenses the steam to become one with the feed water and allows oxygen and other non-condensable gases to be liberated. The gases are vented from the top of the deaerator through a vent valve which should always be set for optimum performance. Adjustment of the vent is dependant on the results of the dissolved oxygen tests (See 3.2.1bDeaerator). Preparation of the Main and Auxiliary Condensate Systems The following procedure covers preparation of the systems prior to and during lighting of the boilers. a) b) c) Ensure that the instrument and gauge valves are open and that instrument air is supplied to the control units. Check that all services and bypass valves on the condensate system are shut. Fill the atmospheric drains tank from one of the distilled water tanks. Set the system valves as follows : Description Distilled water tank suction valve Cold start feed water pump suction valve Make-up control valve Make-up valve inlet and outlet valves Make-up bypass valve Make-up valve to the atmospheric drain tank Filling valve to the main condenser Valve
135 or 136VPF 008VPF 142VPF 141 / 143VPF 144VPF 146VPF 145VPF
Auxiliary Condensate System The condensate from the auxiliary steam systems such as fuel and tank heating, feed heating and exhaust steam is eventually fed to the atmospheric drain tank. The auxiliary condensate systems prime function is the return of auxiliary steam system condensate and drains to the deaerator, for return to the boilers by the feed pumps. The condensate performs other useful functions during this transfer, as detailed below. The atmospheric drain tank, capacity 6 m3, receives condensed drain water and condensate from various sources around the steam system including the inspection tank. It acts as a reservoir for the system drains only, with all drains contamination taking place elsewhere in the system (See 3.2.6 "Contaminated Drain System"). The atmospheric drain tank is equipped with three equal capacity drain pumps which are set to starting priority 1st, 2nd and 3rd. The 1st will act as the duty pump with the 2nd pump as standby and the 3rd as standby to the 2nd pump. The pumps are set in duty / priority mode from the ICAS. All three pumps will then be set in automatic mode and priority 1 pump starts as the duty pump. The standby pump will start if there is a failure of the higher priority pump or a low pressure (400 kPa) in the discharge line is detected. The level in the tank is controlled by valve 174VPF, which controls water flow from the drain pump. A valve 165VPF with an orifice which recirculates the water from the pump discharge line back to the tank is provided to maintain the minimum flow of the pump against full close of the level control valve. If the level should increase to activate high level switch (1,450 mm from tank bottom), the standby pump will automatically start. The pump will stop when the level drops and low level switch (800 mm from tank bottom) is activated. A duplex grease extractor unit is fitted in the discharge line to filter out oil and grease. These units operate with one in-line and one off-line. The off-line unit is kept pressurised and ready for immediate use. Once a unit has been taken offline, it should be cleaned immediately and made ready for immediate use. Make-Up Water Supply This vessel has two distilled water storage tanks, any of which can be used to supply the condensate system. Normally one distilled water tank would be set for filling with a different tank in use and the other as a standby tank. Initial filling of water to the systems is performed manually from the distilled water tank to main condenser hotwell via make-up control bypass valve 144VPF with running the main condensate pump In this case, close surely the filling valve 146VPF for atmospheric drain tank, or the water will overflow from the tank. e) Set the system to now fill and maintain the level in the deaerator. Set the system valves as follows : Description Valve 151/152/153VPF Drain pumps suction valves 161/162/163VPF Drain pumps discharge valves 174VPF Drain tank level control valve 176/175VPF Drain tank level control valve inlet and outlet valves 177VPF Drain tank level control bypass valve 165VPF Drain tank recirculating valve
Grease extractor inlet and outlet valves
Position Open Open

Operational
Open Closed Open Set Close Open

Operational
Gland steam condenser bypass valve

Gland steam condenser inlet and outlet valves
185VPF 132VPF 131 / 133VPF 134VPF 119 / 121VPF 120VPF 122VPF 181/182/ 169VPF 186 / 187VPF
Open Close Open Closed Open Open Open f)
Spill control valve Spill valve inlet and outlet valves Spill bypass valve 1st feed heater inlet and outlet valves 1st feed heater bypass valve Deaerator feed inlet valve Feed water pump mechanical seal valves Feed water pump mechanical seal vent valves
Select a DUTY drain pump and place it on AUTOMATIC. Place the other drain pumps on STANDBY.
CAUTION The drain pumps must be operational shortly after the make-up to the atmospheric drain tank has been established. The make-up valve is controlled by the deaerator level controller and takes no account of the level in the drain tank. To Prepare the Main Condenser for Operation g) Establish the main sea water circulating system through the main condenser (See 3.5.1 "Sea Water Circulating System"). h) Close the atmospheric drain tank make-up valve 146VPF. i) Open the main condenser make-up valve 145 VPF.
Position Open Closed

Operational
Open Close Open Close
The atmospheric drain tank will now start to fill and will continue until a level is established in the deaerator. It is therefore important to start the drain pumps as soon as possible.
The level in the main condenser hotwell will start to rise. Open the bypass valve 144VPF around the make-up valve and allow the condenser hotwell to fill to slightly above normal level. (Note : If the make-up bypass valve is used during this operation, it must be closed after use.)
3.2.1

Procedure to Shut Down the Main Condenser
(For change main dump steam over to the auxiliary condenser)
Observe the atmospheric drain tank level during this operation and re-open valve 146VPF to allow make-up to take place if necessary. When the condenser hotwell level is satisfactory: j) k) l) Close valve 145VPF and restore the atmospheric drain tank make-up to normal operation by opening valve 146VPF. Check that the condenser recirculation valve 190VPF is operating properly. Set the system valves as follows : Description Main condensate pumps suction valves Main condensate pumps discharge valves Balance line valves Main condensate pumps sealing water valves Suction valve sealing water valves Distilling plant inlet and outlet valves Distilling plant bypass valve Main condenser recirculating inlet and outlet valves Main condenser recirculating bypass valve Valve
101/102VPF 112/114VPF 103/104VPF 106/107VPF 108/109VPF 128/129VPF 130VPF 191/192VPF 193VPF
The auxiliary condenser is not operated normally as long as the main condenser is sound conditions. a) Transfer electrical load on the turbine generator to the diesel generator. b) Start the auxiliary sea water circulating pump and circulate the auxiliary condenser. c) Shut down the off-load turbine generator. d) Change the turbine generator exhaust valve 001 / 011VPC to the main condenser over to the valve 021 / 022VPC to the auxiliary condenser. e) Change the main dump steam valve to the main condenser 037VPC over to the valve 038VPC to the auxiliary condenser. f) Change the 0.17 MPa steam range dump over to the auxiliary condenser by 055VPC and 056VPC. g) Start the turbine generator and transfer the electric load from the diesel generator if required. It is important to confirm the electric demand is less than 2,000kW with normal driving steam conditions (5.88Mpa x 510), because of atmospheric back pressure operation. h) Stop the main turbine, shut the steam stop valves, engage the turning gear and do not put on the main turbine warming through steam. i) Shut down the main turbine gland steam system. j) Slowly reduce the main condenser vacuum to fall off completely. Continuously check the main condenser for hot spots indicative of a steam leak. k) Allow the main turbine and condenser to cool down before stopping the main sea water circulating pump. l) Isolate the condensate recirculation valve 190VPF and the astern cooling spray valve. m) Stop the main sea water circulating pump, jack and lock the main condenser inlet and overboard valves. n) Stop the condensate pump and ensure that the condenser does not start to fill up. o) The sea water side has been completely drained. If checking for leaking tubes, it is possible to leave the vacuum pump operating and use cling film on the tube plate to locate the damaged tube. This check can also be done the conventional way, by filling the condensate side with a water / fluorescence mixture and checking the tube plate with a fluorescent lamp from the sea water side. When using a water / fluorescence mixture, the condenser must be thoroughly rinsed out before returning to service, in order not to contaminate the boilers. (Note : Before entering the sea water side of the condenser, open the doors and use a portable fan to aerate the chamber, leaving the forced ventilation in place during the time that personnel are inside.)
(Note : If the intention is to enter the steam side of the condenser, it must be remembered that in several steam lines to the condenser there is only single valve separation, depending on the method of condenser shut down.)
Alarms Sensor FS LT LT Tag No. 076 089 159 Function Main condenser level (from normal level) Set point ESD + 5 5 0 mm A S L D + 4 5 0 mm L A H + 3 0 0 mm
Position Open Open Open Open Open Open Closed Open Closed
FS FS LT LT LT
735 735 835 835 733/734
Atmos. drain tank level (from tank top) (from tank bottom) Deaerator level (from normal level) Distilled water tank level (from tank bottom) Gland condenser outlet temperature M.F.P.T. seal water differential pressure Main condensate pump discharge salinity Drain pump discharge salinity Aux. condenser outlet salinity
L A H - 3 5 0 mm L A L + 5 0 0 mm L A H + 4 0 0 mm L A L - 4 0 0 mm L A L + 1 5 0 0 mm
m) Start the main condensate pump. The condensate will now recirculate back to the condenser until the level in the condenser rises and the recirculation valve closes in. n) Operate the services to the following items as required by setting the valves as shown below : Position Open
Operational
TR
826
TA H
60
Description Dump steam condenser chamber spray valves

Dump steam condenser chamber spray piston valve
Valve
125/127VPF 172/173VPF
DPS
581
DPAL
20 KPa
Open
Operational
Dump steam desuperheater spray inlet valves

Dump steam desuperheaters Astern turbine cooling spray inlet and outlet valves Astern turbine cooling spray piston valve
SAL
831
4 ppm
Open
Operational
Open Open Open
Feed water pump mechanical seal valve Vacuum pump seal water valves Suction valve sealing water valves
183VPF 178/179VPF 198/199VPF
SAL
832
4 ppm
SAL
834
4 ppm
3.2.1a

DEAERATOR
125
(WATER SIDE) DUMP STM EXT. DESUPERHTR
FROM ACC
122VPF
H/S
100
TM 826
120VPF
40
173VPF
TIC 818
100
DUMP STM
TO MAIN OR AUX.CONDR
100
121VPF
125 125
1ST STG FD.W.HTR

119VPF
40
185VPF
172VPF
DPAL 580 DPS
GREASE EXTRACTOR
50
A
836
175VPF 174VPF 176VPF
DUMP STM
LM 835
LAH 835
LAL 835
6 100
167VPC
199VPC
100
179VPF
100
15
LIC 835
NO.2
25 15 15 15 100 25
183VPF
169VPF
MAIN CONDR VACUUM PUMP

AC 617
LAL 734 LM 734
25
25
RO 617
RM 617
SA 617
178VPF
TO DOSING 6 DILLUTION STATION TO FEED W.ANALY.
NO.2 DIST.W.TK
LI
NO.1 DIST.W.TK
LI
LAL 733 LM 733
100
168VPF VACUUM BREAKER
SAH 832
SM 832
170VPF
166VPC 198VPC
NO.1
6
25 125
NO.1 DIST.PLANT
125
129VPF
50
P
25
DPAL 581 DPS
182VPF
FOR SAMPLE
835
SPILL VALVE 133VPF 131VPF 132VPF
125 65 125
25
DPAL 581 DPS
181VPF
25
A
125
139VPF 136VPF 135VPF 138VPF
65
125
128VPF
50 150
P P
DIST.PLANT CIRC.W.TK
186VPF
134VPF
65
65
TO AUX. FEED W. LINE
FD W.SUC.
FD W.SUC.
65
821 190VPF 191VPF
65
143VPF
150
FOR SAMPLE
FOR SAMPLE
125
130VPF
MAKE-UP V.
100 65
NO.2
6
187VPF
NO.1
6
186VPF
FROM FD W.ANALYZER
25 50
50
TAH 826 TM 826
MAIN FD.W. PUMP

50
15
180VPF
A
50 TO COLD START FD.W.PUMP
192VPF
SAH 832
SM 832
170VPF
80
193VPF
AOS 048
OIO 048
OIS 048
AUX.CONDR
80
25
80
100
6 150 25
FOR SAMPLE
PM 832
165VPF 163VPF
25 80
T
6
50
127VPF 125VPF
65
50
109VPF
125
GLAND CONDR
TM 8364
T
C
160VPF 153VPF
65
NOTE: (2) TO CLEAN DRAIN TANK

AST.W. SPRAY SPRAY W. FOR DUMP STM
250
P
25
PM 829 PS
CHANGE OVER
AOS 047
OIO 047
OIS 047
102VPF 104VPF
SAH 834
50
107VPF
200
NO.2
SM 834
NO.3
162VPF
50
CHANGE OVER
FOR SAMPLE
25
113VPF
613
100
80
PS
125
114VPF
ASD 089 LAH 159 LM 159 ESD M/T TRIP 076

FOR ST-BY 613 MAIN CONDS AS PUMP
25
SAH 831 SM 831
146VPF
C
FS
LAH 735
FOR DRAIN PUMP
P
PS 616
100
152VPF
MAIN CONDENSER
LIC 821
TM 825
103VPF
AST FS 616 FS AS 616 LAL 735
NO.2
161VPF
CHANGE OVER
250
101VPF
80
MAIN CONDS.PUMP
ASS 613 AC 613 RO 613 RM 613 SA 613
108VPF
105VPF
110VPF
150
NO.1
C
6
6
106VPF
262VPF
80
FS FS
FS
C
100
TM 844 TAH 844 ASS 616
151VPF
P
PS 616
AST
FLASH CHAMBER
150
FOR SAMPLE
ATMOS.DRAIN TK
381VPD
NO.1
DRAIN PUMP
AC 616 RO 616 RM 616 SA 616
CHANGE OVER
111VPF
125
112VPF
FS 613
145VPF
65
LIC 836
25
(2)
100
PS 616
100
80
177VPF
3.2.1b
Deaerator
To reduce the dissolved oxygen to the necessary low figure, a special direct-contact feed heater designed to meet all the above requirements is included in the feed -heating system. Steam is introduced into the heater shell and the feed water is sprayed into this steam, falling through a series of perforated trays in the opposite direction to the steam flow. Steam condenses in the incoming water spray, giving up its latent heat to the water and raising the temperature of the latter to saturation temperature. To reach the incoming water spray, the steam has to pass upwards through the curtains of falling water, removing the oxygen and driving it towards the vent, and thence to the atmosphere.
De-aeration of boiler feed water

Even in fully closed systems, not open to the atmosphere, there is always the possibility of the feed water being contaminated by dissolved oxygen. This is due to small quantities of air coming over with the steam, and to air leakage into sections of the steam and exhaust and feed systems which work at pressures less than atmospheric pressure. The amount of oxygen which water will hold in solution decreases with increased water temperature, and theoretically becomes zero when the water is at the saturation temperature corresponding to its pressure. Thus any oxygen which is in solution in the feed water will be released at any point or points in the system at which saturation conditions exist. Such conditions exist: (a) in the boiler drum, and (b) in the condenser. Oxygen released in the boiler drum could accumulate and become a potential danger for boiler corrosion, hence means must be provided in the feed-heating system to remove as much dissolved oxygen as possible from the feed water.
To achieve this, there are several requirements : 1. The feed water must be at the saturation temperature corresponding to its pressure. 2. The feed water must be broken up into droplets - the smaller these droplets, then the easier it is for the dissolved oxygen to be released. 3. The water droplets must be in contact with steam in such a manner and for sufficient time to enable the steam to "scrub" the oxygen and other incondensable gas from the water. 4. The oxygen and incondensable gas must be continuously removed. 5. The equipment used for de-aeration should operate at a pressure above atmospheric pressure at all times.
FEED WATER IN. AIR OUT.

SPRAY CHAMBER SPRAY NOZZLE BAFFLE PLATE PRIMARY HEATING CHAMBER FLOW DIRECTION BAFFLE
A deaerator heater of this type in Illustrate will reduce the oxygen content of the STEAM IN. feed water to not more than 0.005cm3/litre, whereas condenser de-aeration could not normally be expected to give less than 0.015-0.02cm3/litre. The condenser can therefore be regarded as the primary stage, and the deaerator heater the final stage of de-aeration. The feed-heating stages are chosen so that the direct-contact deaerator heater can be accommodated high up in the engine-room casing. The deaerator heater is combined with a de-aerated water-storage tank containing about ten minutes' supply of feed water at full power. This stored de-aerated water acts as a "buffer" in the system, to accommodate any transient differences between condensate pump output and boiler feed pump demand during power changes or manoeuvring, without having to spill excess water to, or receive make-up water from, atmospheric drain tank in which the water could absorb oxygen. The deaerator storage tank level can vary over a reasonably wide range, and as this level reflects storage or excess of water in the system, it is used to initiate operation of the deaerator control valves. High deaerator level opens the spill valve to pass excess water to the distilled water tanks, while low deaerator water level opens the make-up valve to pass water into the system via the atmospheric drain tank. As the water in the distilled water tanks is in contact with the atmosphere, it is likely to contain dissolved oxygen.
N.W.L.
CORN PLATE BALANCE PIPE
STEAM CHAMBER
By the nature of its function, the condenser fulfils these requirements to some extent, and gives a reasonable degree of de-aeration. However, unless primarily designed for de-aeration in addition to its other function, the condenser cannot give the low oxygen content necessary for modern high-pressure boilers. Toward the condenser bottom for example, the condensate falling from the tubes is likely to be in large masses rather than droplets; any undercooling of the condensate below the saturation temperature will render it capable of reabsorbing small quantities of oxygen, particularly if there should be any air concentrations in the condenser; air leakage into the condensate pump suction piping or into the pump glands can also cause aeration.
STORAGE TANK
FEED WATER OUT.
3.2.2
Boiler Feed Water System

Operation of Main Feed Pump
The main feed water line is the normal route for the feed flow through to the boiler steam drum. The main feed water line passes to the economiser inlet header through the 3rd stage feed water heater, the feed regulating valve and the motorised feed stop valve. The feed regulating and boiler level control system is described in section 4.3.4 Boiler Control Systems. Each main feed pump is provided with a recirculation line to the deaerator. Recirculation is necessary to prevent overheating of the pumps during low feeding conditions. Recirculation of main feed water pumps is controlled automatically. A small sized cross-connection with an orifice and valves 037 / 038VPF is piped at both main feed pumps discharge to maintain warming condition of the standby pump by the running water. The regulated quantity of feed water gains further heat from the boiler flue gases in the economiser and exits at the economiser outlet header. The boiler main feed stop valve is situated between the economiser and the boiler steam drum. Under normal operating conditions, the main feed pumps are started remotely. For automatic start-up, the switches on the ICAS screen must be in the 'Auto' position. To allow safe remote and standby start, the following are provided : a) Steam traps at upstream of the electric motor driven main steam stop valve, main steam turbine inlet and turbine exhaust casing to remove accumulated condensate. A small sized bypass line with an orifice is fitted around the motor driven main steam stop valve for turbine warming. A small sized cross-connection with an orifice between the discharges of both pumps for warming the standby pump by running one. A common pneumatically operated recirculating valve 033VPF, which is operated automatically to maintain minimum flow and prevents overheating of pumps.
Main Feed Water Pump (See 6.1 Main Feed Water Pump) Maker : Type : Capacity : Shinko Industries Ltd. Multistage horizontal, centrifugal 140 m3/h at 7.84 MPa
Cold Start Feed Water Pump Maker : Type : Capacity : Rating : Teikoku Machinery Works, Ltd. Multistage horizontal, centrifugal 5 m3/h at 2.45 MPa 440V, 22kW, 3,600 rpm
b) c)
3rd Stage Feed Water Heater Sasakura Engineering Co., Ltd Maker : Shell and U-tube Type : 68 m2 Heating surface : 94,040 m3/h Cooling water flow : 19 mm diameter, 2.6 mm thickness Tube size :
d)
Set the valves to allow remote or automatic start-up the main feed pumps as follows : Position Open Open Open Open Open
Operational
Auxiliary Feed System

Main Feed System The Boiler Feed Water System consists of one deaerating feed water heater, two main feed pumps, one cold start feed pump, one high pressure 3rd stage feed water heater and all other necessary piping and fittings necessary to provide feed water to the two main boilers. The main feed system returns the condensate from the steam plant consumers back to the boilers. This involves raising the pressure sufficiently to create flow against the boiler steam drum pressure. This is achieved by turbine feed pumps which are high speed multi-stage centrifugal pumps. Two main feed pumps are supplied, one in use and one on standby. A third electrically driven cold start feed pump is supplied for use during the initial starting phase of the plant warming through procedure. The feed pumps take suction from the deaerator feed outlet which is situated high up in the engine room. This provides a suction pressure at the pump large enough to prevent the feed water from boiling at the pump entry. The location of the deaerator has the added benefit of providing a large reserve of water for the feed pumps in the event of a blackout. All feed pumps can deliver their output into both the main feed water line and the auxiliary feed water line. The auxiliary feed water line is provided for use when a problem develops with the main water line or the feed regulating valve or system. Its most direct route to the boiler bypasses the economizer. The auxiliary feed water valve is hand operated and under steady load conditions it requires little movement to maintain a steady steam drum water level. Spray water for 1.0MPa steam external desuperheater is supplied from either the main or auxiliary feed lines. The water is depressed by a pressure reducing valve 054VPF to 3.0MPa before entering the desuperheater. A recirculation line with double shut valves 057 / 058VPF and an orifice is provided for preventing over pressurizing in the line after the pressure reducing valve 054VPF when the supply of spray water is fully shut down by the control of desuperheater.
Open Open Open Open Open Open
Description Deaerator outlet Steam exhaust Feed water suction Feed water discharge Feed water recirculating Automatic recirculating valve Feed water recirculating on deaerator Turbine warming Pump warming LO cooler cooling water inlet LO cooler cooling water outlet Gland leak off isolating
No.1
041VPC 002VPF 012VPF 031VPF
No.2
042VPC 003VPF 014VPF 032VPF
Common
001VPF
033VPF 036VPF 023VPA 037VPF 065VPG 067VPG 045VPC 024VPA 038VPF 066VPG 068VPG 046VPC
It is recommended that the turbine nozzle hand valve is opened at all times. This will permit operation at any capacity within the capable of the pump. The recirculating feed water valve 036VPF on deaerator should be opened at any time with a lock.
3.2.2

Controls
The feed water flow rate to main boilers is controlled by main feed water regulating valve (26B). The feed water regulating valve (26B) of each boiler maintains a water level in the steam drum under varying load conditions. The level can be selected to be either variable or fixed. This is achieved using a control system to monitor steam flow from the boiler for feed forward, feed water flow for feed back and steam drum level. The main feed pumps are controlled to maintain the constant differential pressure between steam drum and feed water common line. The main feed water common pipe pressure is controlled to higher pressure steam drum plus 1.0MPa, but the common pipe pressure is kept in minimum 7.0MPa. The main feed pumps can also be controlled to maintain the constant discharge pressure (7.84MPa) by the local control panel. Auto Start request to the standby pump will be initiated by failure of the running pump sensed by either main feed water low pressure (6.7MPa) or low differential pressure between steam drum and feed water common line (0.2MPa). Auto Start of the standby pump will be inhibited in case of extreme low water level in the deaerator (Normal level minus 1240mm). The recirculation valve is opened automatically by one of following conditions.

Operation of Cold Start Feed Pump

The cold start feed pump is manually started and the suction may be arranged from either the deaerator or the distilled water tanks. Set the valves before starting pump as follows : For Deaerator Suction Position Open Open Open Open Open Close Close Description Deaerator outlet Pump suction Pump discharge Boiler auxiliary feed stop Boiler auxiliary feed stop Economizer bypass valve Boiler main feed stop Valve 001VPF 004VPF 025VPF 11B 12B 13B 4B
Alarms
Sensor SAL PT DPT Alarm No 833 571 572 Function Deaerator outlet salinity Main feed water H PAL DPAL Set point 4 ppm
6.7 MPa 500 KPa
LT LT LT LT LT LT LT LT
463 521 521 464 072 082 083 064
Main boiler drum level (Main boiler)
ESD LAH LAL ESD ESD ASLD ASLD ESD
+240 +130 -130 -240 +220 +200 -200 -240
mm mm mm mm mm mm mm mm
For Distilled Water Tank Suction Position Open Open Open Open Open Close Close Description Distilled water tank suction Pump suction Pump discharge Boiler auxiliary feed stop Boiler auxiliary feed stop Economizer bypass valve Boiler main feed stop Valve 135/136VPF 008VPF 025VPF 11B 12B 13B 4B
(Main turbine)
Plant mode is maneuvering Boiler feed water flow is below 25 m3/h Both feed water pumps are run
The motorized feed stop valve (20B) of each boiler is provided against carry-over the water in the steam drum and it will close automatically by the extremely high water level in the steam drum (Normal level plus 220mm).
3.2.2a
SET AT 9.07 MPA 21B
NOTE:
8B 7B 016VPF
TO 1.0 MPA DESUPERHTD STM LINE
64B
(2) TO CLEAN DRAIN TK (3) TO ATMOS DRAIN TK
40
65B
NO.2 MAIN BLR
020VPF 019VPF
TM SPM
TAL 806
TAH 806
TM 806 TIC 807
DEAERATOR
LOCKED OPEN
TRIP & START INTERLOCK FOR ST/BY FD.W.PUMP
100
61B
12B 62B
4B
T
100
ECO.
ABNOR
XA 497 OIS 497 OIO 497 807
T A I/P P
807
FS
551
25
036VPF
6B 5B
100
13B
100
20B
FROM CONDS. PUMP DIS.

PIC 807
1.0 MPA DESUPERHTR
001VPF
"C"
200 50
(2) 203VPF
11B
FROM A.C.C.
ACC 496 PM 571 PAL 571
FOR FD.W. PUMP CONTROL

PIC 553 PM 501 DPI 572 DPL 572
26B 1B 053VPF 054VPF
25 100
055VPF
50
ACL 497
100
(2)
25
056VPF
T
FM 6/0.6 MPA P.R.V.
TM 827
10
TO ANALYZER
FOR FWR
029VPF
407
25
057VPF
058VPF
25
SAH 833
SM 833
P
100
202VPF
10
40
FROM DIST.W.TK
PIC 553
125
200
FM OXYGEN SCAV. CHEMICAL TK
50
50
200
DPI 572 DPL 572 PIC 553 PM 501 ACC 496
S
407
008VPF
004VPF
OIO 567
50
FOR FWR
200
TO DISTILLING PLANT
1B
26B
25
LS
003VPF
033VPF
AOS 569 OIO 569
OIO 567
LS
002VPF

11B
P
ACL 497 OIO 497 OIS 497
P
AC 552 RO 552 RM 552
FROM A.C.C.
13B
20B
AC 552
RO 552
RM 552
SET AT 9.07 MPA 21B 064VPF
100
XA 497
SA 612
RO 612
RM 612
100
P
50
100
100
COLD START FD.W.PUMP
NO.2 MAIN FD.W.PUMP
RO 569
NO.1 MAIN FD.W.PUMP

P
125
7B 8B
ABNOR
50
50
015VPF
125
40
40
019VPF
TM SPM
25
038VPF 037VPF
25
25
61B 62B
100 25
5B 6B 64B 051VPF 65B 052VPF
25
40
12B
4B
ECO.
021VPF 022VPF
125
011VPF 012VPF
NO.1 MAIN BLR
SET AT 10.0MPAG (FD.W. SIDE)
TM 828
017VPF
027VPF
(AUX. FEED W. LINE)
100
125
40
100 125
041VPF
3RD STG FD.W.HTR

(2)
042VPF
(MAIN FEED W. LINE)
PROTECT.RING
(3)
80
100
FROM ICAS
3.2.3
Boiler Water Sampling and Treatment System

The main water analyzer unit for the boilers has permanent sample lines fitted. Each sample point is led to a common test equipment which comprises the sample being led through the cooler and then to permanent test meters. The water analyzer unit samples the following points : Port boiler water drum sample : Starboard boiler water drum sample : Feed pump suction sample : Main condensate discharge sample : The amine dosing pump are motor driven diaphragm pumps providing accurate and reliable dosing with no risk of chemical spillage through leaking glands. The pump output is set by adjusting the stroke length.
Sampling, Analysis and Chemical Dosing Unit Maker : Unit type: Dosing Pump type : Tank size : Discharge pressure : Capacity : NALFLEET Nal-Trak3000HP For HP : KM281-2-10021 For LP : KM208-1.0-10361 4 x 25 litres For HP : 10.0Mpa For LP : 1.0 Mpa For HP : 0-2.4 litres/h For LP : 0-1.2 litres/h
pH, Conductivity and Resolved oxygen
Chemical analysis and treatment of feed water is undertaken to prevent corrosion and scale formation in the main boilers and feed system and degradation of the steam quality. Inadequate or incorrect treatment can result in severe damage to the boilers and constant monitoring is necessary to give an early indication of possible contamination of the feed water. Chemical treatment and analytical tests must be undertaken in accordance with the detailed instructions given by the chemical supplier and the water characteristics maintained within the ranges specified. Test results are to be recorded in a form that enables trends and the effect of treatment to be monitored. The dissolved solids in the boiler water are controlled by use of scum lines in the steam drum and/or blow down valves in the water drum, through which these impurities are discharged overboard. These systems are an integral part of the boiler water treatment.
Manual testing should be carried out to test for contaminants not covered by the permanent testing meters. Manual testing should also be made to check calibration of the permanent test meters on a regular basis. Samples are cooled to give a constant temperature for the test equipment. The cooling water is taken from the condensate water system where it is returned to atmospheric drain tank it has passed through the coolers. Sample water from the boilers and the feed system is returned also to the atmospheric drains tank from where it is recycled into the condensate system.
The phosphate and alkalinity chemicals are supplied into the steam drum of main boiler. Each unit consists of a tank into which the chemicals to be dosed are mixed with distillate water supplied from the main condensate system. The units serve the both boilers using high pressure dosing pumps to inject the chemicals into the steam drum, through its chemical injection valves. The chemical dosing line is common and therefore each chemical is dosed sequentially to each steam drum by switching solenoid valves fitted at discharge of each dosing pump. The pump is started locally and will stop automatically The metering pumps are used to apply the alkali and phosphate boiler treatment products. These pumps are capable of generating the high output pressures needed to inject the treatment directly into the boilers. These pumps use a hydraulically actuated diaphragm design to produce the high pressure without danger of leaking seals. A piston pump running in an oil bath drives the diaphragm pump head. The pump stroke is controlled by a sliding vent shield around the piston which allows oil to recirculate for part of the piston stroke.
Chemical Dosing and Dilution Units

There are four separate chemical injection units fitted to supply chemicals to the boilers and feed water system. As these units contain chemicals, they are constructed of chemical resistant materials such as stainless steel throughout. The oxygen scavenging chemical is supplied continuously into the deaerator and the amine chemical is injected into the drop line to the feed water pump suction. Each unit consists of a tank, which is filled with a mixture of distillate water supplied from the main condensate system. They are mixed in the tank and the resulting mix is injected into the deaerator and the feed line through the respective metered pump. The pump for oxygen scavenger is continuously powered and independent of the master pump power switch. This pump has no stroke length adjustment device. Its output is controlled by adjusting the motor speed. In normal operation the pump speed is adjusted according to the dissolved oxygen level by the Nal-Trak 3000HP controller using a 4-20mA control signal. A priming facility is built into the pump electronics and is accessible on the pump control panel.
Water Analysis and Treatment Integration with the ICAS System The ICAS screen displays the continually updated results from various test points around the feed system. It also allows monitor of the dosing pumps. On-line analyzers are fitted to various units in the feed system and constantly monitor the water condition raising an alarm when a specific contamination is detected. They are fitted at the following points : No.1 evaporator distillate : No.2 evaporator distillate : Distilling plant circulating water Auxiliary condenser outlet : Drains pump discharge : Deaerator outlet : Main condensate pump discharge : Salinity Salinity Salinity Salinity Salinity Salinity Salinity
After the treatment mixture has been pumped, the lines should be flushed for a minimum of thirty minutes at maximum stroke to ensure the treatment is displaced to the boiler(s). WARNING Handling chemicals is a hazardous procedure and full protective clothing must be worn at all times whilst handling these substances.
3.2.3
Alarms Sensor

Tag No. 838 Function Conductivity (Boiler water) H (Main feed water) H pH (Boiler water) H (Main feed water) L H L 840 Dissolved oxygen (Boiler water) H (Main feed water) H 10.4 9.5 9.2 8.3 Set point 300 S/cm 5 S/cm Control of the feed water pH is necessary to prevent corrosion in the feed water system. Too low a feed water pH will result in corrosion in the feed water system with the corrosion products being carried into the boiler where they form scale and sludge. Too high a pH can result in damage to any copper alloys in the system. Feed water pH is controlled by injecting oxygen scavenger into the system before the feed pump suction. Oxygen scavenger also acts as a oxygen scavenger and acts to eliminate oxygen from the system. Oxygen content in the system will result in pitting which can be both rapid and severe. This undesirable effect is avoided initially by the correct operation of the deaerator and then by use of oxygen scavenger injection. Oxygen scavenger does not function as an oxygen scavenger at temperatures below 130C and decomposes once inside the boilers due to the high temperature. It is therefore pointless to add the chemical to the feed system at too early a stage or to attempt to maintain a oxygen scavenger reserve in the boiler. Sufficient oxygen scavenger should be added to leave a detectable trace at the inlet to the boiler i.e. after the economizer. Excessive hardness in boiler water tends to form scale on the tubes which can result in local overheating and tube failure. Hardness is mostly caused by sea water contamination of the feed water and is controlled by chemical injection, forming a harmless sludge which settles and can be blown out of the boiler. It is therefore advisable to keep the hardness of the feed water to a minimum to reduce chemical and feed water consumption. Should contamination be detected in the system, the source must be identified and eliminated as soon as possible, with increased blow down and chemical treatment simultaneously attempting to maintain the pH and phosphate levels in the boiler water. Silica contamination is unlikely to occur whilst using ships make-up water but may occur when the vessel bunkers distilled water, or is operating in a sandy coastal area. Silica solubility in steam increases as boiler pressure increases. This may result in a hard scale formation on turbine nozzles and blades resulting in a drop in efficiency and mechanical troubles. Silica contamination should therefore be restricted to the 3 ppm limit previously defined. Chloride contamination attacks the protective film that forms on the tube surfaces inside the boiler, promoting corrosion. Chloride contamination is easy to measure and can be used as a guide to the dissolved solids content of the boiler water. Chloride contamination can usually be tracked using the feed system salinometers, but where no particular contamination source has been identified and chloride levels are rising, it can be taken as a measure of main condenser leakage. Chloride contamination cannot be tackled by any other means than blowing down and this should be done in practice to keep the chloride levels as low as possible. 20ppm should be considered a maximum. As chloride levels are kept so low in the boiler, it is considered unnecessary / impractical to measure the levels in the feed water. A high dissolved solids content in boiler water results in increased carryover, which results in deposits in the superheater section of the boiler and in the turbine and also results in increased electrical conductivity, which promotes corrosion. Exact measurement of the dissolved solids content is a long and difficult process, however, electrical conductivity is approximately proportional to the concentration of dissolved solids and this relationship can be used to provide an approximate measurement of the dissolved solids total. This relationship is not exact as many ions are not electrically conductive, so this measurement is only a rough guide to the condition of the boiler water. A more useful and accurate measurement is produced by carrying out the chloride ion test detailed above.
839
0.02ppm 0.02ppm
Water Specification (Boiler Manufacturer Figures)

Boiler Water pH : Conductivity : Total dissolved solids : Chlorides : Phosphates : Silica : Feed Water pH : Total hardness : Dissolved Oxygen : Oxygen scavenger reserve : 8.0 - 9.0 (target 8.7) 0ppm 0.02cc/litre 0.01ppm or above 9.6 - 10.3 less than 400S/mm less than 200ppm less than 20ppm 10 - 20ppm less than 3ppm
Sampling Procedure The following information applies to whichever of the sample units is being used. a) Check that the cooling water lines from the condensate system to the individual analyzer coolers are open. Check that the cooling water flow is correct with the flow meter. Ensure that the cooler outlet valve to the sensing units is closed. Open the inlet valve to and the outlet valve from the cooler, allowing the line to be tested to flow through the cooler. Allow several minutes to pass while the line is drained of any standing water which may be present from previous use. Some of these lines cover large distances and must be allowed time to clear in order to ensure a water sample is taken of the water presently in the system. Check the thermometer in the line to ensure that the sample is at the correct temperature. A sample taken while the temperature is too high may not be tested satisfactorily, as the test chemicals and the test equipment is only rated at certain temperatures. Once the line has cleared and the temperature is correct, the valve to the test analyzer units opened. Manual samples may be taken from the bypass line.
b) c)
d)
(Note : The following information is given for general guidance only. Reference must be made to the specific instructions from the boiler chemical supplier regarding final data for chemical treatment of the boilers and feed water.) Corrosion of steel by high temperature water such as boiler water is minimized at a pH of around 12. However, it has been demonstrated that, as the pressure and load on the boiler increases, a high pH value tends to form local concentrations in hot spots resulting in increased local corrosion. For this reason, the pH is maintained at 9.6-10.3 using phosphate treatments instead of highly concentrated caustic soda. This results in phosphate reserve in the boiler water as defined above.
e) f)
WARNING Boiler water samples are taken from the water drum or the main feed line and are therefore at a high pressure and temperature. Great care should be taken whenever these valves to the sample unit are opened. This must be done slowly.
3.2.3

Boiler Compound Injection Unit Boiler Blow Down Procedure
Boiler blow down through the valves on the water drum or steam drum imposes a considerable load on the boiler. When in port, the duty deck officer should be contacted, to ensure that the discharge from the ships side will not be dangerous. The correct amount of blow down is determined from experience and through consistent testing and blowing down procedures. a) Position Open Open Open b) Position Open Open c) Open the following valves fully. Description Ships side blow down valves Boiler primary blow down valve Boiler primary scumming valve Valve 041/042VPF 65B 62B
If any samples are also to be taken from the analyzer unit meters, then clean dry flasks with stoppers are to be used. The flask should be filled to overflowing and sealed to prevent any ingress of oxygen while the flask is standing waiting testing.
Chemicals are injected into the boiler steam drum under its water level. This is done so the natural water circulation system within the boiler will move the chemicals around the boiler and ensure an even distribution. Dosing Procedure a) b) Fill each dosing tank with water from the main condensate discharge, piped to the filling valves. Add the chemicals to be dosed to each tank, based on the results of the boiler tests. Stir the water with a paddle and allow any powdered chemical to dissolve. Open the pumps' discharge valves and the boiler drum chemical injection primary and secondary valves. Ensure that the dosing pump crossover valve and the boiler drum chemical injection primary and secondary valves on the boiler not being dosed are closed. Start the pump motor which drives both pumps simultaneously. Both the pumps can be started locally.
Oxygen Scavenging Chemical Unit

The oxygen scavenging chemical unit should be operated continuously to maintain a constant oxygen scavenger reserve with little fluctuation. The capacity of the tank is such that a full tank will continuously dose the system for approximately three days. The concentration of oxygen scavenger should be varied depending upon the results of the tests.
c) Dosing Procedure a) b) c) Fill the dosing tank with water from the main condensate discharge, piped to the filling valve. Add the oxygen scavenger and amine to be dosed to the tank based on the results of the condensate and boiler tests. Open the tank outlet valve, the pumps discharge valve Open valve 201VPF on the deaerator and 202VPF to the main feed pumps suction line. Start the pump motor. The pump is started initially at local panel and will be automatically started and stopped by local system in accordance with analyzed data. d)
For blow down or scumming, slowly crack open the secondary valve as required, as in the following table. Description Boiler secondary blow down valve Boiler secondary scumming valve Valve 64B 61B
The blow down / scumming line is fitted with an orifice plate which should limit the blow down rate, allowing the secondary valve to be fully opened. This should be done slowly and with due regard to the boiler load. As the blow down progresses, continually monitor the boiler water level and ensure this is being maintained and the feed pump discharge is coping with the extra load. When the blow down is to be stopped, close the secondary and primary blow down valves, then the ships side valve.
The dosing pumps will be stopped by a level switch when the tank is nearly empty. WARNING Handling chemicals is a hazardous procedure and full protective clothing must be worn at all times whilst handling these substances.
d)
d)
e)
The dosing pump will be stopped by a level switch when the tank is nearly empty. WARNING Handling chemicals is a hazardous procedure and full protective clothing must be worn at all times whilst handling these substances.
(Note : Blow down or scumming should always be controlled on the secondary valve to prevent damage to the primary valve.) Blowing of boiler water is usually done by scumming valves on the steam drum. Blow down of the water drum may be done approximately once for every two weeks when the boiler runs under the load of less than 50% of normal rating.
3.2.3a
10
244VPF
S 10
201VPF
DEAERATOR
HYDRAZINE
203VPF
10
243VPF
S 10
202VPF
CONDENSATE TREATMENT
68B
67B
10
242VPF
10
10
15B
16B
NO.2 MAIN BLR
NO.2 MAIN FD.W.PUMP
NO.1 MAIN FD.W.PUMP
10 10 10
BOILER PHOSPHATE
SAMPLE COOLER & TRASAR UNIT

10 S
241VPF
10 10
S S 10 10
15B 16B
NO.1 MAIN BLR

S
67B 68B
BOILER ALKALINITY
TS S
XAL 839
XAH 839
XAH 838
XAH 840
PH
CD
OM
10
10 10
S S S
DOSING & DILUTION SECTION
FS NOTE: (3) TO CLEAN DRAIN TK
FS
FS
MONITOR & INJ.PUMP SKID
15
15
15
15
15
10
15
TO ATMOS. DRAIN TK
25 25
10
15
FROM COND. W.
3.2.5
Clean Steam Drain System

Open drains from low points in the main and auxiliary steam piping and the auxiliary exhaust piping, in general, are directed to the clean drain tank so that they can be directed overboard without treatment as bilge water. The gland steam condenser drain is led to the atmospheric drain tank with U seal which compensates the vacuum in the gland condenser. Drains on the HP 1st stage turbine, main turbine stop and astern maneuvering valves and 1st bleeder are led through orifice plates to the main condenser via drains pockets. These drains are controlled by pneumatically operated valves which are controlled via the main turbine control system. Other drains from around the turbines are led directly to the main condenser via orifice plates to provide permanent drainage. The soot blower system line drains are led directly to the bilge but collected into the clean drain tank. This is due to the intermittent and limited nature of the use of this system and the possibility of solid contaminants such as rust or carbon entering the feed system. For To atmos. drain tank (078VPD) : Open Close : At Normal Mode or 3rd bleed steam pressure over minus 35kPa : At Maneuv Mode or 3rd bleed steam pressure under minus 40kPa
Drains which are considered to have no danger of oil contamination are recycled directly to the main feed and condensate systems. They are collected in either the atmospheric drain tank or the main condenser. Collected drains include : All line drains Burner atomizing steam drains Burner purging steam drains Steam air heaters Turbines casing drains Evaporator drains 1st feed water heater Gland condenser Inert gas system Many of the drains (although not all) are fitted with drain traps. In order to obtain maximum benefit from steam as a heating medium it is allowed to condense in the steam service as this recovers the latent heat of evaporation in the steam. Drain traps are fitted at the outlets from such heating coils so that only water is allowed to pass. Some drain traps are fitted with bypass valve to provide continued service should the drain trap malfunction. These services are the high pressure services, where direct supply to the atmospheric drain tank through a bypass is inadvisable, but guaranteed service is essential. Low priority drains where other drain traps are available elsewhere in the line have no bypass at all. After passing the drains trap, the drains from the two steam air heaters and the 3rd feed water heater are both directed to the 1st feed water heater, where they are utilized for heating the feed water. These drains can be bypassed around the 1st feed water heater during periods when the 1st feed heater is not in use. The drain level in the 1st feed water heater is controlled by a pneumatic level control valve (075VPD) and the drain water is directed to either the atmospheric drain tank or the main condenser. The changeover of these valves is made by two pneumatically operated piston valves (078 / 079VPD) depending upon the plant condition. Two further line valves are fitted, one valve 080VPD at the main condenser and one valve 081VPD at the atmospheric drain tank. Valve 081VPD is a non-return valve to prevent air from the atmospheric drain tank being drawn backwards to the main condenser. The drain level in the 3rd feed water heater is controlled by a pneumatic level control valve (042VPD) and the drain water is directed to the deaerator.
Controls
The drain piston valves of main turbine are automatically operated on the following conditions.
Open Close
: At Slow Ahead : At Half Ahead
The destination of drain water in 1st feed water heater (atmospheric drain tank or main condenser) is changed over by two piston valves (078/079VPD) according to plant mode and/or the 3rd bleed steam pressure conditions. The two valves are interlocked by the ICAS to prevent both valves being open at the same time. For To main condenser (079VPD) : Open Close : At Maneuv. Mode or 3rd bleed steam pressure under minus 40kPa : At Normal Mode or 3rd bleed steam pressure over minus 35kPa
3.2.5a
Clean Steam Drain System

15
NOTE: (3) TO CLEAN DRAIN TK
FUNNEL
(5A)
DEAERATOR
LIC 823 TM SPM 823
044VPD
3RD STG FD.W.HTR S.A.H.

40 15 50
294B
40
25 50
GLAND CONDR
T
036ZPD
A
041VPD 042VPD 043VPD
50 40 50
50
50
071VPD
822
026ZPD
1ST STG FD.W.HTR
LIC 822 822
073VPD
A
TM SPM
077VPD
65
0.17 MPA P.C.V.
15
285B 472B
15 15
(3)
SOOT BLOW STM HDR
022VPA
FROM MAIN BLR 021VPA
100 15
035ZPD
LONG
50
074VPD 075VPD
076VPD
(3)
15
028ZPD
15
15
004ZPD
15 15
LP TURBINE
FLUSH CHAMBER
65
TO AST. TURB. AST.GUARD.V.
080VPD
AST.MANEUV.V.
079VPD 078VPD
MAIN STM
PURGE STM HDR
15
15
15
027ZPD
15 25 15
MAIN FD.W.P. TURBINE
15
ATOMIZ.STM
15
029ZPD
15
NO.2
NO.1
25
OIO OIS 0452 0452
AOS 824 RO 824 OIS 824
25
005ZPD
2ND BLEED 034ZPD
15 25
HP 1ST STAGE
15
022ZPD
OIO 824
OIS 0451 OIO 0451 OIS 0454 OIO AOS 0454 0454
15 25
HP TURBINE
15
PURGE STM HDR ATOMIZ.STM
15
024ZPD
15
006ZPD
15
1ST BLEED 033ZPD
MAIN STM
15
023ZPD
15
011VPA 012VPA
(3)
(3)
15
EXH.STM DUMP V.
100
NO.1 MAIN BOILER

285B 472B
FROM MAIN BLR

15 15
011ZPD
15 15
LONG
SOOT BLOW STM HDR
15
031ZPD
031ZPD
15
25
NO.2
021ZPD
15
014ZPD
(3)
15
25
(3)
50
50
MAIN GEN. TURBINE

FROM BLR IDSH
MAIN DUMP V.
S.A.H.
294B
081VPD
(3)
15 15
NO.1
FROM CO2 BOTT.& FORM TK RM FROM INERT GAS DRYER
(3)
15
013ZPD
15 15 15
002ZPD 001ZPD
1.0 MPA DESUPERHTR
15 15
25
037ZPD
15
25
(3)
25
80
ATMOS. DRAIN TK
25
OIO 0453
OIS 0453
GLAND STM MAKE-UP V.
100
15
003ZPD
15
15
NO.2 MAIN BOILER
MAIN CONDR
3RD BLEED
OIO 824
OIS 824
RO 824
AOS 824
3.2.6
Drain Cooler
Contaminated Drains System

Operation Setouchi Kogyo Co., Ltd. 1 Single pass shell and tube 5.0m2 20 m3/h 1.28 m 16 mm diameter, 1.2 mm thickness a) Check that the drain cooler is being circulated by cooling water. b) Open the drain cooler inlet and outlet valves 171VPD and 172VPD. Ensure the drains cooler bypass valve 173VPD is closed. Open the drains cooler vent and drain valves. c) Open Cuno filter inlet and outlet valves 174VPD and 175VPD. Ensure the filter bypass valve 176VPD is closed. Open the filter vent and drain valves. d) Check the contents of the drain inspection tank. If contamination is present, drain the inspection tank through valves 177VPD, 178VPD and 179VPD. Ensure these valves are closed when finished. e) Open all steam trap isolating and by-pass valves for the selected heating tanks and heaters. f) Open all the drain return valves on the selected heating tanks and slowly open the steam inlet to the heating coils, then after initial draining of steam drain lines, close steam trap by-pass valves. The steam trap isolating valves are normally left open. g) Ensure those drains cooler and filter vent and drain valves are closed as clean condensate is observed flowing out of the drain/vent pipes. (Note: Heating steam drains for frigid climate condition are collected directly into the atmospheric drain tank as clean drains without through the drains inspection tank.)
Maker : No. of sets : Type : Cooling surface : Cooling water flow : Tube plates Distance : Tube size :
The low temperature desuperheated steam is supplied to oil heating services, and the condensate drains have potentiality of oil contamination. The contaminated condensate drains are returned to the main feed cycle via atmospheric drain tank after first being decontaminated in the contaminated drains system composed with a drain cooler, filter and drain inspection tank. Once separation has taken place at drain inspection tank. Both the drain cooler and the filter may be bypassed if necessary but the drain inspection tank cannot be bypassed. (Note : When the by-pass operation is requested for the drain cooler and / or filter, the inlet side valve (171/174VPD) should be closed after the by-pass valve (173/176VPD) has been opened to prevent over pressure of the drain cooler and the filter.) The drain inspection tank is divided into two sections. A sight window is provided at the upper part of each section. Water flows from the primary section to the secondary through an access at the bottom of the dividing partition. Any oil floating on the surface of the water will overflow into the drains. A filter with glass fiber elements (Cuno Filter) is provided at the outlet of the drain cooler to capture the oil primarily before drains enter the drain inspection tank. An oil content detector is provided to monitor the presence of oil at the primary section of drain inspection tank.
Controls
The drain level in the hydrant water heater which will be used against frigid climate condition is controlled by a pneumatic level control valve and the drain water is directed to the atmospheric drain tank. Alarms Sensor SAL Tag No. G1907 Function Hydrant heater outlet salinity Oil content H Set point 4 ppm
Drains from gas heaters and vaporizers which have potentiality of cargo gas contamination are led to the gas vent drain tank through the gas heater drain cooler. The drain from the gas vent drain tank which is located in the cargo machinery room is led through a U-tube water seal to the atmospheric drain tank. Any vapor or gas contained in the condensate is released within the gas vent drain tank. Such vapor or gas is monitored by a gas detector provided to the air vent pipe and then vented to atmosphere.
Oil content detector
901
1 5 ppm
3.2.6a
FROM MOORING DK
Contaminated Drains System

181VPD
65
65 25
40 40 65
FROM UNDER DK PASS.(P)
INCINERATOR WASTE OIL SETT.TK DO TK EDG DO TK NO.2

180VPD
FROM AIR COND.& ACCOMMO.
40
25 40 25 25
421ZPD
25 25 25 25
182VPD
NO.1
422ZPD
FROM DECK HTR UNIT (P) FROM DECK HTR UNIT (S)
FROM FLYING PASS.

183VPD
ROOM HTR (P)
25
FROM CARGO MACH. RM
40
40
15
423ZPD
80
15
IGG GAS OIL TK ROOM HTR (S)

LIC G1906
D.O.STOR.TK
F.O. SIDE TK (P)
NO.2 F.O.SETT.TK
40
405ZPD
25
15 15 15 15
25
424ZPD
15 15 15 0.6MPA DOMESTIC STEAM LINE
411ZPD
SAH S I G1907 G1907
136ZPD
40
40
HYDRANT HTR
15 15
195VPD 125VPD
196VPD 121VPD
197VPD 122VPD
198VPD 123VPD
199VPD 124VPD
135ZPD
40 40
134ZPD
40 40 40 40 40
NO.4 BLR FO HTR NO.3 BLR FO HTR NO.2 BLR FO HTR
133ZPD
25
25
40
122ZPD
25
15
124ZPD
15 0.3MPA DOMESTIC STEAM LINE
139ZPD
15
40
40 40
132ZPD
15
131ZPD
NO.1 BLR FO HTR
15
15 25 15
137ZPD
15 25 15
40
138ZPD
HOT W.HTR
40 50 DRAIN HEADER LO SLUDGE TK FO OVERFLOW TK
40
25
40
168VPD
15 FROM FWD F.O.TK 15

104VPD
126ZPD
125ZPD
117ZPD
171VPD
50
50
15 15 15
114ZPD
15
80
PURIF. LO HTR
15 15 40
L.O. SUMP TK
DRAIN COOLER
T
172VPD
115ZPD
173VPD
116ZPD
50 65
176VPD
175VPD XA 901
174VPD
50
15
40
40
25
40
15
15
15
15
15
15
15
15
FILTER
109ZPD
40
102ZPD
25
104ZPD
OIL DETECT.
XA 901
25 25
118ZPD 119ZPD 112ZPD 412ZPD 113ZPD 105ZPD 107ZPD 106ZPD 108VPD
25 25
15
100
DRAIN INSPECTION TK
101VPD 190VPD
102VPD 191VPD
103VPD 192VPD
15
15
15
15
15
15
15
15
193VPD
25
50
25
SEP.BILGE OIL TK 50
F.O.DRAIN TK
ATMOS.DRAIN TK
TO BILGE HOLD TK
G/E L.O. RENOV.TK
A/T L.O. RENOV.TK L.O.RENOV.TK
NO.2
NO.1 D.O.STOR.TK LOW SULPHER F.O.TK F.O. SIDE TK (S) NO.1 F.O.SETT.TK
D.O.SERVICE TK
3.3.1
Compressed Air System

The service air system provides compressed air for the following purposes. Air-operated tools and equipment Air horn and air whistles Pressurizing system for fresh water pressure tanks Operation of fire emergency shut-off system Engine room service Steering gear room service Cargo machinery room service Deck service Bubbling for water ballast tanks in frigid climate Accommodation service The control air system is distributed for the following purposes. Essential control equipment Miscellaneous control equipment N2 generator Cargo machinery room equipment Cargo equipment Air pressurized lighting system ESDS b) d) e) f) Ensure that there is air in the general service air receiver at the desired pressure and that the air compressor is operating. Select LOCAL operation at the compressor control panel, and AUTO position on the ICAS screen. Operate the working air system as required with air being taken from service outlets as needed. When air is not required the valve will be closed. Check the system drain traps are operational. Check that the compressor starts and stops automatically supplying air as required. Ensure that remote service outlets are receiving air. Air valves to service locations should be opened periodically to blow them through in order to remove condensate and prevent seizure.
Air Compressor Maker : No. of sets : Type : Capacity : Rating : Control Air Dryer Maker : No. of sets : Type : Capacity : Nihon Seiki Co., Ltd. 2 sets Duplex, auto-regenerative adsorption 400 m3/h at a dew point minus 40 Tanabe Pneumatic Machinery CO.,Ltd. 3 sets Screw, water cooled, oil injection 550m3/h at a pressure of 0.9 Mpa 440V, 75kW, 1,800 rpm
g) h) i)
Control Air Receiver Maker : No. of sets : Capacity : Safety valve : Henmi Iron Works Co., Ltd. 1 set 5 m3 1.10 Mpa
Procedures for Operating the Control Air System a) Ensure that all instrumentation valves are open and that the instrumentation is functioning correctly. Check that cooling water is being supplied to the service air compressor from the central fresh water cooling system. Set No.1 and No.2 air compressors valves as in the following table. The compressors discharge and line valves will all be open so that the compressors can fill the control air reservoir. The compressors start and stop automatically according to the system pressure. Valve
011 / 012VPE 012VPE 001 / 002VPE 008 / 020VPE 007VPE 021VPE 022 / 023VPE 025 / 027VPE
General Service Air Receiver Maker : No. of sets : Capacity : Safety valve : Henmi Iron Works Co., Ltd. 1 set 5 m3 1.10 Mpa
The compressed air system is divided into four separate parts of general service air, control air, starting air and feed air for N2 generator. Three identical air compressors are provided for general service air and control air systems as common use. Normally, No.1 and No.2 compressors will supply the control air system and No.3 supplies the general service air system. Two vertical cylindrical air receivers are provided to act as buffer storage vessels, one for the service air system, the other for the control air system. Two identical 100% duty (400Nm3/h) air dryers of adsorption type are provided for the control air system. A inter-connection is piped between the control air and general service air for deck uses against frigid climate condition.
The control air for essential equipment is supplied via two separate lines with isolation facilities.
Procedures for Preparing the General Service Air System Operation a) Ensure that all instrumentation valves are open and that the instrumentation is functioning correctly. Check that cooling water is being supplied to the service air compressor (normally No.3) from the central fresh water cooling system. Set No.3 air compressor valves as in the following table. The compressor discharge and line valves will all be open so that the compressor can fill the service air reservoir. Valve
016 / 017VPE 017VPE 003VPE 008 / 020VPE 041VPE
b)
Position Description Open General service air receiver manual drain valve Close Manual drain valve after drainage Open No.3 air compressor discharge valve Close Cross-connection valve between general service and control air system Open General service air receiver outlet valve
Position Description Open Control air receiver manual drain valve Close Manual drain valve after drainage Open No.1 and No.2 air compressors discharge valves Close Cross-connection valve between general service and control air system Open Cross-connection valve Open Control air receiver outlet valve (Locked) Open Either No.1 or No.2 control air dryer inlet valve Open Either No.1 or No.2 control air dryer outlet valve c)
Ensure that there is air in the general service air receiver at the desired pressure and that the air compressor is operating. At the compressor control panel, select both air compressors for REMOTE operation and select AUTO position and select one compressor for LEAD duty and the other for FOLLOW on the IAS screen. Start the duty compressor. Check that the compressor operates correctly.
d) At the compressor control panel, select No.3 air compressor for LOCAL operation and start the compressor. Check that the compressor operates correctly.
3.3.1
e) f) g) h) i)

Alarms
Ensure that there is air in the control air receiver at the desired pressure and that the air compressor is operating. Set the control air system valves. The valve for any system will only be open when control air for that system is required. Check the system drain traps are operational. Check that the compressor starts and stops automatically supplying air as required. Manifolds are provided with drain valves and these should be operated daily in order to drain any water which is present in the system. Check the operation of the control air system periodically and ensure that the dryers are working effectively.
Sensor PT PT
Tag No. 751 752
Function Control air receiver General service air receiver Emergency shut-off air receiver Control air main line Boiler trip by low control air pressure
Set point PAL PAL 0.6 MPa 0.6 MPa
PS
755
PAL
0.6 MPa
PT PS
905 465
PAL ESD
0.45 MPa 0.34 MPa
j)
CAUTION The dryer settings must not be changed without good reason and the manufacturers instructions must be consulted before making any change. Defective operation of the dryers can cause moisture to enter the control system and that can damage components and result in defective control of equipment.
Controls
No.1 and No.2 air compressors start and stop in response to pressure changes in the control air receiver. The compressors are operated in a Lead and Follow mode. The operating pressures are as follows : 1) 2) The Lead compressor starts at a falling pressure of 0.7MPa and stops at a rising pressure of 0.9MPa. The Follow compressor starts at a falling pressure of 0.5MPa and stops at a rising pressure of 0.9MPa.
A Lead / Follow changeover can be made on the ICAS. No.3 air compressor starts at a falling pressure of 0.7MPa and stops at rising pressure of 0.9MPa in the service air receiver. When the air receiver pressure has risen to set pressure, the compressors are stopped after unload running (10 min.).
3.3.1a
STERN TUBE FW TK
FOR AFT MOORING DK

042VPE
40
40
040VPE
FOR ACCOMM. FOR DK USE (P)

037VPE
FOR AFT BALLAST TK BUBBLING (P) FOR AFT BALLAST TK BUBBLING (S)
045VPE
25
50
25 50
50
036VPE
FOR DK USE (S)
25
25
NO.3 AIR COMPRESSOR

PM 752 ESD 671 ESD 671 PAL 752
FOR COPMPR START/STOP PS P
033VPE
TS
P
003VPE
PS
G.S. AIR RECEIVER

50 50
006VPE 041VPE
032VPE
50
030VPE
50
50
027VPE
50
FOR E/R FOR E/R FOR N2 GENERATOR
ASS 671
SA 671
RO 671
RM 671
XA 671 TROUBLE
50
028VPE
50
016VPE
NO.2 AIR COMPRESSOR
50
50
002ZPE
017VPE
PS P
PS P
XA 904
NO.2 CONT.AIR DRYER
P
PM 905 PAL 905
ESD 671
TS
ESD 671
P
002VPE
008VPE NOR.CLOSE
TO BILGE WELL
020VPE NOR.CLOSE 023VPE
TROUBLE
PS
50
50
50
ASS 671
SA 671
RO 671
RM 671
XA 671 TROUBLE
15
025VPE
50
25
026VPE
007VPE
FOR CARGO MACH. RM
NO.1 AIR COMPRESSOR

PM 751 PAL 751
FOR COPMPR START/STOP PS PS

50
PS P
PS P
XA 904 TROUBLE
15
AIR PRESSURIZED LIGHTING SYSTEM
NO.1 CONT.AIR DRYER
ESD 671
TS
ESD 671
P
001VPE
PS
50
50
005VPE
021VPE LOCKED OPEN
50
50
022VPE
ASS 671
SA 671
RO 671
RM 671
XA 671 TROUBLE
011VPE
CONT.AIR RECEIVER
COOL. W. INLET
ESD 671
P COMPRESSED AIR OUTLET
PS
FS
AIR COOLER
001ZPE
012VPE
COOL. W. OUTLET OIL COOLER
100A TO BILGE WELL
40
AIR INLET
TO BILGE WELL
DPS
SUCTION FILTER
SERVO CYLINDER UNLOADER VALVE
PS
COMPRESSOR OIL SEPARATOR TS T
3.3.2
Starting Air System

Procedures for Preparing the Starting Air System Operation a) b) c) Ensure that all pressure gauge and instrumentation valves are open and that gauges and instruments are reading correctly. Check the oil level in the compressors. Set up valves as in the following table : Valve
408VPE 448VPE 405 / 406VPE 445 / 446VPE 414 / 415VPE 454 / 455VPE 425VPE 423 / 424VPE 432 / 433VPE
D/G Starting Air Compressor Maker : No. of sets : Type : Capacity : Rating : Tanabe Pneumatic Machinery Co.,Ltd 2 sets Reciprocating, air cooled 20m3/h at a pressure of 2.45 MPa 440V, 5.5kW, 1,800 rpm
Operation of Emergency Air Compressor The emergency starting air reservoir is normally maintained at full pressure to allow for emergency starting of the emergency generator engine as required. The emergency compressor is driven by a diesel engine which is hand started. The emergency compressor diesel oil tank level must be checked and replenished as necessary. Normally the emergency starting air receiver is charged from the D/G starting air system but the emergency compressor should be operated regularly to ensure that it is in operational condition. a) b) c) Check the emergency compressor diesel engine and ensure that the fuel oil and lubricating oil levels are correct. Open the compressor discharge line valve and the emergency air receiver filling valves. Start the emergency compressor diesel engine and when running correctly load up the emergency compressor and supply compressed air to the emergency starting air reservoir. Drain water from the emergency starting air reservoir by means of the manual drain valve 424VPE or the automatic drain valve 425VPE. Fill the emergency starting air receiver to the desired pressure and stop the diesel engine driven compressor when the desired pressure is achieved.
E/G Starting Air Compressor Maker : No. of sets : Type : Capacity : Sanwa Iron Works, Co.,Ltd. 1 set Diesel driven, reciprocating, air cooled 5m3/h at a pressure of 2.45 MPa
Position Description Open D/G starting air receiver automatic drain valve Open D/G starting air receiver manual drain valves Open Open Open Open D/G engine inlet drain valves E/G starting air receiver automatic drain valve E/G starting air receiver manual drain valves E/G engine inlet drain valves
D/G Starting Air Receiver Maker : No. of sets : Capacity : Safety valve : Henmi Iron Works Co., Ltd. 2 sets 0.5 m3 2.7 Mpa
Following valves will be opened after completion of drainage. Open D/G starting air compressor discharge valve D/G starting air receiver filling valve D/G starting air receiver outlet valve (Locked) D/G starting air supply valve (Locked) E/G starting air receiver supply valve E/G starting air receiver outlet valve (Locked) E/G starting air supply valve (Locked)
401VPE 441VPE 402VPE 442VPE 410VPE 450VPE 411VPE 451VPE 412VPE 430VPE 431VPE
E/G Starting Air Receiver Maker : No. of sets : Capacity : Safety valve : Henmi Iron Works Co., Ltd. 1 set 0.2 m3 2.7 MPa
Open Open Open Open Open Open )
d)
Each diesel generator engine starting air system is supplied by a dedicated starting air compressor which provides air to the dedicated starting air receiver. The compressed air is used to start the diesel generator engine. It is also supplied to the emergency diesel generator starting air receiver which is located in the emergency generator engine room. Each compressor discharge is cross connected with a stop valve. The compressor supplies air to the starting air receiver and it is provided with an automatic start and stop facility which is activated by the pressure in the starting air receiver. Normally the starting air receiver is open to allow for immediate starting of the diesel generator engine when it is set to standby duty. The starting air receiver also supplies control air to the diesel generator engine. The emergency diesel driven starting air compressor may also be used to replenish the diesel generator starting air receiver in an emergency. The compressors are each fitted with a safety valve, one after the first stage compression and the other after the second stage compression. A pressure switch connected to the automatic control system stops the compressor should the LO pressure fall below a predetermined value.
Controls
The D/G starting air compressor will start and stop automatically in response to pressure changes in air receiver. Start : 2.0 MPa Stop : 2.45 MPa
At the compressor control panel, select LOCAL operation and start the compressor. Check that the compressor operates correctly.
Alarms Sensor PT PS PT Tag No. 753 754 295 Function D/G starting air receiver E/G starting air receiver D/G starting air inlet Set point PAL PAL PAL 1.7 MPa 1.7 MPa 1.47 MPa
3.3.2a
Starting Air System
PAL 754
EMERG.GEN. START.AIR RESERV.

430VPE
EMERGENCY GENE. ROOM

S
AIR MOTOR
START.SOLENOID V.
25
25
432VPE 433VPE
431VPE
421VPE 422VPE 423VPE 425VPE
EMERG.DIESEL GENERATOR ENGINE

PINION RELAY V.
PRESS. REG. V. AIR INLET
25
412VPE
RING GEAR
25
424VPE
EXHAUST
D/G STARTING AIR MOTOR
EMERG.GEN. START.AIR COMP.
25
AUX. DIESEL GEN.ENGINE

PM 295 PAL 295
NO.2
25
454VPE 455VPE 451VPE
MAIN START.V.
AUX. DIESEL GEN.ENGINE

PM 753 PAL 753
D/G START.AIR RECEIVER

P
LOCKED OPEN 450VPE COMP. START/STOP 673 PS
COMP. START/STOP 673
PM 753 PAL 753
D/G START.AIR RECEIVER

P
LOCKED OPEN 410VPE
PM 295
PAL 295
PS
NO.1
25 25
401VPE
25 25
441VPE
25
414VPE 415VPE
411VPE
NO.2
442VPE
NO.1
402VPE
MAIN START.V.
(15A) 445VPE 448VPE
S
405VPE
(15A)
NO.2
D/G START.AIR COMP.
ASS
673 673
408VPE
NO.1
D/G START.AIR COMP.
ASS
673 673
446VPE
406VPE
SA
673
RM
673
RO
SA
673
RM
673
RO
3.4.1
Central Fresh Water Cooling System

Procedures for the Fresh Water Central Cooling System Operation The system supplies cooling water to the following : Main Engine LO coolers Stern tube LO cooler Drain cooler Turbo generator air coolers and LO coolers Main feed water pump LO coolers Air compressors Inert gas generator oil cooler and water cooled condenser Air conditioning plant Provision refrigerating plant Unit coolers Gas compressor LO coolers Gas heater drain cooler The circulating fresh water is chemically treated in order to minimize the risk of corrosion and bacterial infestation in the system. Chemical treatment is added into the chemical dosing tank and injected to the suction main of the cooling fresh water pumps. The regular tests should be carried out as follows to determine level of contamination and level of chemical treatment necessary : Nitrites Chlorides pH P- alkalinity (Note : The above information is given for general guidance only. Reference must be made to the specific instructions from the chemical supplier regarding final data for chemical treatment of the system.) Two identical cooling fresh water pumps are provided for boosting the fresh water pressure to cargo machinery room services. One pump is normally selected as the duty pump and the other pump selected as the standby pump to start automatically should the duty pump fail to maintain the correct water supply pressure. Pumps may be started and stopped locally but are normally set to remote operation for control via the ICAS. The duty pump is started manually at the ICAS mimic diagram for the central cooling system and the other pump is selected for automatic operation to act as the standby pump. Similarly, fresh water for unit coolers in the wheelhouse and the central control room is boosted from the central cooling system by one cooling fresh water boosting pump which is operated at the ICAS mimic diagram for the central cooling system. A fresh water heater supplies hot water to the stern tube L.O. cooler in frigid climate condition. (See 3.1.5 "1.0Mpa Desuperheated Steam
System")
Central Cooling Fresh Water Pumps Maker : No. of sets : Type : Capacity : Rating : Teikoku Machinery Works, Ltd. 2 sets Centrifugal, vertical 600m3/h at 22m total head 440V, 55kW, 1,800 rpm
a) Ensure that the fresh water central cooling system is fully charged with chemically treated fresh water and that air is vented from all parts of the system. b) Ensure that the central cooling system expansion tank is at the normal operating level. c) Ensure that the sea water central cooling system is in operation.
(See 3.5.2 "Cooling Sea Water Service System")
Cooling Sea Water Pumps Maker : No. of sets : Type : Capacity : Rating : Teikoku Machinery Works, Ltd. 2 sets Centrifugal, vertical 650m3/h at 20m total head 440V, 55kW, 1,800 rpm
d) Open all instrumentation root valves and ensure that the instruments are all working correctly. e) Set the valves as in the following table : Position Open Open Open Open Open Operational Description Either central fresh water cooler inlet valve Either central fresh water cooler outlet valve Expansion tank root valve Both cooling fresh water pumps suction valves Both cooling fresh water pumps discharge valves Three-way temperature controlled valve Valve
005 / 006VPG 007 / 008VPG 095VPG 001 / 002VPG 003 / 004VPG 010VPG
Central Cooling Fresh Water Coolers Maker : No. of sets : Type : Cooling water flow : Fresh water temp. : Hisaka Works Ltd. 2 sets Sea water circulated plate 600 m3/h 37
Central Cooling Fresh Water Expansion Tank Capacity : 1.0 m

3
f) Select one central fresh water cooling pump as the duty pump and start that pump manually and select the other pump as the standby pump. g) Open fresh water cooling inlets and outlets of services, vent as necessary. h) Check that water is circulating to all services and check the system for leaks as the temperature rises when the services are on line.
Fresh water is circulated through the central cooling system by two fresh water circulating pumps. One pump is normally selected as the duty pump and the other pump selected as the standby pump to start automatically should the duty pump fail to maintain the correct water supply pressure. Pumps may be started and stopped locally but are normally set to remote operation for control via the ICAS. The duty pump is started manually at the ICAS mimic diagram for the central cooling system and the other pump is selected for automatic operation to act as the standby pump. Each cooler has sufficient capacity under all plant conditions to cool the fresh water to the designed operating temperature of 37 with sea water at a temperature of 32. The duty central fresh water cooling pump supplies water to the central cooling main from where it is distributed to the various services. Return lines from the various services flow to the return main which returns the water to the pump suction. A three-way air cylinder actuating mixing valve is located at the central fresh water coolers outlet main. The ICAS controls the three-way valve and enables a set temperature of 37 C to be maintained in the central cooling water supply system. Manual valve 009VPG at the fresh water cooling pump discharge main is normally left in the closed position except during the inert gas generator operation.
Controls
1) The central cooling fresh water pump will be automatic changed over by pump discharge low pressure (300kPa). 2) The cargo machinery cooling fresh water pump will be automatic changed over by pump discharge low pressure (340kPa). 3) The cooling fresh water temperature control valve 010VPG maintain the cooling fresh water temperature (37).
Alarms Sensor TR FS TR Tag No. 865 741 239 Function CCS FW cooler outlet CCS FW expansion tank (from tank bottom) T/G gene. air cooler outlet Set point TA H 42
LAL +500 mm TA H 44
3.4.1a
Central Fresh Water Cooling System

TO CARGO MACHINERY RM
NO.2 MCR
099VPG
TO W/H & CCR UNIT CLR

UNIT CLR
40 40
100 80 125
FROM W/H & CCR UNIT CLR FROM CARGO MACH. RM
CCS F.W.EXP.TK
NOTE; (3) TO CLEAN DRAIN TK
100 NO.2 SWBD RM
098VPG
088VPG
40 40
50 125 50
FROM PROV.REF.& AIR COND.UNIT

80
FS
LAL 741
W/H & CCR UNIT CLR C.F.W. BOOST.PUMP

P P
100
UNIT CLR
087VPG
078VPG
TO PROV.REF.& AIR COND.UNIT P

80
028VPG
624
LABORATORY UNIT CLR
PS P
CHANGE OVER 030VPG
090VPG
40 40
PS
25
10
095VPG
072VPG RO 626 RM 626 SA 626
071VPG
(3)
150 40
062VPG
089VPG
ELEC. W/S
038VPG
40 40 80
125
NO.2
80
80
125 125 50 50
068VPG
25 200 25 25 25 40
UNIT CLR
037VPG
P
80
027VPG
P
029VPG
IGG W.COOLED CONDENSER

80
061VPG
NO.2 FD W.P. LO CLR

T
066VPG
064VPG
067VPG
NO.1 MCR UNIT CLR
NO.1 CARGO MACH.COOL. F.W.BOOST PUMP

AC 624 RO 624 RM 624 SA 624
80
036VPG
40 40 125 125 150
IGG LO CLR
063VPG
NO.1 FD W.P. LO CLR NO.3 AIR COMP.

40 150
086VPG
065VPG
035VPG
40
NO.1 SWBD RM UNIT CLR
034VPG
40 40
NO.2 MAIN TURBO GENE. GENE. AIR CLR

TM 239 TAH 239
NO.2 AIR COMP.

40
085VPG
083VPG
L.O.CLR
40 ENG. W/S 50 UNIT CLR
033VPG
50
NO.1 AIR COMP.

40
084VPG
082VPG
032VPG
40 40
047VPG 048VPG
011VPG
25
50
S
865
40
50 200
65
012VPG
010VPG
80
CHEMICAL DOSING TK
A T
081VPG
031VPG 046VPG
TIC 865
65
T
65 65
250 40 40
200
052VPG
150
100
250
CHANGE OVER
40
25
TM 865
TAH 865
C
250
002VPG
P
004VPG
PS PS
250
623
051VPG
DRAIN CLR
NO.1 MAIN TURBO GENE. GENE. AIR CLR

80
TM 239
250
250
250
250
25
NO.2
L.O.CLR
TAH 239
100 25 25
054VPG
005VPG 003VPG
007VPG
006VPG
008VPG
250
001VPG
CCS COOL.F.W.PUMP
AC 623 RO 623 RM 623 SA 623
009VPG
NO.1 CCS F.W.CLR
NO.2 CCS F.W.CLR
053VPG
S/T LO CLR
041VPG
65
NO.1
250
TIC 87A 055VPG
100
STM
042VPG
043VPG
65
S/T LO F.W.HTR
40
T
65 65
250
150
200
200
100
100
3.5.1
Sea Water Circulating System

Two sea chests are provided for the sea water circulating systemone is for low suction, the other is for high suction located on starboard and port sides in engine room respectively. Each sea chest is connected by means of the crossover sea bay which is situated below the double bottom constructed with ship structure. All sea chests are provided with slush ice protection, air vent connection and steam blowing connection. The sea water circulating pumps take suction from the sea bay. Hydraulically operated system valve fitted at each sea chest suction is normally operated remotely from the ICAS mimic display. Normally at sea, the low sea chest will be used for the main sea water circulating pump. However, when operating in shallow waters, the high sea chest will be used in order to prevent the ingress of sand and mud with the sea water. Procedures for Main Circulating System Operation a) Sea chest and sea bay vent valves should normally be left open in order to ensure that the sea chest and sea bay are always completely filled with water. b) The starting and stopping of pumps and the operation of hydraulically actuated valves takes place from the ICAS screen. c) Ensure that all instrumentation root valves are open and that all instruments are operating correctly. d) Ensure that following valves are closed. All drain valves Saw dust injection valve 017VPH Hypochlorite injection valves 043 , 046, 047 VPH Auxiliary condenser vent valves Auxiliary condenser outlet overboard valve 012VPH Auxiliary circulating valves 009 / 011VPH Main condenser back flushing valve 015/020VPH e) Set the valves as in the following table : Position Open Open Open Open Open Description Sea chest suction valve Main condenser outlet overboard valve Main circulating pump suction valve Auxiliary circulating pump suction valve Main condenser water box vent valves Valve
003 or 004VPH 002VPH 005VPH 006VPH
Main Sea Water Circulating Pump Maker : No. of sets : Type : Capacity : Rating : Teikoku Machinery Works, Ltd. 1 set Centrifugal, vertical 5,000 / 2,600m3/h at 3 /6 m total head 440V, 80kW, 360 rpm g) Confirm that the scoop system is being AVAILABLE and the control mode is being MANUAL on the ICAS screen. h) Click PUMP mode on the ICAS screen and confirm the start of main circulating pump and the open of discharge valve 007VPH. i) When the system is being circulated by water from the main circulation pump, select AUTO mode. AUTO mode may be selected at any time as the transfer to SCOOP mode will commence provided the conditions are fulfilled. j) The hypochlorite injection valves 043, 045VPH are changed over automatically according to the mode of system and condition of the sea chest. (Note : If required, the auxiliary circulating pump may be used for the main circulating system. The procedure is the same as for operating the main circulating pump.)
Auxiliary Sea Water Circulating Pump Maker : No. of sets : Type : Capacity : Rating : Teikoku Machinery Works, Ltd.. 1 set Centrifugal, vertical 5,000 / 2,600m3/h at 3 /6 m total head 440V, 80kW, 360 rpm
The seawater circulating system of the main condenser and LO coolers is comprised of an inlet scoop, one main circulating pump, one auxiliary circulating pump, overboard outlet and associated valves and pipework. At sea, under normal operating conditions, sufficient circulating water is supplied by the scoop system without the main circulating pump. The main circulating pump is brought into service when the ship is moving at reduced speeds, astern or during harbor maneuvering. The auxiliary circulating system provides for the auxiliary condenser and circulating sea water is supplied by the auxiliary or main circulating pump. Each circulating pump can supply circulating water to the main condenser or auxiliary condenser and the main LO cooler as required. The chlorinator generates hypochlorite by electrolysis of seawater. Sea water led to the unit from the cooling sea water pump is electrolyzed as it passes between anodes and cathodes in the unit. The hypochlorite is injected to the following points to prevent the adhesion and growth of marine organisms. 1) Sea chests, high and low for general service 2) Scoop inlet A sawdust injection box is connected to the main condenser inlet piping. Sawdust from the box can be injected into the sea water side of the condenser using sea water from the cooling sea water pump as the motive power. This action is performed only in an emergency when condenser tube leakage is suspected in order to prevent contamination by sea water. In order to operate the system the sawdust injector inlet valve 051VPH and outlet valve 017VPH are closed and the injector box is filled with sawdust.
Procedures for Auxiliary Circulating System Operation The auxiliary sea water circulating pump is used to supply the auxiliary condenser when the main sea water circulation system is not operating. There is a cross connection from the main circulating pump, via valve 009VPH, should the auxiliary circulating pump not be available. a) Ensure that all instrumentation root valves are open and that all instruments are operating correctly. b) Ensure that following valves are closed. All drain valves Auxiliary condenser vent valves Auxiliary circulating valves 009 / 011VPH Main condenser back flushing valve 015/020VPH Main circulating valves 007 / 008VPH c) Set the valves as in the following table. It is assumed that the auxiliary system is being started with the auxiliary sea water circulating pump operating. Position Open Open Open Description Sea chest suction valve Auxiliary condenser outlet overboard valve Auxiliary circulating pump suction valve Valve
003 or 004VPH 012VPH 006VPH
d) Start the auxiliary circulating pump. e) As the pump runs up to speed open the discharge in line valve 011VPH and control the pressure to the desired value. f) Open vent valves on auxiliary condenser water box to purge any entrapped air. After confirmed water from vent lines, close them.
f) Select REMOTE control for the scoop inlet valve 001VPH and the main circulating pump discharge valve 007VPH on the ICAS screen.
3.5.1

Controls Scoop System
Scoop system is available in following conditions. 1) 2) 3) 4) 5) 6) 7) Sea chest valve 003 or 004VPH is "Open". Main condenser outlet overboard valve 002VPH is "Open". Scoop inlet valve 001VPH control is "REMOTE". Selected circulating pump (main or auxiliary) is "REMOTE". Selected pump discharge valve 007 or 008VPH is "REMOTE". Hot water return valve 015VPH is "Open". Hot water return valve 076 or 077VPH is "Open". Scoop / Pump Changeover When scoop system control mode is in AUTO, automatic changeover is performed by following conditions. Pump to Scoop (at all conditions are established) 1) Shaft revolution : above 52rpm + 10min. Timer 2) Main condenser vacuum : above -80kPa 3) Plant mode : Normal 4) Condenser inlet SW temp. : above Scoop to Pump (at one condition is established) 1) Shaft revolution : below 50rpm 2) Main condenser vacuum : below -80kPa 3) Plant mode : Maneuvering 4) Condenser inlet SW temp. : below Circulation to Re-circulation (at all conditions are established) 1) Sea mode : Cold sea 2) Main condenser vacuum : below -80kPa 3) Condenser inlet SW temp. : below 4) Condenser outlet SW temp. : below Re-circulation to Circulation (at all conditions are established) 1) Sea mode : Normal 2) Main condenser vacuum : above -80kPa 3) Condenser inlet SW temp. : above 4) Condenser outlet SW temp. : above The remote - manual changeover can also be performed by selecting SCOOP or PUMP at the ICAS screen as required. The electric motorized valve 007 / 008VPH fitted on the discharge of each circulating pump is sequentially operated with the operation of respective pump. Chlorinator The High / Low changeover of output electric current is performed by sea water flow of chlorinator inlet. Chlorine injection valve The chlorine injection valves are automatically changed over as follows. 1) Scoop injection valve 043VPH The valve is operated by the main condenser sea water circulating mode changeover sequence. The valve is opened at "SCOOP" mode. Pump mode valve 045VPH The valve is operated by the main condenser sea water circulating mode changeover sequence. The valve is opened at "PUMP" mode. Sea chest injection valves 046 / 047VPH The valves are switched manually at local depending upon the selected sea chest suction valve 003 / 004VPH. Marine Growth Preventing System The scoop overboard valve 002VPH and hot water re-circulating valve 020VPH are sequentially operated with the operation of respective mode. The hot water re-circulating valve 020VPH controls main condenser outlet sea water temperature where Re-circulation operation is activated.
Back Flushing of Main Condenser The cooling tubes of main condenser can be back flushed by utilizing hot cooling sea water out of auxiliary condenser. The cooling water passed through the auxiliary condenser is supplied into outlet water chamber of main condenser and discharged from the inlet scoop passing through the cooling tubes and the inlet water chamber of main condenser. The back flushing is carried out as follows: It is assumed that the auxiliary system is being circulated with the auxiliary sea water circulating pump operating. a) The main condenser should be changed over to auxiliary condenser when the plant is in live condition. (See 3.2.1 "Condensate Water
System ")
b) Ensure that following valves are closed Scoop outlet valve 002VPH Both main and auxiliary circulating pumps discharge valves 007 and
008 VPH
Main LO cooler inlet valves 071 and 072VPH Main condenser back flushing valve 015/020VPH Either overboard valve 076VPH or 077VPH on sea chest Either suction valve 003VPH or 004VPH on sea chest (Note : One of the overboard valves, 076VPH or 077VPH is being opened for operation of auxiliary condenser before back flushing. When the low suction is in use, 077VPH on high sea chest is opened, on the contrary, when the high suction is in use, 076VPH on low sea chest, unless no frigid climate condition.) c) Set the valves as in the following table Open Scoop suction valve 001VPH Open Main condenser back flushing valve 015/020VPH 076/ 077VPH Close Both overboard valve on sea chest The back flushing is now executed with the auxiliary circulating system. For Frigid Climate Condition Where the sea water temperature is extremely low, the main condenser is cooled by one circulating pump even when navigating operation of the vessel for preventing the under-cooling of condensate in the main condenser. The cooling water is re-circulated between sea suction and main condenser to rise the suction sea water temperature when the further severe condition. In this case (Re-circulation mode), the cooling sea water after main condenser is returned into either suction sea chest being used for rising the suction sea water temperature. For the severest case, minus 2 of sea water temperature is considered and the system can maintain the main condenser vacuum 730 to 735mmHg.
2)
3)
Alarms Sensor TR Tag No. 849 Function Main condenser outlet temperature Chlorinator trouble DC over current Thyristor SR high temp Cool. Fan trouble AC over current Set point TA H 45
863
3.5.1a
SEA CHEST (HIGH)
004VPH
AOS 852 RO 852 OIS 852 OIO 852
002VPH
AOS 855 RO 855 OI 855
RO 857
OIS 857
OIO 857
077VPH
OIS 859 OIO 859
047VPH
015VPH
082VPH
XA 859
1350
80
020VPH
TAH 849
TM 849
65
100
014VPH
100
TO FIRE & BILGE PUMP
550
AUX. CONDR
550
012VPH
MAIN CONDR
80 (80A) 700
AOS 854 RO 854 OIO 854
65
TO CLEAN DRAIN TK
854
006VPH
TM 848
P
011VPH
1100
700
008VPH M
SEA BAY
700
700
017VPH
AOS 851
RO 851
OIO 851
OIS 851
AUX. CIRC. PUMP

ASS RM
632
1100 40
001VPH
AOS 853 RO 853 OIO 853 OIS 853 OIO 861
SCOOP
005VPH
OIS 861 RO 861 AOS 861
550
632
632
RO
632
SA
632
XA
700
043VPH 009VPH
P
700
400
700
M 007VPH
80
100
SAW DUST INJECTION BOX
850
400
072VPH
MAIN CIRC. PUMP

ASS
631
NO.2 MAIN L.O. CLR

T T
074VPH
400
400
075VPH
RM
631
631
RO
631
SA
631
XA
850
550
XA 858 OIS 858 OIO 858
550
400
051VPH
071VPH
NO.1 MAIN L.O. CLR

80
073VPH
400
863
XA
081VPH
CHLORINATOR
042VPH
TROUBLE
FS
AOS
862
862
RO
OIS
862
OIO
862
RO 856
045VPH
OIS 856
OIO 856
550
80
046VPH
041VPH
044VPH
003VPH
076VPH
COOL. S.W. LINE 40
80
050VPH
FS FS
50
80
FS
052VPH
100
50
048VPH
SEA CHEST (LOW)
3.5.2 Cooling Sea Water Service System

Cooling Sea Water Pump Maker : No. of sets : Type : Capacity : Rating : Teikoku Machinery Works, Ltd.. 2 sets Centrifugal, vertical 650m3/h at 20m total head 440V, 55kW, 1,800 rpm Procedures for Cooling Sea Water System Operation Pumps may be set for local operation or remote operation via the ICAS display. In remote operation pumps may be started and stopped manually and one pump may be selected for automatic operation to act as the standby pump and start should the duty pump fail to maintain the correct sea water pressure. a) Ensure that the sea bay is flooded as described in Section 3.5.1 Sea Water Circulating System above. b) Ensure that all instrumentation root valves are open and that all instruments are operating correctly. c) Ensure that all drain and vent valves are closed. d) Set the valves as in the following table : Position Open Open Open Open Open Open Open Open Description Both cooling sea water pumps suction valves Both cooling sea water pumps discharge valves Overboard discharge valve Either one central cooler sea water inlet valve Either one central cooler sea water outlet valve Both vacuum pump coolers inlet valves Both vacuum pump coolers outlet valves Chlorinator inlet valve Valve
021/ 022VPH 024/ 026VPH 070VPH 027 or 028VPH 029 or 030VPH 036/ 037VPH 038/ 039VPH 041VPH
Procedures for Distilling Plants Sea Water System Operation The distilling plants are operated as described in section 6.2 Distilling Plant. The description which follows applies only to the setting and operating of the distilling plant sea water systems. a) Ensure that all instrumentation root valves are open and that all instruments are operating correctly. b) Ensure that all drain and vent valves are closed. c) Set the valves as in the following table : Position Open Open Open Open Open Open Description Both cooling sea water pumps suction valves Both cooling sea water pumps discharge valves Isolating valve in crossover line Distilling plant inlet valves Distilling plant outlet valves Overboard discharge valve Valve
061 / 062VPH 063 / 065VPH 067VPH 064 / 066VPH 068 / 069VPH 070VPH
Distilling Plant Cooling Sea Water Pump Maker : No. of sets : Type : Capacity : Rating : Teikoku Machinery Works, Ltd.. 2 sets Centrifugal, vertical 105m3/h at 50m total head 440V, 30kW, 1,800 rpm
The cooling sea water system comprises two independent cooling systems, one for the central cooling, and the other for the distilling plant cooling. The central cooling system also supplies water to the sawdust injector which is used for injecting sawdust into the main condenser, the main condenser vacuum pump coolers and the chlorinator. The central cooling system is provided with two 100% duty identical cooling water pumps, one acting as the duty pump and the other acting as the standby pump. The pumps take suction from the sea bay. (See: 3.5.1 Sea Water
Circulating System)
d) Start the pump associated to the distilling plant which will be set in service, i.e. No.1 pump for No.1 distilling plant, No.2 pump for No.2 plant. The starter for each pump is incorporated in the local control panel for each distilling plant.
e) Open vent valves on the suction strainers to purge any entrapped air. After confirmed water from vent lines, close them. f) Ensure that the pumps have been primed and start one of pumps and select the other pump for automatic standby. g) Supply chlorine to selected sea chest.
Controls
The cooling sea water pump will be automatic changed over by low pump discharge pressure (120kPa). Alarms Sensor Tag No. 863 Function Chlorinator trouble DC over current Thyristor SR high temp Cool. Fan trouble AC over current Set point
No.2 cooling sea water pump is equipped with a vacuum pump for priming which enables emergency bilge suction in the engine room. The two distilling plant cooling pumps take suction also from the sea bay. These pumps provide sea water feed to the distilling plant for evaporation, cooling water for condensing the vapour and driving water for operating the brine / air ejectors which remove brine from the evaporator shell. Although each distilling plant has its own dedicated pump, these pumps are cross connected by means of valve 067VPH which allows No.1 pump to supply No.1 distilling plant or No.2 pump to supply No.2 distilling plant. The discharge from the eductors is discharged overboard via common valve 070VPH with the central cooling system.
3.5.2a Cooling Sea Water Service System

ABOVE UPP.DK
40
084VPH
SEA CHEST (HIGH)
094VPH
NO.1 DIST. PLANT

T
128VPF
NO.2 DIST. PLANT

125
T
FROM COND.W.
066VPH
125
V
125
129VPF
T P
125
065VPH
634
SA
634
RM
634
RO
65
004VPH
OIO 857 OIS 857 RO 857
077VPH
OIO 859
047VPH
DIST. PLANT COOL.S.W.PUMP

C
062VPH
082VPH
OIS 859 XA 859
FI
FI
067VPH 064VPH 063VPH 083VPH
P
125
C
061VPH
NO.1
125
150 550 550 80 700 700 40
068VPH
069VPH
125
125
FROM MAIN CONDR FROM AUX. CONDR TO AUX. CIRC. PUMP TO MAIN CIRC. PUMP 250 TO E/R BILGE PUMP 250
092VPH
633
SA
633
RM
633
RO
633
AC
150
25
115VPH
FROM FIRE LINE PRESSURISING PUMP
MAIN COOL.S.W.PUMP
P C
022VPH
039VPH
65
037VPH
CLR
65
350
026VPH
025VPH
NO.2
NO.2 VAC. PUMP UNIT

CHANGE OVER TM 848
SEA BAY
PS PS 633
024VPH
P
250
023VPH
C
021VPH
EMERG. BILGE SUC. 250 250
ABOVE UPP.DK
038VPH
65
036VPH
T
250
CLR
65
80
NO.1
300
250
250
070VPH
NO.1 VAC. PUMP UNIT
150
80
078VPH
TO SCOOP
XA
65
80
863 862 862 862 862
250
250
850
250
250
40
034VPH 030VPH
033VPH 028VPH 029VPH
032VPH
042VPH
044VPH
045VPH
XA 858
80
80
050VPH
FS FS
50
071VPH
RO 856 OIS 856 OIO 856
081VPH
OIS 858 OIO 858
DP
DP
T
TO SAW DUST INJECT. BOX 40
80
FS
052VPH
100
50
048VPH
80
046VPH 093VPH
CHLORINATOR
TROUBLE
100
FS
AOS
RO
OIS
OIO
850
NO.2
125
003VPH
076VPH
NO.2 CCS F.W. CLR
NO.1 CCS F.W. CLR
SEA CHEST (LOW)
3.6.1 Fuel Oil Bunkering System

Heavy fuel oil for the boilers is stored in two HFO side tanks located at the engine room, a HFO fore deep tank located forward of the cargo tanks and a low sulphur fuel oil tank also located at the engine room. These bunker tanks are filled from any of the four bunker manifolds. High level alarms are provided and will automatically close the filling valve to the respective tank. Two diesel oil storage tanks and an inert gas generator gas oil tank are located at the engine room. These tanks are filled from any of the four bunker manifolds. All valves in the diesel oil and gas oil bunkering system are manually operated. The heavy fuel oil and low sulphur oil are bunkered using the same 300mm filling line. The line is led through the starboard side under deck passageway and branched to the HFO side tanks which are arranged at port and starboard sides and the low sulphur fuel oil tank which is arranged at starboard side. The diesel oil and gas oil are bunkered using the same 100mm filling line. The line is led through the port side under deck passageway and branched to each diesel oil storage tank and the inert gas generator gas oil tank in engine room. c) Sampling connections are provided at each HFO manifold. Bosses for pressure gauges and air purge connections are fitted to all manifold branches. Over pressurization of bunkering fuel oil is prevented by relief valves set at 0.5MPa, excessive pressure is relieved to a FO overflow tank. Following fixed and portable reducers are provided for the manifold ends. HFO and Low sulphur fuel oil Fixed Piece Portable JIS 5 K - 300ANSI 150 psi - 8" ANSI 150 psi - 8"DIN 10 bar - 6" ANSI 150 psi - 8"DIN 10 bar - 8" 4 pcs 2 pcs 2 pcs f) JIS 5 K - 100ANSI 150 psi - 4" 4 pcs g) e) d) Precautions Prior to and During the Loading of Bunkers The following is only a guide and company procedures should be followed. Before and during bunkering, the following steps should be complied with : a) A pre-bunker conference should be held with all personnel involved with bunkering being present. A bunker plan should be drawn up and all personnel involved in bunkering must be fully aware of the contents of the plan and understand the entire operational procedure. The contents of the plan will include but not be limited to, tanks to be bunkered, start and stop ullages / dips, names of personnel involved and duties assigned. The time that the pre-bunker conference took place should be entered into the vessels log book. All personnel involved should know exactly what role they are to play and what their duties are. Personnel involved should know the location of all valves and gauges and be able to operate the valves both locally and remotely if required. Company rules regarding the taking of bunkers and transferring of fuel oil within the vessel must be understood by all involved in the fuel oil bunkering and transfer procedure. Samples are to be taken using a recognized sampling device that will give a representative sample of the fuel oil bunkered. The sample should be taken at the bunker manifold and on board fuel tests carried out as soon as possible after bunkering. A second sample should be sealed and sent ashore for analysis. As far as possible new bunkers should be segregated from existing bunkers on board. If bunkers being received are to be loaded into the same tanks as existing bunkers on board, great care must be taken to avoid problems of incompatibility. If there is any doubt about the compatibility between the new bunkers and the existing bunkers, the new bunkers should not be loaded on top of the existing bunkers. No internal transferring of bunkers should take place during bunker loading operations, unless permission has been obtained from the Chief Engineer. Bunker tanks should not exceed the maximum volume stated in the company policy. High level alarms are set at approx. 95% on all fuel tanks. Any bunker barges attending the vessel are to be safely moored alongside before any part of the bunker loading operation begins. Frequent checks must be made of the mooring arrangements as the bunker barge draught will change during bunkering. Level alarms fitted the bunker tanks should be tested prior to bunker loading operations. j) k) l) m) n) o) The soundness of all pipework should be verified by a visual inspection. The pre-bunkering check list should be completed prior to starting bunker operations. A watch must be kept at the bunker manifold during loading of bunkers with all personnel involved being in radio contact. Scuppers and save-alls, including those around bunker tank vents, should be effectively plugged. Any Oil Spill Response kit provided by the company must be in place and a pressure gauge must be fitted on the boss of the manifold.. The initial loading rate must be agreed with the barge or shore station and bunkering commenced at an agreed signal. Only upon confirmation of there being no leakages and fuel going into only nominated tanks, should the loading rate be increased to the agreed maximum. Before the tank being filled reaches the maximum volume specified by the company, the rate should be reduced by diverting some of the flow to another bunker tank; if the final tank is being filled the pumping rate must be reduced. When topping off the final tank the filling rate must be reduced at the barge or shore station and not by throttling the filling valve.
b)
p)
CAUTION At least one bunker tank filling valve must be fully open at all times during the bunkering operation. All relevant information regarding the bunkering operation is to be entered in the Oil Record Book on completion of loading. The information required to be entered includes date, time, quantity transferred and tanks used.
DO and Gas oil Fixed Piece
h)
i)
3.6.1 Fuel Oil Bunkering System

Procedure for Loading Fuel Bunkers a) Remove the blank fitted at the bunker connection and connect the bunkering hose ensuring the gasket used is not damaged. The sampling kits and the pressure gauge must be prepared and in place before the bunkering operation begins. Ensure the blanks on the other 3 bunker connections are secure, that the valves are closed and that the drain and sampling valves are closed. The drip tray should be empty with the plugs fitted. Open the correct filling valve for the tank to be bunkered. Open the required valve at the selected bunkering connection as per follows : Description Port forward manifold HFO filling valve Port aft manifold HFO filling valve Starboard forward manifold HFO filling valve Starboard aft manifold HFO filling valve Valve
901VPL 902VPL 903VPL 904VPL
m)
As the level in the first bunker tank approaches the amount stated in the bunker plan, open the filling valve to the second tank and slowly close in the filling valve to the tank being topped off. Fill the remaining tanks in the same way. For the final bunker tank the filling rate must be reduced by slowing the pumping operation and this must be signaled to the barge or shore station. When the final tank is full, the barge or shore station must be signaled to stop pumping unless they have already done so. Ensure that the sample containers are sealed and labeled correctly. When bunkering has finished and the lines have been blown through, close all bunker manifold and tank filling valves. Disconnect the bunker hose and replace the blank.
n)
b)
o) p) q) r)
c) d)
(Note : Fuel oil tanks in engine room can be returned to shore using the HFO or DO transfer pump. Discharge to shore is done through isolating valve 214VPL to the 300mm bunkering line.)
Depending on which HFO bunker tank is to be bunkered determines which HFO line isolation valve will need to be closed. If the aft bunker tanks are to be filled then valve FOV3 will need to be closed isolating the forward HFO deep tank. This valve would need to be opened and valve 905VPL closed if the forward HFO deep tank is to be filled. The isolating valve 214VPL must be closed when bunkering, which is opened for discharge the fuel oil in engine room tanks. e) Establish effective communication between the cargo control room, the engine room, the bunker manifold and the bunker barge or shore station; this communication must remain at all times. Agree filling rates, quantity and specification of the fuel to be supplied and agree on a signaling system with the barge or shore connection. If possible, take meter readings on the barge or shore station supply line prior to commencing bunker transfer. Signal to the shore station or barge to commence bunkering at a slow rate. Check the bunker hose connections and pipeline for any leaks. Check the fuel is flowing into the correct tank and not to any other tank. Increase the bunkering rate to the agreed maximum. Ensure bunker sampling has commenced.
Procedure for Loading Diesel Oil and Gas Oil Bunkers The procedures are the same as heavy fuel oil bunkering except following : a) Open the required valve at the selected bunkering connection as per follows : Description Port forward manifold DO filling valve Port aft manifold DO filling valve Starboard forward manifold DO filling valve Starboard aft manifold DO filling valve b) Valve
f) g) h) i) j) k) l)
The DO and gas oil storage tanks filling valves have no remote operating facility. These valves are manually operated in the engine room.
(Note : The bunkering line is to be flushed with compressed air after finishing filling for preventing the mixing of different kinds of oil.)
3.6.1a Fuel Oil Viscosity - Temperature Graph
3.6.1a
Temperature
Fuel Oil Viscosity - Temperature Graph
-10 10,000 5,000 2,000 1,000 500
10
20
Bun ker Fue l Oi
30
40
50 10,000
60
70
80
90
100
110
120
130
140
150
160
170 10,000 5,000
5,000 2,000 1,000 500

V iscosity - Temperature Relationships
Typical Marine Fuels
Pumping Viscosity usually about 1,000 centistokes
2,000 1,000 500
Kinematic Viscosity - Centistokes
100
100
Boiler Atomization Viscosity usually between 10 and 25 cetistokes
100
50
Ma rine
50
50
Die
20 15
Ma rin
sel
Oil
20 15
20 15
IF -7 00
10
eG
as
Oil
10
IF IF IF -6 0 -1 -1
IF
-3
10
80
80
00
5 4
5 4
IF -3 0
5 4
-10
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
Temperature
Kinematic Viscosity - Centistokes
3.6.1b Fuel Oil Bunkering System

NOTE DETAIL OF F.O./G.O. SHORE CONN.
AIR TEST & PURGE V. (JIS 5K-25) BOSS & PLUG FOR PRESS.GAUGE (PF1/2) F.O. LINE SAMPLING VALVE AIR TEST & PURGE V. (JIS 5K-25) BOSS & PLUG FOR PRESS.GAUGE (PF1/2) D O. LINE SAMPLING VALVE
1. HYDRAULIC OPERATED VALVES FOR F.O.FILLING CAN BE OPERATED FROM CARGO CONTROL ROOM. EACH VALVE HAS LOCAL MANUAL CONTROL DEVICE FOR EMERGENCY BACK UP OPERATION. 2. SHORE CONN. PIECES ARE SUPPLIED AS FOLLOWS ; APPLICATION FUEL OIL ITEM FIXED PIECE PORTABLE REDUCER GAS OIL FIXED PIECE SIZE JIS 5K-300 ANSI 150PSI-8" ANSI 150PSI-8" DIN 10BAR-8" ANSI 150PSI-8" DIN 10BAR-6" JIS 5K-100 ANSI 150PSI-4" (WITH SLOTS) NO. 4 2 2
I.G.G. G.O.TK
D.O.TK
F.O. SIDE TK UNDER DECK PASS. WAY COFF.

R
DETAIL OF MANIFOLD AREA

100 100
FOV6
300
100
SET AT 0.5 MPa
100
300
902VPL
912VPL
911VPL
901VPL
3. PORTABLE REDUCERS ARE STOWED IN THE CO2 BOTTLE ROOM. 4. FUEL OIL TRANSFER PUMP AND SUCTION VALVE CAN BE OPERATED FROM CARGO CONTROL ROOM.
243VPL
136VPL
100
5. PUMP TABLE
TO F.O. OVERFLOW TK
NAME F.O. TRANSF. PUMP
ITEM
3 50 / 4 BAR DEL.
TYPE E.M.V.G.
ENG. ROOM
200
100
PM
100
300
200
R
FOV2
907VPL
FROM E/R F.O. TRANS. PUMP
214VPL
FOR'D F.O.TK
906VPL
F.O. TRANS. PUMP
100
&S)
FOV1
.T (P
137VPL 904VPL 914VPL 913VPL 903VPL
300
100
100
COFF.
FOV5
R
200
FOV4
905VPL
250
250
100
FOV3
300
200
D.O.TK.
LOW SULPHER F.O.TK.
F.O. SIDE TK.
ACC. TRUNK
NO.4 CARGO TANK
FWD
W.B
FWD PUMP ROOM
100
3.6.2 Heavy Fuel Oil Transfer system

Heavy Fuel Oil Transfer Pump Maker : No. of sets : Type : Capacity : Rating : Diesel Oil Transfer Pump Maker : No. of sets : Type : Capacity : Rating : Taiko Kikai Industries, Ltd. 1 set Gear, horizontal 10m3/h at 0.294MPa 440V, 3.7kW, 1,200 rpm Taiko Kikai Industries, Ltd. 1 set Gear, vertical 50m3/h at 0.294MPa 440V, 18.5kW, 1,200 rpm Overflow from each side settling tank is led to the FO side tank of same side and the overflow from the side tanks is led to the FO overflow tank through an overflow alarm chamber providing a float switch. The FO overflow tank can be pumped out by the HFO transfer pump via suction valve 206VPL and discharged to FO settling tanks or FO side tanks. A stop valve 207VPL and a spectacle blank are provided at the FO overflow tank suction pipe being the lowest point of the FO transfer pipelines for draining to the FO drain tank in the event that removal of pipe works is required. All fuel tanks are fitted with a quick closing pneumatic outlet valve operated from the fire control station. The valves must be reset locally after being tripped. Each tank is also fitted with a self-closing test cock to test for the presence of water and to drain any water present. The self-closing cock drains are collected into the separated bilge oil tank and pumped to the waste oil settling tanks by the waste oil transfer pump to burn in the incinerator. Save-all from each fuel oil system is collected into the FO drain tank and pumped to the FO settling tanks or waste oil settling tanks by the waste oil transfer pump. The waste oil transfer pump can be automatically stopped depending on the high level of waste oil settling tank being filled. Control selector switch for the automatic stop detector is provided on the ICAS. It is important to ensure the valves are closed on all the other tanks not being filled, especially FOV5 for the low sulphur FO tank and 214VPL for isolation valve. e) f) Start the HFO transfer pump locally. When the desired quantity of fuel has been transferred, stop the pump, close all valves.
Procedure for Transferring from the HFO Side Tanks to Settling Tanks The HFO settling tanks are fitted with level switches and the HFO transfer pump is equipped for automatic stop under the control of these switches. The settling tank in operation must be checked periodically and an estimate made of when a changeover will be needed. If the settling tank in operation is likely to reach its low level during UMS operation the settling tanks should be changed over before that period of UMS operation commences. A low level settling tank should be filled as soon as possible. a) Check the quantity of HFO in the HFO settling tank to be filled and determine how much fuel is to be transferred. Check the quantity of HFO in the side tank from which the fuel is to be transferred and note the temperature. If the quantity of HFO in the side tank is less than the quantity to be pumped be prepared to change over tanks. Ensure the HFO transfer pump filter is clean. Open the quick-closing suction valve 201 or 202VPL on the side tank from which the fuel is to be transferred. Open the HFO transfer pump suction and discharge valves 203VPL and 211VPL ensuring any crossover valves with the DO transfer pump are closed and the blanks fitted. Open the filling valve to the settling tank being filled 212 or 213VPL. Ensure that the isolating valve 214VPL and the waste oil transfer pump discharge valve 326VPL are closed. Start the HFO transfer pump locally. The pump must be selected for automatic cut out when the settling tank level reaches the level switch. Check that the fuel is being transferred from the required side tank to the designated settling tank. When the required amount of oil has been transferred, stop the pump. Alternatively the pump can be allowed to stop automatically when the settling tank level switch is activated.
Forward Fuel Oil Transfer Pump Maker : No. of sets : Type : Capacity : Rating : Waste Oil Transfer Pump Maker : No. of sets : Type : Capacity : Rating : Taiko Kikai Industries, Ltd. 1 set Snake, horizontal 10m3/h at 0.392MPa 440V, 5.5kW, 1,200 rpm Taiko Kikai Industries, Ltd. 1 set Gear, vertical 50m3/h at 0.4MPa 440V, 18.5kW, 1,200 rpm
b) c) d)
Procedures for Transferring from the HFO Fore Deep Tank The HFO stored in the HFO fore deep tank is transferred to the HFO side tanks in engine room using the forward transfer pump and the bunker filling line. The procedure is as follows : a) Check the quantity of HFO in the side tank to be filled and check the quantity of HFO in the HFO fore deep tank. Ensure the temperature of the HFO in the HFO fore deep tank is sufficient for pumping. (Approx. 40 Ensure the suction filter for the forward HFO transfer pump to be used is clean. Set the valves as in the following table : Description HFO fore deep tank outlet valves Forward HFO transfer pump discharge valve Bunker line isolation valves HFO filling valve for one of side tanks Valve
FOV1 906VPL 905 /FOV3 / 907VPL FOV4 or FOV6
HFO is transferred to the HFO settling tanks from any of the HFO side tanks where it is allowed to settle prior to being used in the boilers. Two HFO settling tanks are provided for this purpose. The HFO transfer pump is used to transfer HFO from the side tanks to the settling tanks. The HFO transfer pump is started and stopped locally or remotely. For local operation, the control selector switch must be set to OFF position on the ICAS before the pump stop. The pump can be stopped from the fire control station in the event of fire in engine room. The HFO transfer pump is automatically stopped depending upon the high level of fuel oil settling tanks. For automatic stop operation, the control selector switch must be set to ON position on the ICAS. The forward HFO system incorporates an HFO fore deep tank located forward of the cargo tanks and above the forward water ballast tank. The forward HFO transfer pump is used to transfer HFO from the HFO fore deep tank to the aft HFO side tanks in engine room as required.
e) f) g) h) i)
b) c) d)
Position Open Open Open Open
The HFO and DO transfer pumps are interconnected allowing any pump to be used with all grades of fuel. It is recommended that the pumps remain isolated by the blanks and the crossover valves 208 / 215VPL closed to ensure no fuel contamination can occur. Only in the event of a pump failure necessitating the use of another pump should the blanks be removed.
3.6.2 Heavy Fuel Oil Transfer system

Procedure for Transferring from the Side Tanks to Fore Deep Tank HFO may be transferred from the aft HFO side tanks to the fore deep tank if required. Open the HFO side tank suction valves and set up the HFO transfer pump as described in transferring HFO to the settling tanks. Instead of opening the settling tank filling valve, open the isolating valve 214VPL. This will direct the fuel to the HFO fore deep tank and bunker manifolds. Open isolation valves 905VPL and FOV3, HFO fore deep tank filling valve FOV2. Prior to starting the pump ensure all bunker manifold valves are closed and the blanks are fitted. Check the quantity in the fore deep tank to ensure there is sufficient space for the fuel to be transferred before starting the transfer operation. Alarms Sensor (Level) *1 *1 LT LT FS Controls All valves in the HFO bunkering and transfer system are manually operated except for the following which are hydraulically and electrically operated : Valve
FOV1 FOV2 FOV3 FOV4 FOV5 FOV6 212VPL 213VPL
Tag No. 711/712 713 716/717 716/717 725
Function FO side tank Low sulphur tank FO settling tank (from tank bottom) FO overflow tank (from tank top) FO drain tank (from tank top) Waste oil settling tank (from tank top)
Set point LAH LAH 90 % 90 %
LAH 13,180 mm LAL 1,760 mm LAH -250 mm
FS
726
LAH
-300 mm
Location HFO fore deep tank suction valve HFO fore deep tank filling valve Isolation valve Starboard HFO side tank filling valve Low sulphur FO tank filling valve Port HFO side tank filling valve Starboard HFO settling tank filling valve Port HFO settling tank filling valve
FS
727
LAH
-150 mm
(Temperature) TR 716/717 TR (Other) FS 727
FO settling tank Waste oil settling tank
TA H TA H
65 11 0
886
FO overflow
FAH
The HFO transfer pump is stopped automatically at the high level of settling tank being filled (with 10 seconds timer) when the control selector switch for the automatic stop detector has been set to ON on the ICAS.
*1 : Resistance tape
3.6.2a Heavy Fuel Oil Transfer System

200
TO & FM FWD F.O.TK
SHORE CONNECTIONS (P) (S)
300
300
40
200 125 125

214VPL
300
200 125
164VPK
FROM L.O.TRANS. PUMP
25
200
100
262VPL
125
25
65
25
25
F.O.ADD.TK
261VPL
150
213VPL
M
PUMP STOP
212VPL
M
PUMP STOP
150
328VPL
LAH 728
65
65
327VPL
LAH 728
25
F.O.SIDE TK(P)
LM 712 LAH 712
NO.2 F.O.SETT.TK
LI E LI E
TAH 717
607
FS
LAH 717 LAL 717 LM 717
LOW SULPHER F.O.TK

LAH 713 LM 713 TAH 713 TM 713
NO.1 F.O.SETT.TK
LI E
TAH 716
607 LAH 716 LAL 716 LM 711 LAH 711
FS
F.O.SIDE TK(S)
LI E 200 65
200
40
NO.2
LI E
40
FS
PUMP STOP
NO.1
LI E
FS
PUMP STOP
PUMP START
PUMP START
643
FS
643
FS
607
FS
607
FS
200
LM 716
200
E
202VPL 101VPL 102VPL
E
125
201VPL
WASTE OIL SETT.TK
150
100
150
100
100
100
072VPL
150
40
FROM G/E D.O.SERV.TK
40
103VPL
103VPL
003VPL
005VPL
65
127VPK
TO NO.1 BOILER FROM ENG.RM BILGE PUMP
40
072VPL
125
D.O. TKS OVERFLOW
200
142VPJ
50
TO D.O.SERV.TKS
225VPL
65
215VPL
65
326VPL
200
P
65
TO NO.2 BOILER
WASTE OIL TRANS.PUMP

FS
252VPL
XA 886 AS 643
FIRE
ES
RO 643
SA 643
RM 643
224VPL
AS 611
RM 611
SA 611
RO ES 611 FIRE
200
D.O.TRANS.PUMP
150
H.F.O.TRANS.PUMP
ASS 607 RM 607 SA 607 RO GSP ES FIRE
25
C
65 65
FROM D.O.STORAGE TK
P
65
65
208VPL
150
203VPL 211VPL
FROM L.O. SUMP TK
125
OVERFLOW
107VPK
200
100
FROM SEPARATED BILGE OIL TK
FS F.O.OVERFLOW TK
50
LAH 725
100
206VPL
207VPL
LAH 726
141VPJ
65
325VPL
FS
F.O.DRAIN TK
3.6.3 Diesel Oil and Gas Oil Transfer System

Heavy Fuel Oil Transfer Pump Maker : No. of sets : Type : Capacity : Rating : Diesel Oil Transfer Pump Maker : No. of sets : Type : Capacity : Rating : Wase Oil Transfer Pump Maker : No. of sets : Type : Capacity : Rating : Taiko Kikai Industries, Ltd. 1 set Snake, horizontal 10m3/h at 0.392MPa 440V, 5.5kW, 1,200 rpm Taiko Kikai Industries, Ltd. 1 set Gear, horizontal 10m3/h at 0.294MPa 440V, 3.7kW, 1,200 rpm Taiko Kikai Industries, Ltd. 1 set Gear, vertical 50m3/h at 0.294MPa 440V, 18.5kW, 1,200 rpm All DO and GO tanks are fitted with a quick closing pneumatic outlet valve operated from the fire control station. The valves must be reset locally after being tripped. Each tank is also fitted with a self-closing test cock to test for the presence of water and to drain any water present. The self-closing cock drains are collected into the separated bilge oil tank and pumped to the waste oil settling tank by the waste oil transfer pump to burn in the incinerator. The DO transfer pump is started and stopped locally or remotely. For local operation, the control selector switch must be set to OFF position on the ICAS before the pump stop. The pump can be stopped from the fire control station in the event of fire in engine room. The DO transfer pump is automatically stopped depending upon the high level of selected generator engine DO service tank. For automatic stop operation, the control selector switch must be set to ON position on the ICAS. Procedure for the Transfer of Gas Oil Normally the IGG gas oil tank is dedicated to IGG operation. When the transferring from gas oil tank would be needed, it can be shifted to appropriate service tank by operating the DO transfer pump. The procedure for transferring gas oil is the same as the procedure for transferring diesel oil except for the valves. Set up the valves as follows : Position Open Open Open Open Open Description IGG gas oil tank suction valve Isolating valve in line DO transfer pump suction valve DO transfer pump discharge valve Selected service tank filling valve Valve
Controls The DO transfer pump is stopped automatically at the high level of generator engine DO service tank or IGG gas oil tank when the control selector switch for the automatic stop detector has been set to ON on the ICAS.
Procedure for the Transfer of Diesel Oil a) Ensure there is sufficient DO in the DO storage tank and that the generator engine DO service tank has sufficient space to take the fuel. Check that all crossover valves connecting the DO transfer pump to the GO are closed. Ensure that the DO transfer pump suction filter is clean. Open the quick-closing suction valve 223 or 231VPL on the DO storage tank from which the fuel is to be transferred. Open the DO transfer pump suction and discharge valves 224VPL and 225VPL ensuring any crossover valve with the HFO transfer pump is closed and the blanks fitted. Open the filling valve to the service tank to be filled 226 / 227VPL on the generator engine DO service tank, 228VPL on the emergency diesel generator engine DO service tank or on the incinerator DO tank 230VPL. Start the DO transfer pump locally and check that diesel oil is being pumped to the selected DO service tank. When the required quantity has been transferred, stop the transfer pump. Alternatively the pump can be allowed to stop automatically when the generator engine service tank level switch is activated.
Alarms Sensor (Level) LT Tag No. 718 Function Set point 3,200 mm
Diesel Oil (DO) and Gas Oil (GO) are bunkered directly to two DO storage tanks and a inert gas generator GO tank located in the engine room. DO is used by the auxiliary diesel generators and emergency diesel generator, and for starting the boilers from cold and starting the waste oil incinerator. GO is used by the inert gas generator. The DO in the DO storage tanks is transferred to the DO service tanks for each consumer by the DO transfer pump. The gas oil in the IGG gas oil tank can be shifted to the DO service tanks as required by the DO transfer pump. Overflow from the generator engine DO service tank is backed to the starboard DO storage tank through overflow pipe fitted at the tank internal. Overflow from the DO storage tanks and the IGG gas oil tank is led to the FO overflow tank connected with the overflow line from the FO tanks. Overflow from the incinerator DO service tank and the emergency generator DO service tank is led to No.2 generator engine DO service tank through a sight glass respectively.
b) c) d) e)
IGG GO tank LAH (from tank bottom) DO storage tank G/E DO service tank (from tank bottom) LAH LAH LAL
*1 LT LT FS
715 721 722 729
95
3,600 mm 1,500 mm 700 mm
f)
E/G eng. GO service tank L A L (from tank bottom) Incinerator DO serv. tank (from tank bottom) LAH LAL
g)
FS FS
723 724
1300 mm 400 mm
3.6.3a Diesel Oil and Gas Oil Transfer System
100 100 100 100
100 100
230VPL
LAH 723 LAL 724
INCINERATOR D.O.TK
228VPL
EMERG.GEN.ENG. D.O. SERV.TK

100 100 100
FS
65
50 100
65
FS
LAL 729
FS
50
50
50
100
65
50
227VPL
226VPL
241VPL
242VPL
243VPL
50
244VPL
PUMP STOP
NO.2 G/E D.O.SERV.TK

LAH 721 LAL 721 LM 721
PUMP STOP
NO.1 G/E D.O.SERV.TK
D.O.STOR.TK (S)
LM 715 LAH 715
D.O.STOR.TK (P)
PUMP STOP
IGG GAS OIL TK

611
LAH 722 LAL 722 LM 722
FS
611
611
FS
LM 715
LAH 715
FS
LI
LI
LI
LI
LAH 718 LM 718
LI
50
E
233VPL
E 125 125
232VPL 231VPL
223VPL
E
221VPL
125
65
F.O.TKS OVERFLOW
65
200
50
TO F.O.TKS
65
65
65
125 65 50 65 65
215VPL
225VPL
40
65
25
200
XA 886
OVERFLOW
150
TO MAIN BOILER
P
65
TO I.G. GENERATOR
FS
252VPL
C
203VPL
P
211VPL
D.O.TRANS.PUMP
224VPL
AS 611 RM 611 SA 611 RO 611
FIRE
25
C
ES
200
100
H.F.O.TRANS.PUMP
ASS 607 RM 607 SA 607 RO 607 ES FIRE
200
65
65
LAH 725
208VPL
100
206VPL 207VPL
FS
50
TO F.O.DRAIN TK
F.O.OVERFLOW TK
125
FROM F.O. TKS
125
234VPL
222VPL
3.6.4 Boiler Fuel Oil Service System

Fuel Oil Burning Pump Maker : No. of sets : Type : Capacity : Rating : Taiko Kikai Industries, Ltd. 4 sets Screw, horizontal 5m3/h at 2.74MPa 440V, 15kW, 1,800 rpm The heated HFO is delivered to the boiler FO header. Each boiler has supply header and its own oil flow regulating valve 220B, minimum pressure maintaining valve 232B and flow meter 370B which are controlled by the automatic combustion control system. There is FO return line from the pipe rail of each boiler FO supply to the degassing chamber, which a valve 045/145VPL with an orifice. This return line allows proper control of the viscosity meter when the FO flow amount is extremely small. A FO recirculating line is also provided at the end of each boiler fuel header to allow for warming through of the fuel system whenever the fuel oil burners are not fired. When operating boilers on gas, the fuel oil system remains in operation. This will allow boosting fire on fuel oil, should the gas supply fail. For cold starting, the pump takes suction DO from the generator engine DO service tank and discharges to the boiler FO supply system. A non-return valve 071/072VPL is fitted on the DO service tank run-down line to avoid back flow of HFO to the DO service tank from the FO settling tank. Remote stop of those fuel oil pumps and shut-off of quick closing suction valves on tanks is made from the fire control station. A stop valve 014/114VPL and a spectacle blank are provided at the lowest point of the fuel supply line for draining to the FO drain tank in the event that removal of pipe works is required. Procedure for Preparing Cold Start Operation The description assumes that the boiler is being flashed up from cold and that fuel is being taken from the generator engine DO service tank. It is assumed that the boiler has been shut down with DO circulating in the fuel lines to prevent the fuel lines becoming blocked with cold heavy fuel oil. When the steam is available, the HFO is heated in the settling tank and steam is supplied to the heaters. Warm HFO is then circulated through the fuel lines and the heaters and the temperature is gradually raised to 115C. a) b) c) d) Check the quantity of DO in the DO service tank and replenish if necessary. Ensure that all instrument and control valves are open and that instruments are reading correctly. Ensure that there is control air available at all control valves. Ensure that there is general service compressed air available for atomizing the burner. e) Set the manually operated valves in the engine room as in the following table. Description Valve 065/066/165/166VPL FO return valves on FO settling tank 041/141VPL FO flow control inlet valve 042/142VPL FO flow control outlet valve 043/143VPL FO flow control valve bypass valve 021/031VPB Atomizing steam valves 025/035VPB GS air valve to the fuel atomizing system 232/233VPL Generator engine DO service tank suction valve
Boiler Fuel Oil Service Heater Maker : Kajiwara Iron Works CO.,Ltd. No. of sets : 4 sets Type : Steam heating, coil tube, horizontal Capacity : 5m3/h Rating : 55 to 150 The Boiler Fuel System is designed to allow cold starting up using DO, boiler operation using HFO, and gas only firing with HFO as stand-by, or dual fuel firing. The Boiler Fuel Oil Supply System provides fuel oil at suitable pressure and temperature to the burners throughout the operating range of the boilers. Each boiler has a completely independent fuel oil system which comprises of duplicate FO burning pumps, FO heaters and associated control and piping system. HFO is taken from the operating HFO settling tank and flows to the boiler FO burning pump suction via a primary duplex filter and flow meter for each boiler system. There are two boiler FO burning pumps which are on a duty / standby selection. The pumps can be operated locally or from the ICAS system operator station. A pneumatically operated flow meter bypass valve 006/106VPL will open in case of low oil level in degassing chamber. The boiler FO burning pumps take suction from the FO degassing chamber. The pumps operate at a constant pressure discharge using a recirculating valve 025/125VPL to maintain this, the excess FO being returned to the FO degassing chamber and hence back into the pump suction. The boiler FO burning pumps force the HFO through one of the two steam heated FO heaters and a secondary hot duplex discharge filter. A viscometer located after the secondary filter regulates the steam supply to the FO heaters in order to maintain the desired HFO viscosity of 15 cSt or 115approximately through the ICAS. There are two steam valves of different size working in a split range configuration. The temperature or viscosity control is selected by setting the control mode switch on the ICAS.
Position Closed Open Open Closed Closed Open Open f) g)
Turn the fuel oil temperature bypass switch for diesel oil, on the boiler gauge board, to the ON position. Set the manually operated valves in the fuel oil pump rooms as in the following table. Description HFO supply isolating valve DO supply isolating valve Flow meter inlet/outlet valves Flow meter bypass valve FO burning pump suction valve FO burning pump discharge valve Pressure control valve inlet/outlet valves Pressure control valve bypass valve Boiler FO heater inlet valve Boiler FO heater outlet valve Viscometer inlet/outlet valves Viscometer bypass valve Valve
005/105VPL 071/072VPL 007/008/107/108VPL 006/106VPL 011/012/111/112VPL 021/022/121/122VPL 024/026/124/126VPL 027/127VPL 028/029/128/129VPL 031/032/131/132VPL 034/035/134/135VPL 037/137VPL
Position Closed Open Open Close Open Open Open Closed Open Open Open Closed h) i) j)
Set the preliminary FO pressure to about 1.5MPa. Start the FO burning pump. Operation of the burner control system is described in section main Boiler Operation. Manufacturers instructions regarding the procedure for raising steam from cold must be followed precisely. When the boiler has raised steam to sufficient pressure using DO, heating steam will be available for tank heating, trace heating and for the boiler FO heaters. Heavy fuel oil in the settling tank must be heated to the correct temperature to allow for pumping.
4.3.2
WARNING When using diesel oil as the fuel, only compressed air must be used for atomizing.
3.6.4 Boiler Fuel Oil Service System

Procedure for Changeover of Fuel Oils The description assumes that the HFO will be taken from No.1 HFO settling tank. a) b) When the desired boiler pressure has been achieved burning diesel oil, change over to HFO once the DO has been recirculating. Select FO heater control Temperature mode, supply heating steam to FO heater and increase the DO temperature to about 70 gradually at the burner rail and supply trace heating steam for the pipeline. Ensure that the FO settling tank temperature has been reached more than 30. Change the system valves as in the following table. Most valves will remain in the same position as given in the procedure for raising steam from cold and so only the valve changes are listed. Description No.1 HFO settling tank high suction valve Return valve to No.1 HFO settling tank HFO supply isolating valve DO supply isolating valve Valve
001VPL 065/165VPL 005VPL 071VPL
Procedure for Changing from HFO to DO whist the Boilers are still Operating a) Ensure that there is sufficient diesel oil in the DO service tank for the operation of the diesel generator engine and the boiler. If necessary replenish the DO service tank. Change the atomizing system from steam to air by closing valves 021 / 031VPB and opening valves 025 / 035VPB. Open the DO service tank quick-closing valve suction valve
232/233VPL, if it is not already open.
h)
b) c) d) e) f)
Only leave the boiler FO burning pump operating long enough to displace all the HFO from the system to the HFO settling tank. If the pump is left running for a prolonged period, large quantities of diesel oil will be pumped to the HFO settling tank. Stop the pump when all the HFO has been displaced to the HFO settling tank. A reasonable guide to this is when the return pipe to the HFO settling tank fall in temperature. Close all system valves and shut off all power to the pumps etc.
i)
c) d)
Slowly open the boiler system DO supply valve 071/072VPL and immediately close the HFO supply valve 005/105VPL. Gradually shut off steam to the HFO heaters and the trace heating lines. Heavy fuel oil in the boiler burner supply system will gradually be used whilst firing the boilers and this will be replaced by diesel oil. Keep a check on the system temperatures to ensure that the temperature does not fall too quickly whilst there is still HFO in the pipelines. All burners should also be operated to ensure that there is DO in all burner lines. When the HFO has been completely replaced by the DO, the burners may be shut down when the boilers are not required.
j)
Controls The FO burning pumps will be automatically changed over by low pump discharge pressure (800kPa). The flow meter by-pass valve (006/106VPL) is automatically opened by the low level of degassing chamber due to the clogging of flow meter.
Position Open Open Open Close e) f) g)
Set the FO temperature to about 115. When the FO temperature reaches about 110 (more than alarm level of 105), stop the boiler. Change the atomizing fluid to steam from air, set the FO temperature by-pass switch to NORMAL and the preliminary FO pressure to about 2.5MPa. Re-start the boiler. The boiler may be fired up on HFO. Atomizing air must be used initially in order to ensure that all the diesel oil has been burned. The change to atomizing steam can be made when only HFO is observed to have reached the burners. The FO heater control will be changed to Viscosity mode when the viscosity is stabilized at about 15cSt.
g)
Alarms Sensor Tag No. 506 468 513 470 873 873 874 874 881 882 Function BLR FO header pressure Set point PAL 0.15 MPa ESD 0.1 MPa TA L ESD TA H TA L H L 90 80 150 105 25 cSt 10 cSt
Procedure for Changing from HFO to DO after the Boilers have been Shut Down If a boiler has been shut down, the fuel system may be purged of HFO by pumping DO in and forcing the HFO out. Steam should still be available for trace heating and the FO heaters so that the HFO viscosity is low enough to allow for pumping. Ideally the change to DO should be made when a boiler is still operating, but for emergency reasons a change whilst out of service might be required. a) Ensure that there is sufficient diesel oil in the DO service tank for the operation of the diesel generator engine and the boiler. If necessary replenish the DO service tank. Open the DO service tank quick-closing valve 232/233VPL. Open the supply valve 071/072VPL from the DO service tank and close the HFO supply valve 005/105VPL. When the running pump and the inlet and outlet lines are completely filled with DO, stop the pump and start the other pump. Shut off the trace heating and steam supply to the FO heaters and turn off the viscometer. Allow the second pump to operate and pump DO into the system. The DO will displace the HFO which will flow to the in use HFO settling tank.
PT PS TR TS TR TR VS VS DPS DPS
h)
BLR FO header temp.
FO heater outlet temp.
i)
FO heater outlet viscosity
Changing the Boiler Fuel Oil from HFO to DO In the event of the vessel being in port for a prolonged period with the steam system shut down, it is necessary to change the boiler fuel oil system over from HFO operation to DO operation. This is to ensure that all the fuel oil pipes contain DO which can be readily pumped. The procedure for changing essentially means removing all the HFO from the pipework and replacing it with DO. This is better done whilst the boilers are still being fired as then it is a simple case of burning off all the HFO in the lines and replacing it with DO.
b) c) d)
Secondary FO strainer Primary FO strainer
DPAH 200 kPa DPAH 100 kPa
e) g)
3.6.4a No.1 Boiler Fuel Oil Service System
65 65
65
40
066VPL
065VPL
NO.2 F.O.SETT.TK NO.2 GEN.ENG. D.O. SERV.TK NO.1 GEN.ENG. D.O. SERV.TK
W.DETECT.
XA
LOW SULPHER F.O.TK
NO.1 F.O.SETT.TK
W.DETECT.
XA
(HIGH)
(HIGH)
(LOW) 233VPL 232VPL
101VPL 204VPL
(LOW) 001VPL 002VPL
102VPL
80
25
65
65
100
150
105VPL 072VPL
100 150
103VPL
003VPL
100
100
80
25
205VPL 005VPL
PAL 506 G
65
TO H.F.O.TRANS.PUMP
PM 506
ESD 468
TO D.O.TRANS.PUMP ESD 461 RO 462 OIS 422 OIO 422
65
144VPB
40
071VPL
TO ACC
E
232B
TAL 873 TAH 873 421
370B
STM
145VPB
TO NO.2 BOILER FO SYSTEM TM PMS FM 883
65
ICAS
OIS 424 OIO 424
P
E
25
TAL 513 TM 513
ESD 470
TS
FROM ACC
TO ACC
045VPL
189B 221B
OIS 423 OIO 423
421
TM 873
TIC 872
VIC 874
VM 874
VAH 874
VAL 874
F.O.HEADER
223B 225B PURGE STM
50
222B 042VPL 220B
FS
50
035VPL
041VPL
VISCO.METER
034VPL
65 50
008VPL
T
007VPL
FS
65
AOS 884
223B 225B
T
OIS 423 OIO 423
50
043VPL
037VPL
PURGE STM
50
50
NO.1 BLR F.O.HTR

028VPL
FS
LAL 884
006VPL
411
FROM ACC
ATOMIZ.STM
ATOMIZ.STM
40
026VPL 025VPL
024VPL
40
40
031VPL
027VPL
80
50
P
E
DPAH
881
P
E
NO.2 BLR F.O.HTR

029VPL
65
50
65
50
014VPL
NO.2 BURNER
NO.1 BURNER
65
50 50
011VPL 032VPL
AC 606
RO 606
RM 606
SA 606
FIRE
ES
65
012VPL
TO F.O.DRAIN TK
NO.1 MAIN BLR
C NO.2
F.O.BURN.PUMP NO.1
TO ACC
411
010VPL
606
PS PS
E
021VPL
022VPL
50
TO F.O.OVERFLOW TK
50
50
PUMP CHANGE OVER
65
DPAH 882
80
3.6.4b No.2 Boiler Fuel Oil Service System
65 65
65
166VPL
165VPL
40
NO.2 F.O.SETT.TK NO.2 GEN.ENG. D.O. SERV.TK NO.1 GEN.ENG. D.O. SERV.TK
W.DETECT.
XA
LOW SULPHER F.O.TK
NO.1 F.O.SETT.TK
W.DETECT.
XA
(HIGH)
(HIGH)
(LOW)
101VPL 204VPL
(LOW) 001VPL 002VPL
NO.2 MAIN BLR
233VPL
232VPL
102VPL
100
105VPL 072VPL
100 150
103VPL
150
003VPL
100
100
BURNER NO.2
BURNER NO.1
25
65
65
80
80
25
205VPL
65
TO H.F.O.TRANS.PUMP
005VPL
TO D.O.TRANS.PUMP
65
150VPB
40 65
DPAH 882
071VPL
ATOMIZ.STM
ATOMIZ.STM
E
232B
TAL 878 TAH 878 421
STM
TM PMS
TIC 877
PURGE STM
OIS 423 OIO 423
225B 223B
PURGE STM 225B 223B
P
E
P
E
TO NO.1 BOILER FO SYSTEM
25
OIS 423
OIO 423
189B
222B
FROM ACC
TO ACC
145VPL
221B
421
TM 878
VIC 879
VM 879
VAH 879
VAL 879
151VPB
FM 883
F.O.HEADER
OIS 424 OIO 424 TM 513
50
142VPL 220B
370B
FS
50
135VPL
141VPL
VISCO.METER
134VPL
65 50
108VPL
T
107VPL
FS
65
AOS 884
TS
E
ESD 470
OIO 422 OIS 422 RO 462
50
143VPL
137VPL
50
50
TAL 513
NO.3 BLR F.O.HTR

128VPL
FS
LAL 884
106VPL
411
FROM ACC
TO ACC
G
ESD 461
40
126VPL 125VPL
124VPL
40
PM 506 PAL 506
ESD 468
40
131VPL
127VPL
50
P
E
DPAH
80
881
P
E
NO.4 BLR F.O.HTR

129VPL
65
50
65
50
114VPL
65
50 50
132VPL
111VPL
AC 606
RO 606
RM 606
SA 606
FIRE
ES
65
112VPL
TO F.O.DRAIN TK
C NO.4
F.O.BURN.PUMP NO.3
TO ACC
411
E
606
110VPL
PS PS
E
121VPL
122VPL
50
TO F.O.OVERFLOW TK
50
50
PUMP CHANGE OVER
65
ICAS
80
3.6.5 Boiler Fuel Gas Service System

The boil-off gas (BOG) supply system to the engine room is shown on the ICAS Cargo Boil-Off graphic screens. Gas from the tanks has to be compressed and heated before being supplied to the boiler burner system. Two low duty fuel gas (FG) compressors and a low duty FG heater are provided for this purpose. If the gas header pressure is sufficiently high, the gas will flow freely, bypassing the compressor. The BOG is generated by the following three different methods. Natural boil-off during laden and ballast voyage Spraying during cargo tank cool down during ballast voyages Forcing boil-off using a forcing vaporizer in conjunction with either of the above two methods Boil off gas is supplied by a single wall pipe between the cargo machinery room and engine room bulkhead and by double wall pipes between the engine room bulkhead and the boilers. The air between inner pipe and outer pipe of the double wall pipes is being extracted by one of two vent duct exhaust fans and is exhausted to the cargo area. Continuous running of one vent duct exhaust fan is required when the boilers are burning gas. In the event of both vent duct exhaust fans stop, gas firing is tripped. A boiler gas hood is provided at the engine room entrance of BOG, where all fittings for BOG handling in the engine room are located. Gas detecting units are fitted at the boiler gas hood so as to monitor presence of methane in the hood. Before burning the gas, the extraction fan above the gas room must be operating. (Note: The master gas valve will trip if both gas hood fans stop. ) Observe all company regulations regarding operation of the boilers when using boil-off gas. Ensure that the gas is available and check that the gas supply system is operational. For burners to be on fuel gas only, the following conditions must be applied : Main turbine must be in FULL AWAY condition. The steam dump system must be on AUTOMATIC. Request from the gas engineer to go on boil-off gas burning. Dual fuel mode is available. The cargo machinery room is set up by the gas engineer, see the Cargo Manual. Once set up, the compressor can be started from the MCR or CCR ICAS screen if the command is transferred to the engine room. 2) Controls There are two controllers used to control the FG compressor. One is used to control the inlet guide vanes (IGV). This has a set point which will control the IGV opening to attempt to keep the desired opening of gas control valve. The second controller is for tank pressure protection and is set between 107 and 109kPa absolute. If the tank pressure falls to 107kPa the second controller takes control of the FG compressor in a bumpless transfer, matching the first controller. It will then reduce the opening of the IGV to minimum. It will maintain control of the FG compressor until the tank pressure returns to 109kPa, at which point operation of the FG compressor will be transferred back to the first controller. At 107kPa it will also provide a fuel oil back-up signal in the fuel oil burners if the boiler was running on gas only. The burning mode will not change back to gas firing at this point, that would have to be instigated manually. If the Dump mode is engaged for tank pressure control, the excess gas dump control will open the dump valve when the tank pressure rises above the set pressure, in order to increase the boiler load and control the position of the dump valve to maintain the tank pressure. Alarms Sensor (Pressure) PT DPT Tag No. 507 487 488 Function Common line Burner gas header (Differential pressure between gas header and furnace) Burner gas header PAH Set point 150 kPa
ESDH 75 kPa ESDH 0.7 kPa (BLR gas v/v trip PA H PA L 70 kPa 1.0 kPa
PT PT
507 507
(Temperature) TS 481
Common line
E S D 5 (Master gas v/v trip) TAL 15
TR
514
Burner gas header
(Gas leak detect) Gas 479 detector G1206
BOG pipe hood
E S D 6 0 % (Master gas v/v trip) H 3 0 %
Boiler Gas Valve Trip The boiler gas valves 211B are automatically closed by following conditions : Gas header high pressure Gas header low pressure Master gas valve VG900 trip 75kPa 0.7kPa
Nitrogen Purge The fuel gas supply line will be automatically purged by nitrogen when the fuel gas supply is shut down. 1) Burner purge The burner purge is performed automatically by shut-off of the gas burner. When the burner gas valve is closed and there is at least one flame in furnace, the burner N2 purge will be performed. Gas header purge Gas header purge is performed automatically by shut-off of the boiler gas valve 211B. When the boiler gas valve is closed and no burners are firing, the gas header N2 purge will be performed. In case FO burners are firing, the burner gas valve of firing burner will be opened and purged to furnace.
3.6.5a Boiler Fuel Gas Service System
FROM ACC
P H/H P L/L RO 437 OIO 437 OIS 437 ESD 437 ESD 487 ESD 488
BOG PIPE HOOD

250
208B 207B
OIO 443
NO.2 MAIN BOILER

FURNACE
250
211B
OIO 442
15
212B
OIO 439
NO.2 BURNER
NO.1 BURNER
15 150
217B 216B
GAS HEADER
214B
214B
50
TAL 514
TM 514
15
213B
G
15
OIO 454
PAH 507 PAL 507 PM 507
150
25
150
OIO 444
218B
FOR ACC
OIO 439
50
214B 214B
150 15
217B
216B
GAS DETECT.MONITOR
XAH G1026 ESD 479 XM 30% LEL ALARM 60% LEL GAS TRIP
436B
FS
15
213B
OIO 454
XM
042VUN
046VUN
250 250
041VUN 213B
NO.2
200
044VUN
FOR ACC T L/L T ESD 481 OIO 444 OIO 439
OIO 454
200
045VUN
25
TO CARGO AREA
250 15
15 150
217B
NO.1
200
043VUN
TS
50
218B
216B
AC 657
VENT DUCT EXH.FAN

RO 657 RO 657 ES FIRE RM 657 SA 657 ESD 480
214B
214B
ENGINE ROOM
P
PM 507 FOR ACC PAH 507 G
PAH 507
150
GAS HEADER
TAL 514
TM 514
PM 507
50
OIO 454
50
25
PAL 507
150
213B
436B
FS
OIO 442 FOR ACC OIO 443
OIO 439
350
15 150
217B
15
216B
P
25
212B
214B
214B
15
FROM ACC
FM N2 BUFFER TK
15
207B
208B
15
211B
250
250
RO 437
OIO 437
OIS 437
ESD 437
P H/H ESD 487
P L/L ESD 488

MASTER N2 PURGE V.
FURNACE
NO.2 BURNER
NO.1 BURNER
182VUN
NO.1 MAIN BOILER
MASTER GAS V.
VG900
FROM CARGO MACHINERY RM
TO VENT POST
3.6.6 Boil Off Gas System in Cargo Machinery Room

The following equipments are provided in the cargo machinery room to enable the gas to be supplied to the main boilers. Two fuel gas (FG)compressors One FG gas heater One forcing vaporizer The pipe lines from vapor return system are cross-connected with fuel gas system for emergency operation. c) FG Compressors a) Each FG compressor is an electrical motor driven single-stage centrifugal type with axial suction and tangentially mounted discharge nozzle. The shaft sealing system is provided to prevent gas leakage at the penetration part of rotor shaft from casing. Nitrogen is supplied to the shaft sealing system as a sealing medium. The compressor gearbox is a two-shaft, involute helical gear type. One high speed pinion shaft is connected to the compressor impeller and the other drive shaft is coupled with the electric motor via a flexible coupling. The shaft penetration part at bulkhead plate between cargo machinery room and motor room is sealed with LO which is supplied by main or auxiliary LO pump. b) Forcing Vaporizer a) The forcing vaporizer is provided to vaporize LNG supplied from the spray pump system. The forcing vaporizer provides fuel gas in excess of the natural boil-off gas generated during normal operation. The vaporizer is of a stainless steel, horizontal shell and U-tube direct steam heated type, having a design capacity when supplied with steam of 1.0MPa / 200. The forcing vaporizer is provided with two kinds of control valves, one is for LNG flow control VS955, the other is for temperature control VS956 by spraying. Alarms Sensor TR TR TR TR TR TR TR TR Tag No. G612 G632 G712 G715 G715 G702 G705 G705 Function Set point 100 90 100 85 -20 100 85 -20
FG compressor discharge E S D temperature TA H FG heater outlet temperature ESD TA H TA L ESD TA H TA H
Forcing vaporizer outlet temperature
b)
A mist separator of stainless steel is fitted to the gas suction common line of the FG compressors to prevent carry-over of LNG droplets to the FG compressors
Controls Master Gas Valve 1) Master Gas Valve Trip The master gas valve VG900 is automatically closed by following condition : Gas temperature low Both boilers trip Both vent duct exhaust fans trip Both boiler gas valves trip Detection of gas leak 5
c)
d)
FG Heater a) The FG heater is of the horizontal shell and U-tube direct steam heated type, with a design capacity when supplied with steam of 1.0MPa / 200. The heating steam is supplied from the ship service external desuperheater in the engine room. The heater is provided with its own steam condensate drain pot and a steam trap. Condensate from the heater is returned to the atmospheric drain tank in the engine room via gas heater drain cooler and the gas vent drain tank installed in the cargo machinery room. The heater is provided with two temperature control valves VG935 / VG936. VG935 controls the main gas flow and VG936 controls the by-pass gas flow.
60% LEL
Following operations will be executed by the trip of master gas valve. Boiler FO boost-up (Gas to FO) FG compressors stop Master Nitrogen Purge The master N2 purge is performed automatically by the master gas valve VG900 is closed.
b)
2)
c)
Boiler FO Back-up The boiler FO back-up (Gas to Dual) will be performed by following condition. Vapor header low pressure FG heater trip Both FG compressors stop Main turbine telegraph in maneuvering zone 5kPaG
d)
3.6.6a Boil Off Gas System in Cargo Machinery Room

FROM LNG SPRAY LINE TO NO.3 CARGO TK HOT VAPOUR RETURN VAPOUR RETURN
CARGO MACHINERY ROOM
BOG SUC.
MOTOR ROOM
25
RO
OI
VG902
15
G746
LAH
VG996
250
VL950
VG951
250
RO OI
300
G735
TM
G735
TAL
G735
TAH
G736
TIC
MIST SEPARATOR
FC
32
G734
550
FROM H/D GAS COMP.
DIAS
G733
PM
G737
FM
FORCING VAPORIZER
40
P
50
G734
250
G606
I/P
IAS
G606
PM
VG952
T M
700
VS955 F.C.V.
250
VG942
G632
TAH
G632
TM
ESD
G612
G631
TM
T
G601
300
OI
RO
300
RM
RO ESDS G601 G1411
VG994
GEAR NO.2 L/D GAS COMP.
M M
T.C.V. VS956
500
P
700
G703
PM
ESD
G702
G705
TM
G705
TAH
G705
TAL
G622
PM
P
G621
P
PM
G623
PAL
G615
ESD
VG917
FS
VG941
SURGE CONT.
250
G706
TIC
DIAS
VG904
250
300
OI
G605
P
500
VG900
TO E/R
G704
PM
300
WARM UP GAS HTR
125
G610
RO
G610
OIO
G610
OIS
VG916
VG943
OI
VG915
300
ESD 436
OIO 441
VG903
250
VG932
G632
TAH
G632
TM
ESD
G612
G631
TM
T
G601
300
VG914
15
G606
I/P
IAS
RO G606
RM
RO 436
RO ESDS G601 G1411
OIO 436
OIS 436
VG993
P
300
G713
PM
ESD
G712
G715
TM
G715
TAH
G715
TAL
GEAR NO.1 L/D GAS COMP.
182VUN
VG937
150
G716
250
TIC
DIAS
G622
PM
P
G621
P
PM
G623
PAL
G615
ESD
FS
VG931
FUEL GAS HTR
VG936
SURGE CONT.
P
15 250
178VUN VG935
G714
PM
300
VG934
OI
G605
125
G610
RO
G610
OIO
G610
OIS
15
VG933 175VUN 174VUN
P
25
171VUN VN880
FROM N2 LINE
15
15
3.6.7 Diesel Oil and Gas Oil Service System

The diesel oil or gas oil is supplied for following machinery. Auxiliary diesel generator engines Emergency diesel generator engine Incinerator Inert gas generator DO for service is passed bunkered DO from DO storage tanks to DO service tanks by DO transfer pump. The fuel oil system for each auxiliary generator engine is completely separated. The fuel oil for each engine is supplied from designated generator engine DO service tank via a duplex filter and a flow meter. The fuel oil for emergency generator engine is supplied from the emergency generator engine DO service tank via a duplex strainer. The DO for incinerator is supplied from incinerator DO service tank to pilot burner via pilot burner pump, and the DO may also be supplied to waste oil burner via isolating valve 364VPL for assisting the burning of waste oil. The fuel oil for inert gas generator is supplied from IGG gas oil tank via IGG FO pumps, one is for main burner and the other is for pilot burner. DO and gas oil tanks quick closing suction valves are closed from the fire control station. A stop valve 706/716VPL with a spectacle blank is provided at the lowest of the D/G fuel supply header for draining to the FO overflow tank in the event that removal of pipe works is required. DPS G822
Alarms
Sensor DPS
Tag No.
Function D/G inlet filter differential pressure
Set point D PA H 90 kPa
IGG main burner DO P A L pressure
100 kPa
3.6.7a Diesel Oil and Gas Oil Service System
I.G.G. GAS OIL TK

EMERG.GEN.ENG. D.O. SERV.TK INCINERATOR D.O.SERVICETK
25
25
WASTE OIL SETT.TK
366VPL
NO.2
365VPL
NO.1
362VPL
361VPL
221VPL
401VPL
363VPL
25
EMERG.GEN.ENG.
50
G.S.AIR
15
25
50
TO D.O.TRANS.PUMP
S P
PS
15
INJECT.PUMP
F.O. PUMP UNIT

25
M
25
P
25
PAL PM G822 G822
SCRUBBER UNIT
25
F.O.PUMP
364VPL
S S P P
LS PS
25
S S
P
S S
T TS
MAIN
15
P
15
BURNER
402VPL
25
TS
915
XA
PILOT
INCINERATOR
25
NO.2 GEN.ENG. D.O. SERV.TK
NO.1 GEN.ENG. D.O. SERV.TK
25
25
25
NO.2 AUX.DIESEL ENG.
711VPL
081VPL
NO.1 AUX.DIESEL ENG.
733VPL
723VPL
DP
713VPL
40
40
DP
702VPL 703VPL
40
40
716VPL
T P
F.O.PUMP
731VPL
FS
40
712VPL
FS
40
40
40
721VPL 706VPL
F.O.PUMP
DP
DPAH
714VPL
704VPL
DP
DPAH
T P
25
TO F.O.OVERFLOW TK
TO F.O.OVERFLOW TK
25
25
3.7.1
Main Turbine Lubricating Oil System

Procedure for Operating the System The supply to the gravity tank is via a needle valve 014VPK to ensure a continuous top up supply to the tank. The emergency outlet is via a larger bore non-return valve 012VPK. This allows the gravity tank to provide an emergency lubricating oil supply to the oil supply system in the event of complete failure of the pumping system. The emergency supply allows the turbine to be stopped and so helps to prevent damage due to lack of lubricant. The main outlet line from the gravity tank is protected by a quick-closing valve 015VPK which will be operated from the fire control station. The capacity of the LO gravity tank is sufficient to provide adequate lubrication for the longest possible rundown time of the machinery after blackout. The content of the tank ensures a rundown time of approximate 20 minutes. There are two plate type LO coolers which are cooled by fresh water from the central cooling system. (See 3.4.1 Central Fresh Water Cooling System) An auto-backwash main filter is fitted, which has a capacity up to the full rating of the main pump. This filter is automatic in operation and is fitted with a bypass filter for use in emergencies. Drain from the auto-backwash filter is backed to the LO sump tank through a sludge collector. A control oil system is provided at the turbine. This is dependent on the main LO system and is discussed in section 4.2.2 Main Turbine Operation. It is supplied by two control oil pumps. One of these pumps will be selected as the duty pump and the other pump as standby to cut in automatically should the duty pump fail to maintain the control oil supply pressure (0.9Mpa). A dehumidifier is connected to the gearbox and removes moisture from the gearbox atmosphere and hence from the lubricating oil system. The dehumidifier is air reactivated by heating dry air passing over the desiccant dryer. A coalescing water extraction filter is fitted on 5% by-pass system after the main filter, returning to the sump tank. . There are two shell and tube LO coolers which are cooled by sea water from the SW circulating system, (see section 3.5.1) It is assumed that the turbine is stopped but is being prepared for starting. a) Check the level of oil in the main LO sump and replenish if necessary. Clean all the filters.
Main (Direct Driven) Lubricating Oil Pump Maker : No. of sets : Type : Capacity : Mitsubishi Heavy Industries Ltd. 1 set Gear, vertical driven by main turbine 150m3/h at 0.294MPa
Auxiliary (Electric Motor Driven) Lubricating Oil Pump Maker : No. of sets : Type : Capacity : Rating : Teikoku Machinery Works, Ltd. 2 sets Centrifugal, vertical, submerged 150m3/h at 0.294MPa 440V, 37kW, 3,600 rpm
b) Ensure that fresh water is circulating through the LO coolers. c) Ensure all pressure gauge and instrumentation valves are open and that instruments are reading correctly.
d) Set up valves as in the following table : Position Open Open Operational Open Open Operational Closed Closed Open Open Open Closed Operational Open Open Open Open Open Open Close Open Open Open e) Description Valve 003VPK No.1 auxiliary LO pump discharge valve 005VPK No.2 auxiliary LO pump discharge valve Pressure regulating valve 016VPK Automatic back wash filter inlet valve 018VPK Automatic back wash filter outlet valve Automatic back wash filter solenoid drain valve 017VPK Bypass filter inlet valve (normally closed) 019VPK Bypass filter outlet valve (normally closed) 006 or 007VPK LO cooler LO inlet valve 008 or 009VPK LO cooler LO outlet valve LO coolers vent valves (normally closed) LO coolers drain valves (normally closed) 001VPK Three-way temperature control valve 081 or 085VPK Line vent valve (normally opened) 034VPK Water extraction filter inlet valve 035VPK Water extraction filter outlet valve 013VPK Gravity tank filling inlet valve Gravity tank filling needle valve (normally opened) 014VPK Gravity tank quick closing valve (normally opened) 015VPK 062VPK Dehumidifier outlet valve 021VPK No.1 intermediate bearing inlet valve (Locked) 022VPK No.2 intermediate bearing inlet valve (Locked) 023VPK No.3 intermediate bearing inlet valve (Locked)
When stationary, the main turbines and gearbox are supplied with lubricating oil from the main LO sump tank by one of two motor driven auxiliary LO pumps. One of these pumps will be selected as the duty pump and the other pump as the standby to cut in automatically should the duty pump fail to maintain the lubricating oil supply pressure. The pumps may be arranged for automatic start, stop and changeover. An emergency start facility is provided in the event of blackout, the power being taken from the emergency switchboard. When running, the lubricating oil is supplied to the system from the main LO pump, which is driven by the HP gearbox pinion. When the main LO pump is producing sufficient pressure (LO pressure above 110kPa), a pressure switch is activated and the ICAS stops the duty electrical LO pump. When the propeller slows and causes the LO pressure to fall below 95kPa, the duty electrical auxiliary LO pump will automatically start to maintain the pressure. The duty LO pump circulates lubricating oil around the gearbox system and turbine bearings. The main LO circulation system also includes the intermediate shaft bearings. The main LO circulation system supplies LO to the system via the LO coolers, a three-way temperature valve 001VPK regulating the flow of oil through the LO coolers in order to maintain the inlet temperature of 40 to 45C to the bearings. A pressure control valve regulates the LO pressure by recirculating excess oil (pressure 0.294MPa) back to the main LO sump tank. A LO gravity tank forms part of the lubricating oil system and this receives a supply of lubricating oil whenever a pump is running. The tank overflows continuously to the main LO sump tank through an observation sight glass.
Select both auxiliary LO pumps for REMOTE operation at the local control selector. At the ICAS screen for the turbine LO system start one of the pumps as the duty pump by selecting MANUAL mode for that pump and then start the pump. At the ICAS screen select the second pump as the standby pump by selecting AUTO mode for that pump.
(Note : If the oil temperature of the oil is lower than 30, steam heating must be applied whilst the oil is circulating in order to raise the temperature to an acceptable level. Also put the LO purifier in use as soon as possible, which will rise the LO temperature.)
3.7.1

Alarms
f)
Close the gravity LO tank filling valve 013VPK when the overflow has been confirmed in the sight glass.
g) Check the flow of LO throughout the system, ensuring that the flow is adequate to all parts, including the intermediate shaft bearings and that there are no leaks. Utilize LO flow sight glasses on all bearings and gravity tank. Engage and start the turning gear. h) Keep the LO system circulating and allow the temperature of the system to gradually increase to normal operating temperature. (Note : When the turbine is operating at full sea conditions the main LO pump will be supplying LO to the system and the running auxiliary LO pump will be stopped. The standby LO pump remains in standby mode.) (Note : When the main or aux. LO pump is in operation (while at sea and in turning operation), keep switch off the dehumidifier and also keep close the dehumidifier outlet valve 062VPK. When the main or aux. LO pump is out of operation, keep switch on the dehumidifier and also keep open the dehumidifier outlet valve 062VPK.)
In the event of a blackout, the ICAS remembers which pump was running at the time of the blackout, and whether or not the second pump was selected as the standby pump. Provided that the running pump prior to the blackout was selected in REMOTE the ICAS will start the previously running pump as part of the sequential restart system. Should the pump fail to start within a preset time the standby pump will be started, provided that the second pump was selected in AUTO mode. When the main LO pump is operating the standby facility still applies and one of the auxiliary pumps may be selected as the standby pump. This would be done at start-up of the system as one of the auxiliary LO pumps would be started and the other selected as the standby pump. When the turbine is in the at sea condition and the main LO pump takes over, the running auxiliary LO pump will cut out. The auxiliary LO pump selected as the standby pump will remain in that condition and will cut in should the main LO pump fail to maintain the required LO pressure or the main shaft reduce to predetermined revolution. The conditions for automatic changeover between auxiliary and main pumps are as follows : Shaft revolution Auxiliary pump start : Below 64 rpm or Auxiliary pump stop : Above 68 rpm and LO pressure Below 95kPa Above 110kPa
Sensor (Pressure) PT PS PT PS DPT DPT
Tag No. 108 068 108 069 108 893
Function M/T bearing LO inlet M/T control oil
Set point PAL ESD PAL ESD 70 50 1.0 0.5 kPa kPa MPa MPa
Auto back-wash LO filter

Main LO pump suction filter
DPAH 20 kPa DPAH 20 kPa
(Temperature) TR 121
M/T LO inlet
TA H TA L TA H TA H TA H TA H TA H TA H TA H TA H TA H TA H TA H TA H TA L
54 34 80 80 70 80 80 80 70 80 60 60 60 70 20
TR TR TR TR TR TR TR TR
122124 125 / 126 127 / 128 129 / 130 131133 134 / 135 136 / 137 138 / 139 141 / 142 143 145147 700
HP turbine bearing HP 1st pinion bearing HP 1st wheel bearing HP 2nd pinion bearing LP turbine bearing LP 1st pinion bearing LP 1st wheel bearing LP 2nd pinion bearing 2nd wheel Main thrust pad Intermediate shaft bearing M/T LO sump tank
Controls The electrically driven auxiliary LO pumps and control oil pumps are arranged in a duty / standby configuration with one pump started as the duty pump via the ICAS screen and the other selected as the standby pump. The standby pump will start if the duty pump stops or the LO pressure is low. The second pump may be selected for standby (AUTO) mode when the duty pump is running. Selection for standby (AUTO) mode may be made provided that the pump is stopped, is set to remote mode, is not tripped and provided that the other pump is running. In the event of the running pump tripping or producing a low pressure, the ICAS initiates an alarm and when the low-low pressure is reached the standby pump is started. The original running pump is not stopped by the ICAS and must be stopped manually for investigation if it has not already tripped. A manual start is not available for a pump set to standby and if for any reason the operator wishes to start the standby pump then the status of the pump must be changed from standby (AUTO) to MANUAL at the ICAS screen. The auxiliary LO and control oil pumps may be started manually from the ICAS provided that they are set to REMOTE mode at the pump control selector switch. If both pumps are in MANUAL the ICAS cannot start the second pump in the event of a low-low pressure as AUTO mode is not selected for the second pump.
The auxiliary LO pump in standby will start by low LO pressure (70kPa). The control oil pump in standby will start by low LO pressure (0.9MPa).
TR TR TR *1
(Level) *1 FS
700 702
M/T LO sump tank (from normal level) LO gravity tank (from tank bottom)
LAL -200 mm LAL 1,730 mm
3.7.1a

65 150
FUNNEL
80
10
LUB.OIL MIST BOX
L.O.GRAVITY TK
ENG. RM AIR
LAL 702
FS
125
25 100
062VPK
014VPK
013VPK
TO L.O. SLUDGE TK
15 FROM L.O. STOR.TK 80
65 100
012VPK
015VPK
100
DEHUMIDIFIER
100
DPAH
125
100
128VPK
109
DPM 109
TIC 121
121
T.C.V. 001VPK
25 125
TAL 121 TAH 121 TM 121
150
018VPK
016VPK
S T
019VPK 033VPK 017VPK
25
25
25
80
80
80 80 80
LOCKED OPEN 023VPK LOCKED OPEN 022VPK LOCKED OPEN 021VPK
TAH 700 LAL 700 LM 700 TAL 700 TM 700
P
65
081VPK 085VPK
150
80
L.P.TURB.
65
125
TO L.O.DRAIN TK
P
80 150
005VPK 004VPK
NO.2
RM 601 SA 601
FIRE
350
1W
NO.2 L.O.CLR
T T
009VPK
007VPK
125
NO.3
NO.2
NO.1
AC 601
ASS 601
RO 601
ES
AUX.L.O.PUMP P
T T T
150
003VPK 002VPK
THRUST BEARING
350
601 PUMP AUTO CHANGEOVER PS START/STOP
ESD 068
TAH 147 TM 147
TAH 146 TM 146
TAH 145 TM 145
NO.1
PS
CONT. OIL TK
250 200 125 50 DPS 150
STEADY BEARING
L.O.SUMP TK
101VPK
H.P.TURB.
C MAIN L.O.PUMP P
008VPK
C
150
TO L.O.PURIF.
DPAH
893
NO.1 L.O.CLR
T
006VPK
2W
200
1W
WATER EXTRACT. FILTER
125
034VPK
035VPK
65 150
150
PAL 108
PM 108
25
150
150
25
25
3.7.2
Lubricating Oil Purification System

Procedure for Operating the System Mitsubishi Kakoki Kaisha, Ltd. 1 set Centrifugal, total discharge 3.1m3/h 440V, 5.5kW, 1,800 rpm The solid particles suspended in the oil settle on the underside of the discs and slide down into the solid holding space. The smooth disc surfaces allow the solids to slide down and provide self-cleaning of the discs. Each bowl assembly is fitted with a regulating ring, sometimes referred to as a gravity disc. The diameter of the gravity disc is determined by the density of the oil to be purified and will determine the position of the interface between the oil and the sealing water. The position of this interface is critical for the effective separation of the liquid mixture. Being of the self cleaning type, the accumulation of solids within the holding space will be ejected at predetermined intervals depending on the quality of the oil. This is achieved automatically by the control panel and a number of solenoid valves which will bypass the oil supply and open the bowl for a set period of time by the use of high pressure water. The oil feed while the self-cleaning cycle, is returned to the suction of the pump by a three-way piston valve. The purifier will be used for the following purposes : Continuous main system purification Renovating tank purification Stern tube system purification Batch purification of turbo generator, main feed water pump turbine and diesel generator engine. A LO purifier feed pump and a transfer pump are provided for supplying the oil to the purifier, the former is dedicated for turbine LO treatment, and the latter is for generator engine LO. Each supply system is segregated with double shut valves to minimize the contamination of oils of different kind. Normally, the LO in the main turbine sump tank is circulated through the purifier continuously. In the event that big amount water appears in the LO, the LO will be shifted once to LO renovating tank, then the LO will be purified by circulation between LO renovating tank. The LO in small sumps for turbo generator, main feed water pump turbine and generator engine will be purified by circulation between respective renovating tank after shifted once to renovating tank. The LO in the stern tube LO sump tank will be purified by circulation between stern tube LO sump tank. A steam heater is provided for LO purifier system to lower the viscosity of the LO entering to purifier bowl to aid purification. Waste water and sludge is directed to the LO sludge tank for disposal. To purify lubricating oil to and from the main turbine LO sump tank. a) b) c) d) Record the level of oil in all the tanks associated with the system. Open any control air and operating water valves to the purifier. Ensure there is electrical power at the purifier control panel and Multi-monitor. Set the valves as shown in the following list : Description LO sump tank suction valve Purifier feed pump suction valve Recirculation / Purifier return valves Pump discharge valve Purifier discharge valve Purifier discharge isolation valve LO sump tank inlet valve Sludge discharge valve Fresh water supply valve All valves other than the above Valve
101VPK 103VPK 117/118/124VPK 104VPK 110/113/120VPK 106VPK 128VPK 301VPK 131VPG
Lubricating Oil Purifier Maker : No. of sets : Type : Capacity : Rating :
Lubricating Oil Purifier Feed Pump Maker : No. of sets : Type : Capacity : Rating : Taiko Kikai Industries, Ltd. 1 set Gear, horizontal 3.1m3/h at 0.294MPa 440V, 0.75kW, 1,200 rpm
Lubricating Oil Transfer Pump Maker : No. of sets : Type : Capacity : Rating : Taiko Kikai Industries, Ltd. 1 set Gear, horizontal 1.0m3/h at 0.294MPa 440V, 0.75kW, 1,200 rpm
Open Open Open Open Open Open Open Open Open Closed
Purifier Lubricating Oil Heater Maker : No. of sets : Type : Rating : Kajiwara Iron Works Co.,Ltd. 1 set 3.1m3/h 40 to 85
The purifier flow regulating valve 105VPK should be set for the desired discharge pressure and should not be adjusted during normal running conditions. e) f) g) h) Ensure the purifier brake is off and that the purifier is free to rotate. Check the purifier gearbox oil level. Start the purifier feed pump. The three way valve will ensure the oil bypasses the purifier and returns to the pump suction. Set the steam temperature control valve to the required setting (85) taking care not to overheat the oil. Slowly open the steam supply and return on the heater in use. Start the purifier at the control panel and ensure that the bowl is up to speed before continuing. Ensure the operating water opens and closes the bowl. Switch on the control panel. Once the lubricating oil temperature is above the minimum setting, start the program by pressing AUTO.START button on the control panel. This will initiate a start sequence including a sludge and discharge test and operate the purifier in automatic mode. Once the purifier is running and no signs of abnormal vibrations and sound are evident, temperatures, pressures and electric current should be recorded and the levels of the tanks in use checked.
The purpose of the lubricating oil purifier is to remove water and solid particles from the lubricating oil to prevent damage being caused to the machinery the oil is supplying. Liquid mixtures and solid/liquid mixtures can be separated by two means. The gravity field of a renovating (settling) tank or the centrifugal field of a purifier bowl. Both systems rely on the product components having different densities. Since the centrifugal field of a purifier is considerably more effective than the gravity field of a renovating (settling) tank it is usual practice to favor the centrifugal field method. The heated dirty oil enters the purifier and the centrifugal force created by the rotating bowl causes the liquid mixture to separate into its different constituents within the disc stack. The disc stack consists of a large number of conical discs placed one above the other. Each disc is provided with spacers to maintain the precisely determined narrow disc interspaces. These interspaces are critical for the efficiency of the separator.
i) j) k) l)
3.7.2

Position Open Open Open Description LO renovating tank suction valve Isolating valve from LO renovating tank Purifier feed pump suction valve Valve
125VPK 129VPK 124/103VPK
Procedure to Stop the Purifier a) b) c) d) e) Shut the steam to the heater and allow the oil to cool. Press the AUTO.STOP button. Two total ejections will be triggered and the purifier will stop automatically. The feed pump will need to be stopped if they are running in manual mode. Close the control air and operating water valves to the purifier along with any other valves opened prior to start up. Once the purifier has come to a complete stop the brake can be applied and preparations made for cleaning if required.
MULTI - MONITOR
STARTER
CAUTION Extreme care must be taken when transferring lubricating oil to ensure that oils do not become mixed. The setting of all valves must be checked prior to commencing transfer operations, so that oil will only be pumped from and to the intended destinations.
MITSUBISHI KAKOKI KAISHA, LTD.

Flux (L/Hr) SW Temp. ( C) L. Press. (MPa) Rev. (r/m) W/H Press. (MPa) Error
AUTO. CONT. PANEL

CONT. SOURCE
AUTO. RUNNING
LEAK NO-DIS SV4
S
SV1 SV2 SV3 Water inlet

S S S
FEEDING
Air inlet
ALARM AUTO. START AUTO. STOP DISCHG. TEST
MM ON MM FUNC.
EMERGENCY STOP
LM
MM
Purified oil outlet
DD
Circulation Dirty oil inlet
POWER SOURCE
ALARM RESET
SV1 SV2 SV3 SV4
OPENING CLOSING SEALING / REPLACEMENT FEEDING
CONT. SOURCE
OFF ON
Procedure for Purifying Oil in the Renovating Tank Contaminated oil may be once collected in the renovating tank where the oil is settled. The settled oil in the tank is circulated operating the purifier. The description assumes that the batch purification will be carried out for the contaminated oil in the main sump tank using the renovating tank and that the contaminated oil will be transferred to the renovating tank. a) b) Ensure that the renovating tank has sufficient space to take the LO from main sump tank. (about 15m3) The procedure for starting the purifier is as previously described with the following valve settings :
Controls The control unit is used for the automatic ejection control and condition monitoring of the oil purifier. With the time dependant program cycle, it is important for high clarifying efficiency and to avoid desludging losses that the separable solids content in the product do not fluctuate widely. This system provides two basic monitoring systems. 1) Leakage monitoring system (LM) 2) Discharge detector monitoring system (DD) The illuminated Liquid Emitting Display (LED) provides information about the operating and malfunction condition of the purifier and displays all the relevant process data. The ICAS provides indication for running and oil temperature and alarm for purifier failure.
WATER INLET
131VPG
R4
SV2 SV1 SV3 S S S
SV4 S
CONT. AIR
BOWL OPENING WATER
BOWL CLOSEING WATER
SEALING WATER
V5
Position Description Valve 125VPK Closed LO renovating tank suction valve 431VPK Closed A/T LO renovating tank filling valve 126VPK Closed LO daily tank filling valve 131VPK Open LO renovating tank inlet valve 102VPK Open Isolating valve to LO renovating tank 116VPK Close Isolating valve to LO sump tank c) When the transferring oil in the sump tank would have completed, the new oil will be filled from the storage tank to the sump tank. d) For filling the new oil to the sump by gravity, set the valves as shown in the following list : Description LO storage tank suction valve LO filling line valve LO sump tank inlet valve All valves other than the above Valve
PURIFIED OIL OUTLET
M DD
RETURN DIRTY OIL INLET
WATER DRAIN
SLUDGE
Alarms Sensor TR DPS Tag No. 892 893 Function LO purifier LO inlet Purifier feed pump and LO transfer pump suction filters Oil sludge tank (from tank top) Set point TA H D PA H 90
LM : LEAKAGE MONITOR DD : DISCHARGE MONITOR MM : MULTI-MONITOR
Position Open Open Open Closed e) f) g)
5 0 mm
While the filling of new oil, the purifier operation should be stooped. The valves 123 /128VPK will be closed after completion of the filling. Set the valves as shown in the following list :
FS
707
LAH
2 0 0 mm
HEATER
LM
MM
3.7.2a
LUB.OIL MIST BOX
40
1.0 MPA AUX.STM
40
40
50
TC 892
114VPK
431VPK
131VPK
50
G/E L.O. RENOV.TK
G/E L.O. STOR.TK
A/T L.O. RENOV.TK
A/T L.O. STOR.TK
L.O.STOR.TK
L.O.RENOV.TK
T
TM 892 TAH 892 TAL 892
40
40
PURIF.L.O.HTR
M01VPK
109VPK
LEAKAGE MONITOR 40
891
165VPK
LM
(2)
110VPK
111VPK
152VPK
153VPK 154VPK
TO W.O. TRANSF.LINE
425VPK
423VPK
123VPK
125VPK
40
40
50
122VPK
80
50
40
166VPK 158VPK
163VPK 119VPK 112VPK 102VPK
301VPK
RM 891 SA 891 ES FIRE
40
162VPK
P
40
SUMP TK
134VPK 168VPK
126VPK
40
40
136VPK
FIRE
ES
RM 603
SA 603
L.O.DAILY TK
C
25
NO.2 AUX.GEN.ENG.
DPS C
40
DPAH
893
40
40
SUMP TK
133VPK
40
100
40
135VPK
40
155VPK
40
196VPK 197VPK
80
L.O.TRANS.PUMP
50
120VPK 113VPK
50
NO.1 AUX.GEN.ENG. NO.2

SUMP TK
LAH 707
FS
25
144VPK
80
50
TO SEP.BILGE OIL TK
SUMP TK
136VPK
40
MAIN FD.W.PUMP TURB.
40
TO L.O.DRAIN TK
50
L.O.SLUDGE TK
L.O.PURIF.FD PUMP
RM 604 SA 604
FIRE
ES
NO.2 MAIN T/G
NO.1
SUMP TK
50
25
143VPK
FROM L.O.GRAV.TK SUMP TK

137VPK
TO W.O. TRANSF.PUMP
50
107VPK 124VPK
DPAH
893
DPS
P
104VPK
40
40
139VPK
40
50
50
103VPK
142VPK
80
NO.1 MAIN T/G
25
40
50
101VPK
40
105VPK
STERN TUBE L.O.DRAIN TK
141VPK 201VPK
L.O. SUMP TK
TO S/T L.O.PUMP
L.O.DRAIN TK
40
164VPK LOCKED CLOSE
L.O.PURIF.
3.7.3
Lubricating Oil Filling and Transfer System

Procedure for Filling to Auxiliary Turbines a) Close the following valves : Description A/T LO renovating tank suction valve LO supply in line valves b) c)
Lubricating Oil Transfer Pump Maker : Taiko Kikai Industries, Ltd. No. of sets : 1 set Type : Gear, horizontal Capacity : 3.1m3/h at 0.343MPa Rating : 440V, 0.75kW, 1,200 rpm Lubricating Oil Purifier Feed Pump Maker : Taiko Kikai Industries, Ltd. No. of sets : 1 set Type : Gear, horizontal Capacity : 1.0m3/h at 0.294MPa Rating : 440V, 0.75kW, 1,200 rpm
Valve
425VPK 132/139VPK
The LO storage and LO renovating tanks are fitted with pneumatically operated Each renovating tank is fitted with a steam heating coil which would promote separation of water, oil and sludge in the settling process. quick-closing valves which can be operated from the ships fire control station. After being tripped the valves must be reset locally. Each renovating tank is also fitted with a self-closing sample cock to allow for a sample to be drawn for analysis and to check for the presence of water. All LO tanks have a save-all which will catch and direct any escaped oil to the LO drain tank. The decrepit oil in the sump tanks is discharged either to shore connections or to waste oil settling tank by the transfer pump for engine oil and the waste oil transfer pump for turbine oils. The sludge from purifiers is discharged into the oil sludge tank and collected to the separated bilge oil tank. The contents in the separated bilge oil tank will be pumped to waste oil settling tank or the shore connection by the waste oil transfer pump. Return from Main LO sump Tank to LO Renovating Tank The description assumes that the transfer will be carried outtank using LO purifier feed pump. a) Close the following valves : Description LO renovating tank suction valve Purifier heater inlet valve Pump suction valve from auxiliaries Recirculation / Purifier return valves Engine oil purifier heater inlet valve Purifier discharge valve Isolating valve to auxiliaries Open the following valves : Description LO sump tank suction valve Purifier feed pump suction valve Pump discharge valve Isolating valve in line with pump discharge LO renovating tank inlet valve Start pump at the local starter.
Open the appropriate filling valve on sump tank. On the contrary, Confirm that other valves not to be required to supply LO are closed. Open the following valves : Description Valve 423VPK A/T LO storage tank suction valve 122VPK Turbine LO supply valve in line
Return from Auxiliary Turbine LO Sumps to A/T LO Renovating Tank a) Close the following valves : Description LO sump tank suction valve Recirculation / Purifier return valve Purifier heater inlet valve Engine oil purifier heater inlet valve Purifier discharge valve Isolating valve for A/T LO sump filling LO renovating tank inlet valve Valve
101VPK 105 / 124VPK 109VPK 165VPK 102VPK 132VPK 131VPK
Two LO filling lines, one is for turbines LO, the other is for generator engine LO are provided and each shore filling connection is located at port and starboard on upper deck. The LO transfer system is composed of two transfer / purifier feed pumps, one purifier, storage tanks, renovating tanks and sump tanks of machines. The different kind LO is applied for the main turbine and auxiliary turbines. The generator engine LO system is segragated from the turbine LO system except purifier operation to minimize the mixture of different kind of oils. For this means, double shut valves are provided between for turbine oil and engine oil operation. Each LO sump tank is filled directly from the storage tank and the renovating tank by gravity. The main LO sump tank can be purified or pumped to the renovating tank. This operation would be required if the main sump tank needed cleaning or repairs, or if the oil in use became unfit for further use due to contamination. The sumps for auxiliary turbines and stern tube should be pumped to the A/T renovating tank and renovating tank respectively for the batch purification of them. After completion of the purification, the purified oil in each renovating tank is discharged to respective sump by gravity. The sumps for auxiliary generator engine are pumped to the renovating tank by the LO transfer pump when the batch purification is required. After completion of the purification, the purified oil in the renovating tank is dropped to the sump by gravity.
b) Valve
125VPK 109VPK 139VPK 105 / 124VPK 165VPK 102VPK 132VPK
Open the appropriate suction valve on sump tank. On the contrary, Confirm that other valves not to be required to shift LO are closed. Open the following valves : Description Purifier feed pump suction valve Pump discharge valve Isolating valve in line with pump discharge A/T LO renovating tank inlet valve Start pump at the local starter. Valve
103VPK 104VPK 106/108VPK 431VPK
c)
d)
b)
Valve
101VPK 103VPK 104VPK 106/108VPK 131VPK
Procedure for Filling to Auxiliary Generator Engine LO Sump a) Close the following valves : Description G/E LO renovating tank suction valve G/E LO purified oil in line valve Open the following valves : Description G/E LO storage tank suction valve G/E LO supply in line valve Valve
152VPK 154VPK
c)
b)
Valve
153VPK 158VPK
c)
Open the appropriate filling valve on sump tank. On the contrary, Confirm that other valves not to be required to supply LO are closed.
3.7.3a
Lubricating Oil Filling and Transfer System
LUB.OIL MIST BOX
UPP. DK (P)
UPP.DK (S)
UPP.DK
50 80
(3)
80
191VPK
193VPK
40
40
114VPK
151VPK
431VPK
421VPK
121VPK
50
CLEAN OIL TK
131VPK
G/E L.O. RENOV.TK
G/E L.O. STOR.TK
A/T L.O. RENOV.TK
A/T L.O. STOR.TK
L.O.STOR.TK
L.O.RENOV.TK
M01VPK
40
PURIF.L.O.HTR
109VPK 165VPK
111VPK
40
40
40
80
40
122VPK 166VPK 158VPK 164VPK LOCKED CLOSE 119VPK 112VPK 163VPK
50
154VPK
50
152VPK
153VPK
TO W.O. TRANSF.LINE
425VPK
423VPK
123VPK
125VPK 110VPK
L.O.PURIF.
25
NO.2 AUX.GEN.ENG.
40
162VPK
L.O.TRANS.PUMP
FIRE
168VPK
(3)
SUMP TK
134VPK
ES
40
136VPK
RM 603
SA 603
L.O.DAILY TK
192VPK 132VPK
80
126VPK
116VPK
C
25
DPS C
40
DPAH
893
NO.1 AUX.GEN.ENG.
133VPK
40
108VPK
106VPK
(3)
SUMP TK
40
135VPK
40
155VPK
NO.2 NO.2 MAIN T/G

LAL 248 LAL 580
SUMP TK
25
144VPK
127VPK 117VPK
80
118VPK
SUMP TK
136VPK
40
MAIN FD.W.PUMP TURB. NO.1

LAL 580
SUMP TK
40
TO L.O.DRAIN TK
130VPK 129VPK
50
L.O.PURIF.FD PUMP
RM 604 SA 604
FIRE
(3)
ES
50
25
NO.1 MAIN T/G

FROM L.O.GRAV.TK
LAL 248
C
124VPK
DPAH
893
TO W.O. TRANSF.PUMP
50
DPS
P
104VPK
SUMP TK
137VPK
40
40
139VPK
40
50
50
103VPK
(3)
LAH 703
25
40
FS
142VPK
80
50
101VPK
105VPK
NOTE: (3) TO L.O. SLUDGE TK
STERN TUBE L.O.DRAIN TK
141VPK 201VPK
L.O. SUMP TK
NOTE : TO S/T L.O.PUMP (3) TO L.O. SLUDGE TK
L.O.DRAIN TK
3.7.4
Stern Tube Lubricating Oil System

Japan Marine Technologies Ltd. Airguard 3AS the after most. The compressed air is provided in No.1 chamber and the lubricating oil is supplied in No.2 chamber. LO and sea water are completely separated from each other by the air chamber which is provided between #1 and #2 seal rings. In addition, part of the compressed air supplied from the air control unit to the air chamber is guided to the drain collecting unit. In the event that the sea water or oil enters into the air chamber, they are carried to the drain collecting unit by the air flow forcibly and collected inboard without oil leaking outboard or sea water entering into the stern tube. Forward Seal Assembly The forward seal consists of two sealing rings, both facing aft. The chamber between the seals is supplied with oil from a small forward seal circulation tank, of approximately 15 litre capacity, situated on the aft bulkhead so that the normal oil level in the tank is approximately 1,000 mm above the propeller shaft centre line. The circulation tank is fitted with a filling cap, low level alarms. The centre pipe leading down from the circulation tank provides a static head for the seal. The two pipes connected to the sides of the circulation tank form part of the circulating system set up when the shaft is rotating. A circulator is fitted between the two seals and forms a pumping action when the propeller shaft rotates. The two pipes allow for ahead and astern rotation of the shaft. Procedure for the Preparation a) Check the following items. 1) The oil level in the stern tube LO sump tank, the aft seal tank and the forward seal circulation tank and top up as necessary. 2) Presence of sea water and / or LO at the drain collection unit. 3) LO flow (abt 120 L/h) to No.2 chamber with a flow meter. 4) Air flow (abt 35 L/min) to the chamber No.1 with a flow meter. 5) Air pressure at No.1 chamber with a pressure gauge fitted on the control unit outlet b) Clean all the filters c) Ensure that there is control air available for the air control unit. d) Set the valves as shown in the table below. Position Open Closed Open Open Open Closed Open Closed Closed Open Closed Open Open Open Open Closed Description LO sump tank suction valve Cross-connection valve with purifier suction Pumps suction valves Pump discharge valves Cooler inlet and outlet valves Cooler bypass valve Stern tube inlet valves Forward seal circulating tank filling valve Aft seal tank drain valve Aft seal tank inlet valves around sight glass Aft seal tank inlet sight glass bypass valve Aft seal tank outlet valve Aft seal inlet valve Aft seal flow meter inlet / outlet valves Aft seal flow meter bypass valve Sampling and all drain valves Valve
201VPK 141VPK 202 / 203VPK 211 / 212VPK 213 / 214VPK 215VPK 216 / 217VPK 228VPK V19 222 / 223VPK 221VPK 225VPK 210VPK 218 / 219VPK 220VPK
Stern Tube Seal Maker : Type :
Stern Tube Lubricating Oil Pump Maker : Taiko Kikai Industries, Ltd. No. of sets : 1 set Type : Gear, horizontal Capacity : 1m3/h at 0.196MPa Rating : 440V, 0.75kW, 1,200 rpm Stern Tube Lubricating Oil Cooler Maker : Setouchi Kogyo Co.,Ltd. No. of sets : 1 set Type : Shell and tube, horizontal Capacity : 1.0m3/h The function of the stern tube is to act as a seal and bearing support for the propeller shaft. The stern tube assembly is sealed at both ends using lip type seals and is oil lubricated, the lubrication system being totally independent of all other systems. The stern tube passes through a tank filled with water and provides added cooling for the stern tube. There are three lubricating systems for the stern tube, the bearing unit, the aft seal assembly and the forward seal assembly. The bearing and seal assemblies all use the same grade of lubricating oil as main turbine service. Bearing Unit The bearing area is lubricated by means of an aft seal tank system with oil being supplied to the stern tube from one of two stern tube LO pumps. The stern tube LO pumps take suction from the aft seal tank and passes the oil through a cooler and duplex filter before supplying the stern tube bearing. The stern tube LO cooler is supplied from the central fresh water cooling system. The pressure is maintained by the pressure of aft seal tank which is controlled with the compressed air being supplied from the air control unit, and the oil from stern tube is returned to the aft seal tank through a sight glass which enables the operator to positively identify oil return. The pressure distribution in the seal system is automatically adjusted to follow the change of ships draft. The aft seal tank is provided for ingress of sea water by the wear or failure of aft seal for sea water. Aft Seal Assembly The aft seal consists of three major parts, the three lip sealing rings, the metal housing holding the sealing rings, a liner which rotates with the propeller shaft. The seal ring is made from Viton. The aftermost seal ring faces outwards whilst the two forward seal rings face forward. The space created between each seal is called a chamber, there are two chambers at the aft seal assembly, numbered 1and 2, number 1 chamber being
c) Open the cooling water inlet and outlet valves to the stern tube LO cooler and ensure that cooling water is circulating through the cooler. d) Start the duty stern tube LO pump and check that oil is flowing through the bearing system and returning to the Aft seal tank by means of the sight glass. e) Set the other stern tube LO pump to the standby mode. f) During normal operation, regular inspection should be made by oil levels, temperatures and pressure. Oil samples should be tested in accordance with planned maintenance schedule. g) At the dry dock, close the compressed air valves 156 / 228VPE for the air control unit and open blank flange B1. After evacuating air from piping, close air supply valve V19. (Note; Normally, the flushing in air supply line and No.1 aft seal chamber will be executed about once every 6 to 12 months. The flushing work should be made according to the Flushing Procedure for Air Supply and Drain Line of AIRGUARD 3AS attached to the drawing Stern Tube Sealing).
3.7.4
Controls

Countermeasures in Abnormal Condition In case of substantial amount of oil is collected in the drain collecting unit. #2 seal ring may be damaged. If the unit is frequently discharged i.e. 1 time/10 min. Fully open 216VPK and close 210VPK to operate #3 seal ring. After that, adjust the pressure in the stern tube so it becomes higher, by P2, then supply air pressure by adjusting air-relays in the air control unit. (2) In case of substantial amount of sea water is collected at drain collecting unit, it is possible to reduce the amount of sea water ingress by increasing air supply flow (max. 60L/min.) with adjusting the valve at flow meter outlet in the control air unit. (3) In case of control air failure, a) Supply the air from another source. Change the valve 228VPE over
156.VPE
The stern tube LO pumps may be set for local operation or remote operation via the ICAS display. In remote operation pumps may be started and stopped manually and one pump may be selected for automatic operation to act as the standby pump and start should the duty pump fail to maintain the flow of pump discharge. A stern tube LO fresh water heater supplies the cooling water which the temperature is automatically controlled with a steam valve to maintain the appropriate LO temperature for frigid climate condition
(1)
Alarms Sensor TR Tag No. 148 / 088 Function S/T bearing metal temp. Set point TAH / ASLD (M/T) 5 5
b)
If no air source can be supplied, LO may be filled into the #1 - #2 seal ring chamber (No.1) in accordance with the separate operation instruction Stern Tube Sealing and make close of No.1 chamber.
(Level) FS
703
S/T LO drain tank (from tank bottom) Aft seal tank (from tank bottom) Forward seal circulating tank (from tank bottom) Drain collecting unit
L A L 1 , 7 3 0 mm
FS
704
L A H 1 , 1 0 0 mm L A L 4 3 0 mm LAL 130 mm
FS
705
FS
(Pressure) PS
706
LAH
704 709 893 893
Aft seal tank Seal air Stern tube LO pump suction filter Stern tube LO inlet filter
PS DPS DPS
PA H PA L PA L D PA H D PA H
230kPa 10kPa 10kPa 50kPa 50kPa
3.7.4a

FOR PIPE FLUSING
140VPG
FM
F.W.
PAL 709 FM
P
228VPE
15
V19
S
B1
FM
CONT. AIR G.S. AIR

156VPE
P
AIR RELAY
LAH 704
PAH 704
PAL 704
AIR CONTROL UNIT
P
50
221VPK
LAL 704
PS
PS
FS AFT SEAL TANK

WEAR DOWN GAUGE
222VPK
223VPK
225VPK
CHECK GAUGE
STERN TUBE COOL.F.W.TK

V19
LAL 705
228VPK
P-RING O-RING #1 #2 #3 #4 #5
FS T FWD SEAL TK
25 50
AFT LINER
FWD LINER
AFT SEAL
FWD SEAL
COOL.F.W.
25
25
25
TIC
25
STM
STERN TUBE L.O.CLR
054VPG
055VPG
25
S/T LO F.W.HTR
T
25
210VPK
T
213VPK
053VPG
25
219VPK
220VPK
DPAH 893
214VPK
217VPK
40
TM 148 TAH 148 ASD 088 TM 149 TAH 149 ASD 088
216VPK
40
605
40
40
25
218VPK
FS
DPS
FS
FOR AUTO CHANGE-OVER
40
215VPK
40 40
40
261VPK
STERN TUBE L.O.PUMP

212VPK
AC 605 RO 605 RM 605 SA 605
FIRE
ES
25
211VPK
P
LAL 703
P NO.1
NO.2
TO L.O.PURIF.FD PUMP
25
40
LS DRAIN COLLECTION UNIT
C C
DPAH 893
C C
DPAH 893
40
DPS
DPS
LAH 708
C
C
202VPK
ALARM CHAMBER
FS
40
40
STERN TUBE L.O.SUMP TK
3.8.1
Engine Room Bilge System

The emergency stop switches for USCG (ESSU) are provided at the places of shore connection (port and starboard) for bilge discharge to stop bilge discharge. The ESSU switches stop the following pumps. Engine room bilge pump Bilge separator service pump Waste oil transfer pump LO transfer pump LO purifier feed pump All bilge wells, the bilge holding tank, separated bilge oil tank, clean drain tank and sunken under the main turbine seating have high level alarms. The emergency bilge suction is provided at the suction of No.2 cooling sea water pump and enables large quantities of bilge water to be pumped overboard in the event of an emergency such as engine room flooding. (See 3.5.2 Cooling Sea Water Service System) Bilges in the steering gear spaces and the emergency fire pump room are drained to aft bilge well through self closing cocks when required. The cocks are normally closing.
Bilge and General Service Pump Maker : No. of sets : Type : Capacity : Rating : Fire and Bilge Pump Maker : No. of sets : Type : Capacity : Rating : Engine Room Bilge Pump Maker : No. of sets : Type : Capacity : Rating : Taiko Kikai Industries, Ltd. 1 set Reciprocating piston, vertical 5m3/h at 40m total head 440V, 1.5kW, 1,200 rpm Teikoku Machinery Works, Ltd. 1 set Centrifugal, vertical, self-priming 170/255m3/h at 100/35m total head 440V, 100/30kW, 1,800 /1,200rpm Teikoku Machinery Works, Ltd. 1 set Centrifugal, vertical, self-priming 255m3/h at 35m total head 440V, 45kW, 1,800 rpm The bilge system is composed of the following : Bilge and General Service Pump Fire and Bilge Pump Engine room bilge pump Waste oil transfer pump Bilge separator Clean drain tank Separated bilge oil tank Bilge holding tank Bilge wells
The clean bilge water is discharged to overboard by the fire and bilge pump. In addition, both fire and bilge, and bilge and general service pumps will be used to pump bilge water overboard in the event of an emergency such as the ingress of large quantities of water into the vessel. Bilge wells within the engine room are located as follows : Forward port and starboard Port middle Aft Bilge suctions are provided to following sunken places additionally : Forward port and starboard on 4th deck Under main turbine seating Each bilge suction is connected to a common bilge main line which is taken suction by the engine room bilge pump and the fire, bilge and general service pumps. Bilge wells are normally pumped out using the engine room bilge pump which discharges to the bilge holding tank. The bilge water is settled in the bilge holding tank as pre-treatment of oily bilge and the settled water is directed to the bilge separator to remove the oil so that the oil residues in the treated water do not exceed 15ppm. The separated oil in the bilge holding tank is drained into the separated bilge oil tank. Contents in the separated bilge oil tank is discharged to waste oil settling tank or shore connections as required using the waste oil transfer pump. The engine room bilge pump discharge is also connected to the waste oil transfer pump discharge for discharging the bilge to the shore.
Bilge Separator Service Pump Maker : No. of sets : Type : Capacity : Rating : Waste Oil Transfer Pump Maker : No. of sets : Type : Capacity : Rating : Bilge Separator Maker : No. of sets : Type : Capacity : Taiko Kikai Industries, Ltd. 1 set USH- 50 5m3/h Taiko Kikai Industries, Ltd. 1 set Snake, horizontal 10m3/h at 0. 392MPa 440V, 5.5kW, 1,200 rpm Taiko Kikai Industries, Ltd. 1 set Snake, horizontal 5m3/h at 0.3431MPa 440V, 1.5kW, 1,200 rpm
3.8.1
Controls

Notes : 1) 2) All movements of bilge water are to be recorded in the machinery oil record book. Before any bilges are pumped directly overboard, it must be ensured that no local or international anti-pollution regulations MARPOL will be contravened except where safety of the ship or personnel is involved. Bilge water should not discharge directly to sea except in an EMERGENCY. When using the fire and bilge pump for bilge duties it is imperative that the discharge line valve from the pump to the fire main is securely closed in order that no oily water can enter the fire main system which could subsequently be directed onto a fire.
The engine room bilge pump will automatically start and stop according to the level in each bilge well together with an automatically operated valve which will open and close by the level in respective bilge well. The low level switch on the bilge hold tank will stop the bilge separator service pump automatically. The waste oil transfer pump will automatically stop according to the high level in the waste oil settling tank. The select switches for the automatic operation are provided on ICAS.
3) 4)
Alarms Sensor FS Tag No. 742 Function Bilge wells (from tank top) Fwd - P&S Mid - P Aft FS 743 Bilge holding tank (from tank bottom) LAH LAH LAH -400 mm -150 mm -150 mm Set point
LAH 5,550 mm
FS
744
Sunken deck under main turbine LAH seating (from tank top) Separated bilge oil tank (from tank top) Clean drain tank (from tank bottom) E/R bilge pump long running LAH
-150 mm
FS
745
-500 mm
FS
746
LAH 1,900 mm
646
30 min.
3.8.1a

XAH 897
FROM CARGO MACHI.RM FROM DRAIN INSPECTION TK UPP. DK UPP. DK TO WASTE OIL SETT. TK
(P)
(S)
TO HOLD BILGE EDUCTOR
UPP. DK
OIL CONTENT MONITOR F.W.

135VPJ
SHORE CONNECTIONS
40
40 40 40
127VPJ
UPP. DK
123VPJ 187VPJ
FROM WASTE OIL TRANS. PUMP 50 25 50

S
40
124VPJ
65
50
65
C
171VPJ 184VPD 126VPJ
100
FOR WASHING
FROM L.O.TRANS. PUMP
200
40
40
40
128VPJ 105VPH 130VPH
P
122VPJ
S.W.
121VPJ
250
BILGE SEP. SERV. PUMP

P
AS 644 SA 644
LAH 743
FS
FIRE & BILGE PUMP

RO
W/H
50
RO
637
112VPJ
TO FIRE MAIN 250
65
LO SLUDGE TK AIR VENT

897
BILGE DEP. SERV. PUMP AUTO STOP 644
40
130VPJ 149VPJ
102VPH
FS
(HIGH)
S.W.
013VPH
25
143VPJ
100
LONG RUN
100 65
088VPH
S.W. 50 50 50
40
133VPJ
40
131VPJ (LOW) 132VPJ
65
ASS 646
RO 646
RM 646
SA 646
XA 646
FROM F.W.TKS
ENG.RM BILGE PUMP

138VPJ 136VPJ 137VPJ 139VPJ
BILGE HOLD TK
40
125VPJ
115VPJ
P
250 250
40
C
100
LAH 745
145VPJ
65
089VPH
154VPJ
155VPJ
FS
S.W.
40
113VPJ
141VPJ
SEPARATED BILGE OIL TK FROM STEER.ENG.RM

50
65
TO W.O.TRANS.PUMP 50 150 50 250 50 50 50
50
250
FROM STEER.ENG.RM FROM EFP RM

FOR E/R BILGE PUMP ASS 646 LAH 742
194VPJ
109VPJ
108VPJ
193VPJ
120VPJ
165VPJ
105VPJ
162VPJ
186VPJ
192VPJ 103VPJ
191VPJ 101VPJ
110VPJ
100
FROM MAIN CONDR
200
FIRE
RO
637
RM
SA
637
111VPH
BILGE & G.S.PUMP

150
RO
637 FIRE
111VPJ
102VPJ
RO
637
RM
SA
637
185VPJ
65
65
50
50
50
50
50
50
ASS FOR E/R 646 BILGE PUMP
100
ASS FOR E/R 646 BILGE PUMP LAH 742
ASS FOR E/R 646 BILGE PUMP LAH 742
50
50
50
65
150
50
FS
B.W. (AFT) VOID SPACE B.W.(P) VOID SPACE SUNKEN CLEAN DRAIN TK B.W.(S) VOID SPACE B.W.(P)
ECO.SOUND/MAGNETIC LOG COMP.
150
(P)
(S)
FS
FS
114VPJ
FS
FS
150
DK SUNKEN
200
FS
LAH 742
LAH 744
LAH 746
VOID SPACE
50
3.8.2
Bilge Separator
Alarms Taiko Kikai Industries, Ltd. 1 set USH- 50 5m3/h The bilge water collected into the bilge holding tank is treated by the bilge separator, and the treated water contained oil at less than 15ppm is discharged to overboard. When the oil content exceeds 15ppm, the discharge water from bilge separator will be returned to the bilge holding tank for reprocessing. The bilge holding tank has primary section where three oil discharge valves at different height are provided. Two different height suctions for bilge separator are provided on the bilge hold tank, and whichever suction is used as required. Heating device is provided for the bilge holding tank. In case the heating device is used as required, take care the water temperature to prevent damage of tank inside painting. Sensor FS
Oil content
Bilge Separator Maker : No. of sets : Type : Capacity :
Tag No. 743 897
Function Bilge holding tank (from tank bottom) Bilge separator outlet oil content
Set point LAH 5,500 mm H 15 ppm
monitor
Bilge Separator Service Pump Maker : No. of sets : Type : Capacity : Rating : Taiko Kikai Industries, Ltd. 1 set Snake, horizontal 5m3/h at 0.3431MPa 440V, 1.5kW, 1,200 rpm
Notes : 1) All movements of bilge water are to be recorded in the machinery oil record book. 2) Before any bilges are pumped directly overboard, it must be ensured that no local or international anti-pollution regulations MARPOL will be contravened. 3) When not in use, the bilge separator is to be filled with water.
Bilge Separator Operation The separator complies with the IMO resolution MEPC 107(49) and is fitted with an oil content meter with an alarm. The purpose of the separator is to separate the oil from the bilge water so that the oil residues in the treated water do not exceed 15ppm before being discharged into the sea. The separating principle of the separator is based on the different specific gravities of oil and water. The rising velocity of oil globules in water is relative to their diameter, i.e. a 60 micron diameter oil globule will rise 195 micron/sec, where a 30 micron of it will rise 50 micron / sec. The separator reduces the shear on the oil particles and enables a plate pack to be used. Oil globules passing through the pack will make contact and coalesce on the oleophilic plates until the globules are large enough to rise up through the pack. The plate pack configuration allows solids drawn in with the liquids to gravitate down through the pack, to collect in the bottom. A service pump supplies the oily water through the separator. Probes fitted into the gravity chamber, monitor the oil and water levels and control pump and solenoid valves to give automatic operation of the unit. When the oil builds up to cover the lower probe in the gravity chamber the pump stops and two solenoid valves open, one connected to a clean water supply and the other on the oil discharge line. The oily water inlet solenoid closes and water pressure forces oil out from the top of the separator until upper probe operates. The oily water inlet solenoid then opens, the pump starts and the clean water inlet and oil outlet solenoids close. If air collects in the top of the separator, it is dealt with in exactly the same manner, since the probes detect a water / air inter face as they would a water / oil interface. The bilge separator service pump will also automatically stop according to the low level in the bilge hold tank. On / Off select switches for the automatic stop detectors are provided on ICAS. a) Ensure that the valves are set as follows. Position Open Open Closed Closed Closed Open Open Open Close Open Closed Description Bilge holding tank suction valve Bilge separator service pump suction valve Bilge separator service pump SW suction valve Bilge separator sampling valves Bilge separator drain valves Bilge separator bilge water inlet valves Bilge separator overboard valves Bilge separator recirculating valve Bilge separator washing water valve Oil content monitor supply valve Oil content monitor flush water valve Valve
131 or 132VPJ 133VPJ 088VPH
SAMPLE WATER
135VPJ 136 / 137VPJ 139VPJ

Operation Status
Standby Auto Test
15ppm BILGE SEPARATOR

Stain Of Detector Memory Status MODEL
Oil Alarm
Detect Alarm
POWER
FOCAS-1800
SAMPLE WATER
OFF ON
FRESH WATER
SOLENOID VALVE
CONTROL AIR
b) Start the bilge separator (Bilge separator service pump). c) Adjust the pressure in chamber by the pressure regulating valve in the discharge line. (The pressure is adjusted to approximately 0.1MPa.)
OIL DETECTOR
P
BILGE INLET
OIL DETECTOR
P
COALESCER FRESH WATER TEST COCK STRAINER
TEST COCK
TO SEPARATED BILGE OILTANK TO BILGE HOLD.TANK TO SEPARATED BILGE OILTANK
3.9.1
Domestic Fresh Water System
Distilling Plant Maker : No of sets : Model : Type : Capacity : Fresh Water Pump Maker : No. of sets : Type : Capacity : Rating : Drinking Water Pump Maker : No. of sets : Type : Capacity : Rating : Teikoku Machinery Works, Ltd. 2 sets Centrifugal, vertical 10 m3/h at 65 mth 440V, 11kW, 1,800 rpm Sasakura Engineering Co.,Ltd. 2 sets WX-45M (condensate cooled) EX-45E (sea water cooled) Low pressure, plate type 45 tons/day Water may be taken from a shore supply or a barge by means of water bunkering lines located on the port and starboard sides of the ship at the cargo manifold. Alternatively, the water can be filled directly from the filling cap fitted on top of each tank. Distillate discharged from the evaporator can be transferred to either the fresh water tank or the drinking water tank. Distillate which is to be pumped to the domestic water tanks is first passed through the silver ion sterilizer. Water supplied from ashore does not pass through the silver ion sterilizer and care must be taken to ensure that the water is fit for human consumption. The silver sterilizer destroys bacteria and leaves a residue of silver ions in the stored water thus providing for effective sterilization whilst the water is stored in the tanks. As the water passes between two electrodes in the sterilizing unit, through which a small current is passed, the ions are released and sterilize the water. Sterilization by this method ensures that the water is maintained in a good condition, even when stored in the tanks for a period of time. The silver electrodes should be inspected and changed when all the silver coating has depleted. The dosing of the water is automatic and is set depending on the flow of the water. The domestic fresh water is stored in the fresh water tank and the drinking water tank, which are located in the steering gear room on the starboard side and the levels are monitored by the ICAS. The fresh water hydrophore unit provides the ship with cold fresh water for sanitary water and technical services water. The fresh water hydrophore unit also supplies water to the calorifier and the hot water circulation pumps supply hot water from the calorifier to the accommodation. The drinking water hydrophore unit provides the ship with cold fresh water for drinking Water treatment is made by an ultraviolet sterilizer, and a mineral injection unit. The ultraviolet sterilizer is fitted in the drinking water supply line to the accommodation and domestic fresh water being supplied to end users will normally all flow through the ultraviolet sterilizer. The mineral is injected into the drinking water supply line to the ultraviolet sterilizer as required. Two (2) fresh water pumps, one Lead duty, the other Follow duty take suction from the fresh water tank and discharge to a fresh water pressure tank. Two (2) pressure switches (one for each duty) control the fresh water pump cut-in and cut-out in the automatic mode, to maintain the water level operating band. Initial charge, which sets the position of water level operating band, is supplied from the general service air system. Two (2) hot water circulating pumps and a hot water heater with steam heating, alternatively electric heater are installed in line of the hot water circulation. Top up to the system is from the hydrophore tank. The pumps can be changed over if necessary for maintenance. Pumps are started and stopped locally. Pumps should be changed over periodically in order to avoid one pump having excessive running hours. Caution When the steam heater is in use, the hot water temperature control valve which regulates steam flow to the heater should always be used. The by-pass valve should only be used with an operator in attendance and should be locked closed at all other times. Fresh water can be run down from the fresh water tank to replenish the stern tube cooling water tank as required. A distilled water tank recirculation pump, a fresh water tank recirculation pump and a drinking water tank recirculation pump are provided to prevent from freezing. Pumps are started and stopped locally as required. An interconnection with a spool piece is provided between fresh water tank and drinking water suction lines to secure the drinking water from fresh water tank in event of contamination of the drinking water tank. A fire fighting fresh water hydrophore unit provides the accommodation for first aid purpose. The fire fighting fresh water pump takes suction from the fresh water tank and discharges to a fire fighting fresh water pressure tank. A pressure switch controls the pump operation to keep the water level band. Initial charge air is also supplied from the general service air system.
Teikoku Machinery Works, Ltd. 2 sets Centrifugal, vertical 5 m3/h at 65 mth 440V, 5.5kW, 1,800 rpm
Hot Water Circulating Pump Maker : No. of sets : Type : Capacity : Rating : Teikoku Machinery Works, Ltd. 2 sets Centrifugal, horizontal 5 m3/h at 15 mth 440V, 1.5kW, 3,600 rpm
Fire Fighting Fresh Water Pump Maker : No. of sets : Type : Capacity : Rating : Teikoku Machinery Works, Ltd. 1 set Centrifugal, horizontal 5 m3/h at 110 mth 440V, 7.5kW, 3,600 rpm
Fresh Water Pressure Tanks Maker : Fresh water : Drinking water Fire Fighting Teikoku Machinery Works, Ltd. 1 m3,1 set 1 m3,1 set 1.5 m3,1 set
3.9.1

Hot Water System This system supplies the hot water to the accommodation for domestic purposes. Water is circulated continuously by one of the two the hot water circulating pump, the water being passed through a hot water heater, which can be either steam or electrically heated to raise the water to the correct temperature. Top up to the system is from the pressure tank. The pumps can be changed over if necessary for maintenance. Pumps are started and stopped locally and monitored on the ICAS. Pumps should be changed over periodically in order to avoid one pump having excessive running hours. The system supplies hot water to the accommodation system, the wash basin in the workshop and the laboratory wash sink in the engine room. Procedure for Operating the Hot Water System a) Operate the FW system as above and set the hot water system valves as follows : Position Open Open Open Open Description Hot water heater supply valve Hot water heater outlet valve Either hot water circulating pump suction valve Either hot water circulating pump discharge Valve
150VPG 166VPG 167 / 170VPG 165 / 169VPG
Procedure for Operating the Fresh Water System a) Check that there is sufficient water in the fresh water tank to meet the immediate demand. Open the fresh water tank suction valve 111VPG (212VPG). b) Check that the fresh water pressure tank outlet valve 121 (179, 127)VPG is closed. c) Vent the fresh water pressure tank and, using one of two FW pumps in local control, fill it until the water level gauge glass is a half full ; stop the pump. Suction valves 113 (118, 115)VPG and 114 (117)VPG for the fresh water pumps must be open together with the pump discharge valves. d) Connect an air hose to the pressure tank air valve to pressurize the hydrophore tank from the ships air supply system. The pressure tank gauge valves must be open. When the pressure tank is at the correct operating pressure close the air valves. e) Open the fresh water pressure tank outlet valve 121 (179, 127)VPG. The fresh water pressure tank is now operational and FW can be supplied to the various users. f) At the local control panel set both fresh water pumps to AUTO. The pump will start and operate in automatic mode with control from the pressure switches stopping and starting the pump as necessary. g) Carry out steps (a) thru (f) for the fire drinking water pumps and pressure tank applying valve numbers in bracket. h) Carry out steps (b) thru (e) for the fire fighting fresh water pump and pressure tank applying valve numbers of red color.
Controls Fresh Water and Drinking Water Pumps The fresh water pumps and drinking water pumps start and stop in response to pressure changes in respective pressure tank. The pumps are operated in a Lead and Follow mode. The operating pressures are as follows : 1) The Lead pump starts at a falling pressure of 550kPa and stops at a rising pressure of 650kPa. 2) The Follow pump starts at a falling pressure of 450kPa and stops at a rising pressure of 650kPa.
Fire Fighting Fresh Water Pump The fire fighting fresh water pump starts and stops in response to pressure changes in the fire fighting fresh water pressure tank. The pump starts at a falling pressure of 980kPa and stops at a rising pressure of 1,100kPa.
Mineral Injection Unit The supply valves are opened manually as required. The supply pumps are automatically started and stopped by the drinking water flow signal at Auto mode.
b) After opening the hot water system supply valve from the cold water system, allow the system to fill from the hydrophore tank. c) Ensure that the hot water circulating pump to be used is primed. d) Start one of the hot water circulating pumps at the local starter panel. e) Open the steam supply or switch on the electrical supply to the hot water heater, and set the system temperature. f) Check that the system is circulating correctly and that the temperature is maintained. g) Open the outlet valves to the hot water systems as required.
Alarms Sensor LT Tag No. 731 Function Fresh water tank level (from tank bottom) Drinking water tank level (from tank bottom) Distilled water tank level (from tank bottom) LAL Set point 1,500 mm
LT
732
LAL
1,500 mm
LT
733/734
LAL
1,500 mm
3.9.1a

40 FOR DK SERVICE 40 40 TO FOAM & CO2 RM TO E/G RM TO GAS BTL RM TO & FROM ACCOMMO.
TO FIRE HOSE REEL SYSTEM 10
65
25
10
10
40
108VPG 107VPG 101VPG 110VPG
25
15
15
40
40
LI
LAL 734 LM 734
65
S
159VPG
162VPG
FOR INCI.
FOR BLR
40
S
GAS SEAL W.POT

15
155VPG
NO.2 DIST.W.TK
NO.1 DIST.W.TK
LI
LAL 733 LM 733 SAH 912
NO.2
FI
104VPG
SAH 912
NO.1
10 15
154VPG
CASING
TO D/G COOL F.W. EXP TK 10
CCS F.W. EXP.TK
FI
184VPG 136VPF 135VPF 183VPG 105VPG
DIST.PLANT
P
DIST.PLANT
P
193VPG
40
65
40 65 65
BASIN(LABO)
40 40 40 40 50
BASIN(W/S)
SHOWER (CHEMICAL STR)
DIST.W. TK RECIRC.PUMP
25 65 CONDS.W.LINE 40
174VPG
DIST.W.PUMP
25
DIST.W.PUMP
65
40
166VPG
TAH 870
40 25
10 15
B.W.
10 15 10
B.W.
40
173VPG
HOT.W.HTR
40 40 40
150VPG
FOUNTAIN
148VPG
172VPG
SILVER ION STERILIZER

65 (2)
40
40
65
40
169VPG
165VPG 170VPG
10
167VPG
153VPG 152VPG 149VPG 146VPG 143VPG 145VPG 143VPG 145VPG
RM 627
2ND DK (P) 2ND DK (S) 3RD DK (P) 3RD DK (S) 4TH DK (P) 4TH DK (S) LOWER FLOOR (P) LOWER FLOOR (S)
NO.2
RM 629
NO.1
40
10 10 10 10
40
207VPG 206VPG
FIRE FIGHT.F.W.PUMP
40
ASS 630 SA 630 RO FIRE RM 630
HOT W.CIRC.PUMP
PS
630
40
SA 629
LI
LAL 731 LM 731
LI
DRINK.W.TK
F.W.TK
C
LAL 731 LM 731
P
119VPG 127VPG
FIRE FIGHT F.W.PRESS.TK

40 (2)
40
115VPG
10 10
40
DIST.W. TK 182VPG RECIRC.PUMP
212VPG
111VPG
181VPG 114VPG
TO LOCAL FIRE EXT.SYS.

627
40
10 40
50 50 65
NO.2
C P
TO I.G.G 10 10 6 TO DIST.PLANT CHEMICAL DOSING UNIT
40
PS PS
113VPG
F.W.PRESS.TK
121VPG
DK SERV. (AFT)
50
25
10
F.W. TK RECIRC.PUMP
65
196VPG
SPOOL PIECE
197VPG
50 40
50
NO.1
SA 627 RM 627 RO 627
STERN TUBE COOL.F.W.TK

116VPG
ASS 627
FRESH W.PUMP
C P
(2)
142VPG
BILGE SEPA. OIL CONT. MONITOR
50 40
118VPG
MINERAL INJECT.UNIT
XA 870
NO.2
MINERAL
187VPG
100
186VPG
MINERAL
PS PS
DRINK.W. PRESS.TK
179VPG
178VPG
40
177VPG 131VPG
S S S
15
176VPG
40
185VPG
117VPG
FS UV STERILIZER
(2)
NO.1 DRINK. W.PUMP
L.O. PURIF.
65
100 TO BILGE & G.S.PUMP
ASS 628
SA 628
RM 628
RO 628
10
FOR D/G
NOTE: (2) TO CLEAN DRAIN TANK
156VPG
157VPG
158VPG
TO BILGE WELL
3.9.2 Sewage Treatment System

Sewage Treatment Plant Maker : No of sets : Model : Type : Capacity : Discharge pump : Aeration blower : Taiko Kikai Industries, Ltd. 1set SBT-40 Biological oxidation 2,400 litres/day 4.0 m3/h at 20 mTH 0.6 m3/min at 20kPa Sewage Treatment Unit The type SBT-40 unit fitted is rated at 40 men / day. Its design complies with USCG Regulation 33 CFR 159 (1975) and has been certified by the UK DOT under IMO Resolution MEPC2 (VI). The unit purifies sewage by the extended aeration activating sludge method, the discharges a sterilized effluent overboard. Effluent has the following qualities : Suspended soils : Coliform bacteria : Biochemical oxygen demand (BOD) : less than 50 mg / liter less than 200 MPN / 100 ml less than 50 mg / liter The vacuum level is controlled by the vacuum switch, which is located on to the manifold of the vacuum piping. The vacuum switch is set to start pump at -35 to -40kPa and stop the pump at -50 to -60kPa. In multiple ejector system, the starting ejector alternates continuously by starting turn of the pump changes. The ejector pump is used for discharging the collecting unit either to sewage treatment unit or overboard. The discharge operation is controlled automatically with level switches. Vacuum Toilet Collecting Unit The vacuum toilet system uses vacuum for sewage transport from toilets to the sewage collecting tank. The vacuum can be created by sewage powered ejectors. The vacuum toilet connected to the piping system use only 0.6 to 1.2 litres of water per flush. Rinse water valve, discharge valve and control mechanism are integrated into toilet bowl.
Vacuum Toilet Collecting Unit Maker : No of sets : Model : Capacity : Discharge pump : EVAC Oy,Finland 1set 0121 EASYFIT 5m3 4.8kW
The sewage from toilets flows into the bio-filter chamber. Foreign objects which could obstruct operation of the device are held from entering the device by a screen. Air from the blower causes circulation of the liquid and brakes up the solids then it also supplies oxygen to the microorganisms attached to the packing media.
Introduction In 1973, the Inter-governmental Maritime Consultative Organization held an international conference from which arose the International Convention for the Prevention of Pollution from Ships. Annex IV of that document dealt with the prevention of pollution by sewage from ships. Sewage is defined as : 1) Drainage and other wastes (black water) from any of toilets, and WC scuppers. 2) Drainage from medical premises (hospital etc.) via wash basins, wash tubs and scuppers located in such premises. 3) Other waste waters (gray water), when mixed with drainages defined above. Normally, sewage may be discharged into the sea only as effluent from the working sewage treatment plant, and then only if the effluent does not produce visible floating solids and does not discolour the water. (Note : When the sewage is mixed with wastes or waste waters having different discharge requirements, the more stringent requirements will apply.) Soil pipes from WCs are gathered into a main line connected to a sewage vacuum toilet collecting tank unit. In the event of plant failure or other emergency, provision is made for discharging the sewage directly overboard or for receiving it to the vacuum tank.
The partially treated sewage in the bio-filter chamber flows into the sterilizing compartment. This liquid is thoroughly disinfected as it washes against the chemical sterilizing tubes in the compartment.
SEWAGE TREATMENT UNIT
The treated water is collected in the sterilizing compartment then discharged overboard by discharge pump automatically with high and low float switches. The high level is alarmed on the ICAS. CAUTION Raw sewage may only be pumped to sea in waters where such discharge is permitted and permission from the bridge must be obtained before the discharge takes place. It should be noted that the sewage treatment plant requires a throughput of raw sewage to keep the bacteria active. If there is no sewage flow for a prolonged period the bacteria will become inactive and operation of the plant subsequently impaired. When raw sewage supply is resumed it may take some days before full bacterial activity is restored and this can result in imperfect treatment and the discharge of untreated sewage. When operating in restricted waters or in harbour, the sewage treatment plant discharge pump must be switched off and the overboard discharge valve 208 / 288VPJ closed. Ensure the shore connection valves 289 / 290 / 271 / 272VPJ from the sewage / vacuum toilet and discharge pumps have been closed firmly. To facilitate maintenance, a connection from the fire main system has been provided to the sewage treatment plant.
SEWAGE
STERILIZER LEVEL PROBE
VENT
OVER FLOW
SCREEN
PACKING MEDIA STERILIZATION COMPARTMENT BIO FILTER TANK DISCHARGE PUMP AERATION BLOWER
OVERBD DISCHARGE AIR SCORE PIPE
CLEANING WATER
3.9.2a Sewage Treatment System

REF.CHAMBER DRAIN
CABIN DRAIN
SOIL
SUEZ WORKER'S RM
COMM. LAV. HWB
CORR. D W F
GARBAGE STR
HOSPITAL & DISP.
F U
W T
W M
W M
F U
F U
F U
F U
F U
80
80
S UPP.DK
50
50
50
50
SOIL
DECK W/S
HOTEL LAUNDRY
OFF'S/CREW'S CHANGE RM
284VPJ
223VPJ
222VPJ
221VPJ
211VPJ
50
272VPJ 271VPJ 290VPJ 289VPJ
50
PS
80
80
65
288VPJ
150
100
80
CABIN DRAIN
100
FUNNEL
DISPOSER
150
65
282VPJ
25 100
287VPJ
50
FS
210VPJ 209VPJ
LAH 747
XA 899 TROUBLE
65
FS
118VPH
80
204VPJ
VACUUM UNIT TK
XA 898 TROUBLE
FS FS FS
LAH 898
ES 898
208VPJ
207VPJ
206VPJ
80
205VPJ
PUMP START 898 PUMP STOP C P
25
50
50
201VPJ
203VPJ
120VPH
80
202VPJ
25 25
119VPH
25
117VPH 285VPJ 286VPJ
ASS 898
150
VACUUM TOILET SYSTEM
FROM FIRE LINE PRESSURIZING PUMP
SEWAGE TREAT.UNIT
SEWAGE DISCH. PUMP
PART 4 : MAIN MACHINERY AND CONTROL

4.1 Control Room
4.1.1 4.1.1a Machinery Control Room Overview Machinery Control Room Console
4.3
Main Boiler
4.3.1 4.3.2 4.3.3 4.3.4 Main Boiler Overview Main Boiler Operation Burner Characteristics Boiler Control Systems Main Boiler Overview Main Boiler Mounting System Combination Burner System Boiler Pressure Rising Charts Combustion Air, Seal Air and Flue Gas System Burner Characteristics Burner Assembly Boiler Gauge Board Automatic Combustion Control (ACC)
Illustrations
4.2
Main Turbine
4.2.1 4.2.2 4.2.3 4.2.4 4.2.1a 4.2.1b 4.2.1c 4.2.2a 4.2.3a 4.2.3b 4.2.4a Main Turbine Overview Main Turbine Operation Main Turbine Control System Main Turbine Warming-up System Main Turbine Overview Main Turbine Overview Main Turbine Gear Arrangement Main Turbine Operation Main Turbine Remote Control System Main Turbine Control System Main Turbine Warming-up System
Illustrations
4.3.1a 4.3.2a 4.3.2b 4.3.2c 4.3.2d 4.3.3a 4.3.3b 4.3.4a 4.3.4b
Illustrations
AUTO. TEL.
I. S. TEL.
OPSM8
OPSM7
OPSM6
OPSM5
M/T REMOTE CONTROL SUB PANEL FOR MCR

PHONTECH
MITSUBISHI HEAVY INDUSTRIES, LTD.
NAGASAKI SHIPYARD & MACHINERY WORKS
M/T CONTROL & TELEGRAPH LEVER
WATCH POSOTION
CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS
WATCH POSOTION
CAS CAS CAS CAS CAS CAS CAS CAS
2 1 12
3 45
11 910
EMERG. TRIP BYPASS
AUTO SLOWDOWN
ASTERN
AHEAD
CONT. METHOD
MATCHING IND.
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
PRE WARNING
EMERG. TRIP
PRE WARNING
ACT
DEC.
INC.
DEC.
INC.
DIRECT
LEVER
MATCHING
(W / H - MCR)
ENG OPE SYS
PANEL CLOSE
PANEL SELECT
SHIFT
SV
REF
V. SLOW
SLOW
FAST
PANEL CLOSE
ENG
ON OFF
PANEL CLOSE
PANEL SELECT
SHIFT
SV
REF
V. SLOW
SLOW
FAST
PANEL CLOSE
ENG
ON OFF
PANEL CLOSE
PANEL SELECT
SHIFT
SV
REF
V. SLOW
SLOW
FAST
PANEL CLOSE
ENG
ON OFF
PANEL CLOSE
PANEL SELECT
SHIFT
SV
REF
V. SLOW
SLOW
FAST
PANEL CLOSE
1 4
ON OFF
F P R T
PUSH TO TRIP
REQUEST
BY-PASS DEC INC DEC INC NOR BYP-ASS
MATCHING
(CCR- MCR)
OPE
SYS
TAB DETAIL
CUSTUM GRAPHIC MONITOR MENU CONTROL MENU SYSTEM MENU ALARM SUMMARY EVENT SUMMARY
OPE
SYS
TAB DETAIL
OPE
SYS
TAB DETAIL
TAB DETAIL SHIFT F1
CUSTUM GRAPHIC
MONITOR MENU
CONTROL MENU
SYSTEM MENU
ALARM SUMMARY
EVENT SUMMARY
IMPOSSIBLE
NOR
BYP-ASS
F2
F3
F4
F5
F6
F7
F8
F9
F10
ACKNOWLEDGE
SHIFT
F1
F2
F3
F4
F5
F6
F7
F8
F9
F10
SHIFT
F1
F2
F3
F4
F5
F6
F7
F8
F9
F10
ACKNOWLEDGE
SHIFT
F1
F2
F3
F4
F5
F6
F7
F8
F9
F10
*
EXEC
TURN TO RESET
CSR SET
FOCUS
ALPHA
GAPS
Main Turbine
M/T Remocon
Elect Dist (HV)
Elect Dist (LV)
Gen Control
Overview
System Status
EXEC
CSR SET
FOCUS
ALPHA
GAPS
Main Turbine
M/T Remocon
Elect Dist (HV)
Elect Dist (LV)
Gen Control
Overview
System Status
EXEC
CSR SET
FOCUS
ALPHA
GAPS
Main Turbine
M/T Remocon
Elect Dist (HV)
Elect Dist (LV)
Gen Control
Overview
System Status
EXEC
CSR SET
FOCUS
ALPHA
GAPS
Main Turbine
M/T Remocon
Elect Dist (HV)
Elect Dist (LV)
Gen Control
Overview
System Status
EMERG. TRIP BY-PASS
PROGRAM CONT.
AUTO SPIN
PLANT MODE
1 SELECT
A
FD Fans
B
BMS Overview
C
ACC Overview
D
SH Steam
E
Aux Steam
F
Steam Dump
G
Exh Steam
A
FD Fans
B
BMS Overview
C
ACC Overview
D
SH Steam
E
Aux Steam
F
Steam Dump
G
Exh Steam
A
FD Fans
B
BMS Overview
C
ACC Overview
D
SH Steam
E
Aux Steam
F
Steam Dump
G
Exh Steam
A
FD Fans
B
BMS Overview
C
ACC Overview
D
SH Steam
E
Aux Steam
F
Steam Dump
G
Exh Steam
7 4 1 0
8 5 2 .
9 6 3
DEL
CANCEL SELECT
7 4 1 0
8 5 2 .
9 6 3
DEL
CANCEL SELECT
7 4 1 0
8 5 2 .
9 6 3
DEL
CANCEL SELECT
7 4 1 0
8 5 2 .
9 6 3
DEL
CANCEL
SOOT BLOWER EMCY RETRACT
2 SELECT
H
Boiler Level HP Feed
J
LP Feed SW Circ
K
CCS FW
M
Dist Plant
N
Fire Fight
H
J
LP Feed SW Circ
K
CCS FW
M
Dist Plant
N
Fire Fight
H
J
LP Feed SW Circ
K
CCS FW
M
Dist Plant
N
Fire Fight
H
J
LP Feed SW Circ
K
CCS FW
M
Dist Plant
N
Fire Fight
BYPASS POSSIBLE
BY-PASS
IN PROGRESS
BY-PASS
START
BY-PASS
MANEUV.
FULL AWAY
BS
SELECT
BS
SELECT
BS
SELECT
BS
O
SWAP Boiler FO FO
P
LO
Q
Gas
R
Fire
S
E/R Fan
U
Vent
ALARM ACK
O
SWAP Boiler FO FO
P
LO
Q
Gas
R
Fire
S
E/R Fan
U
Vent
ALARM ACK
O
SWAP Boiler FO FO
P
LO
Q
Gas
R
Fire
S
E/R Fan
U
Vent
ALARM ACK
O
SWAP Boiler FO FO
P
LO
Q
Gas
R
Fire
S
E/R Fan
U
Vent
ALARM ACK
ENT
V
CLOSE Air
W
Refrig
X
Miscellaneous
Y
Motor List
Z
Control Overview
BUZZER STOP
BZ STOP
ENT
V
CLOSE Air
ENT
V
CLOSE Air
SPACE
W
Refrig
X
Miscellaneous
Y
Motor List
Z
Control Overview
SPACE
W
Refrig
X
Miscellaneous
Y
Motor List
Z
Control Overview
BUZZER STOP
BZ STOP
ENT
V
CLOSE Air
NOR
BY-PASS
SAFETY SYSTEM
NOR
BY-PASS
NOR
BY-PASS
RPM CONT.
BZ STOP
SPACE
W
Refrig
X
Miscellaneous
Y
Motor List
Z
Control Overview
SPACE
BZ STOP
POWER FAIL
SYSTEM FAIL
ON
BY-PASS
NO2 BOILER EMCY TRIP
OVER SPEED PREVENTER

OCR
CONT. POSITION
TURNING GEAR
LAMP TEST
ON
MCR
W/H
W/H
CCR
DISENGAGE
ENGAGE
MCR
M/S
GAS BURN EMCY STOP
MANEUV. TABLE
4.1.1 Engine Control Room Overview
The machinery control room, situated on the 2nd deck, is where the necessary equipment and controls are located which allow the centralized operation and supervision of the engine room machinery, via the Integrated Control and Automation System (ICAS).
4.1.1 MACHINERY CONTROL ROOM OVERVIEW
FIRE SHELTER
UP
UP
72
74
WINDOW
12
1. 2. 3. 5. 7.
Tab Caps Lock Ctrl Esc
| |
ICAS MAIN TURBINE REMOTE CONTROL PANEL ICAS MACHINERY ALARM PRINTER
ICAS NO.2 MACHINERY CABINET
MACHINERY CONTROL CONSOLE ICAS NO.1 MACHINERY CABINET
43
LIFT
42
46
20
8. ICAS MACHINERY LOG PRINTER 9. ICAS COLOR HARD COPIER 11. MACHINERY CONTROL CONSOLE SERVICE TRANSFORMER 12. AC220V FEEDER PANEL 20. VIBRATION MONITOR PANEL
ENGINE CONTROL ROOM LAYOUT
42. 43. 46. 72. 74.
NO.1 BLR FLAME SCANNER AMPLIFIER PANEL NO.2 BLR FLAME SCANNER AMPLIFIER PANEL OIL MIST DETECTION PANEL SMS VDU SMS PRINTER
11
Shift
! 1 Q
A Z S
" 2 W
F1
Alt Alt Gr Ctrl / / End Enter
X E D C F V T G B H N J M K < , O L > . P : ;
|
F2
$
%
4 R 5 6 Y U I
{ [
F3 F4
^
F5 & F6 F7
(
7 8 9 0 -
*
F8
)
F9
@ ' ?
~ # Shift
F10
+
Sys Rq Break
=
} ]
F11
Back space Insert Home Page Up
Enter Delete End Page Down
F12 Print Screen Scroll Lock Pause
Num Lock
Home
Ins Del
Num Lock
2
PgDn
Caps Lock
PgUp
Scrol Lock
4.1.1a
Engine Control Room Console
AUTO. TEL.
I. S. TEL.
OPSM8
OPSM7
OPSM6
OPSM5
M/T REMOTE CONTROL SUB PANEL FOR MCR

PHONTECH
M/T CONTROL & TELEGRAPH LEVER
WATCH POSOTION
CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS CAS
WATCH POSOTION
3 4 5
2 1 12
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
11 10 9
EMERG. TRIP BYPASS
AUTO SLOWDOWN
ASTERN
AHEAD
CONT. METHOD
MATCHING IND.
PRE WARNING
EMERG. TRIP
PRE WARNING
ACT
DEC.
INC.
DEC.
INC.
DIRECT
LEVER
MATCHING
(W / H - MCR)
ENG OPE SYS
PANEL CLOSE
PANEL SELECT
SHIFT
SV
REF
V. SLOW
SLOW
FAST
PANEL CLOSE
ENG
ON OFF
PANEL CLOSE
PANEL SELECT
SHIFT
SV
REF
V. SLOW
SLOW
FAST
PANEL CLOSE
ENG
ON OFF
PANEL CLOSE
PANEL SELECT
SHIFT
SV
REF
V. SLOW
SLOW
FAST
PANEL CLOSE
ENG
ON OFF
PANEL CLOSE
PANEL SELECT
SHIFT
SV
REF
V. SLOW
SLOW
FAST
PANEL CLOSE
1 4
ON OFF
F P R T
PUSH TO TRIP
REQUEST
MATCHING
(CCR- MCR)
OPE
SYS
TAB DETAIL
OPE
SYS
TAB DETAIL
OPE
SYS
TAB DETAIL
TAB DETAIL SHIFT F1
CUSTUM GRAPHIC
MONITOR MENU
CONTROL MENU
SYSTEM MENU
ALARM SUMMARY
EVENT SUMMARY
IMPOSSIBLE
F2
F3
F4
F5
F6
F7
F8
F9
F10
ACKNOWLEDGE
SHIFT
F1
F2
F3
F4
F5
F6
F7
F8
F9
F10
SHIFT
F1
F2
F3
F4
F5
F6
F7
F8
F9
F10
ACKNOWLEDGE
SHIFT
F1
F2
F3
F4
F5
F6
F7
F8
F9
F10
*
EXEC
NOR
BYP-ASS
TURN TO RESET
CSR SET
FOCUS
ALPHA
GAPS
Main Turbine
M/T Remocon
Elect Dist (HV)
Elect Dist (LV)
Gen Control
Overview
System Status
EXEC
CSR SET
FOCUS
ALPHA
GAPS
Main Turbine
M/T Remocon
Elect Dist (HV)
Elect Dist (LV)
Gen Control
Overview
System Status
EXEC
CSR SET
FOCUS
ALPHA
GAPS
Main Turbine
M/T Remocon
Elect Dist (HV)
Elect Dist (LV)
Gen Control
Overview
System Status
EXEC
CSR SET
FOCUS
ALPHA
GAPS
Main Turbine
M/T Remocon
Elect Dist (HV)
Elect Dist (LV)
Gen Control
Overview
System Status
EMERG. TRIP BY-PASS
PROGRAM CONT.
AUTO SPIN
PLANT MODE
1 SELECT
A
FD Fans
B
BMS Overview
C
ACC Overview
D
SH Steam
E
Aux Steam
F
Steam Dump
G
Exh Steam
7 4 1 0
8 5 2 .
9 6 3
A
FD Fans
B
BMS Overview
C
ACC Overview
D
SH Steam
E
Aux Steam
F
Steam Dump
G
Exh Steam
DEL
CANCEL SELECT
7 4 1 0
8 5 2 .
9 6 3
A
FD Fans
B
BMS Overview
C
ACC Overview
D
SH Steam
E
Aux Steam
F
Steam Dump
G
Exh Steam
DEL
CANCEL SELECT
7 4 1 0
8 5 2 .
9 6 3
A
FD Fans
B
BMS Overview
C
ACC Overview
D
SH Steam
E
Aux Steam
F
Steam Dump
G
Exh Steam
DEL
CANCEL SELECT
7 4 1 0
8 5 2 .
9 6 3
DEL
CANCEL
SOOT BLOWER EMCY RETRACT
2 SELECT
H
J
LP Feed SW Circ
K
CCS FW
M
Dist Plant
N
Fire Fight
H
J
LP Feed SW Circ
K
CCS FW
M
Dist Plant
N
Fire Fight
H
J
LP Feed SW Circ
K
CCS FW
M
Dist Plant
N
Fire Fight
H
J
LP Feed SW Circ
K
CCS FW
M
Dist Plant
N
Fire Fight
BYPASS POSSIBLE
BY-PASS
IN PROGRESS
BY-PASS
START
BY-PASS
MANEUV.
FULL AWAY
BS
ALARM ACK
SELECT
BS
ALARM ACK
SELECT
BS
ALARM ACK
SELECT
BS
ALARM ACK
O
SWAP Boiler FO FO
P
LO
Q
Gas
R
Fire
S
E/R Fan
U
Vent
P
FO LO
Q
Gas
R
Fire
S
E/R Fan
U
Vent
O
SWAP Boiler FO FO
P
LO
Q
Gas
R
Fire
S
E/R Fan
U
Vent
P
FO LO
Q
Gas
R
Fire
S
E/R Fan
U
Vent
ENT
V
CLOSE Air
W
Refrig
X
Miscellaneous
Y
Motor List
Z
Control Overview
BUZZER STOP
BZ STOP
SWAP
Boiler FO
ENT
V
CLOSE Air
ENT BZ STOP
V
CLOSE Air
SPACE
W
Refrig
X
Miscellaneous
Y
Motor List
Z
Control Overview
SPACE
W
Refrig
X
Miscellaneous
Y
Motor List
Z
Control Overview
BUZZER STOP
BZ STOP
SWAP
Boiler FO
ENT
V
CLOSE Air
NOR
BY-PASS
SAFETY SYSTEM
NOR
BY-PASS
NOR
BY-PASS
RPM CONT.
SPACE
W
Refrig
X
Miscellaneous
Y
Motor List
Z
Control Overview
SPACE
BZ STOP
POWER FAIL
SYSTEM FAIL
ON
BY-PASS

OCR
CONT. POSITION
TURNING GEAR
LAMP TEST
ON
MCR
W/H
W/H
CCR
DISENGAGE
ENGAGE
MCR
M/S
GAS BURN EMCY STOP
MANEUV. TABLE
RPM
OPSM8 OPSM7 OPSM6 OPSM5 COMMON BUZZER MONITORING FUNCTION STATUS
No1. D.W.L.
No2. D.W.L.
50 100 120 ASTERN
50 100 120
SECOND ADJUSTER
min-1
rpm
AHEAD
TEL-TAIL CUT SWITCH
PORTAL MAN ALARM
ENG.CALL
WATCH DUTY POSITION SELECT
SPM IND
RUDDER ANGLE
START
ALARM
KYMA
ENGINEER ALARM SYSTEM SWITCH REPEAT BZ STOP
PERFORMANCE MONITORUNG
ASTERN VALVE
AHEAD VALVE
FIRE ALARM SWITCH
GENERAL ALARM SWITCH
F1
F2
F3
F4
F5
KDU-110
CONSOLE POWER SUPPLIES LAMP/BUZZER TEST
TALK BACK SYS (MACH)
4.2.1 Main Turbine Overview

Specification
Maker : Type : Mitsubishi Heavy Industries Ltd MS36-2A cross-compound, impulse/reaction HP turbine: one two-row Curtis and seven Rateau stages LP turbine: four Rateau stages and four reaction stages Astern turbine: two two-row Curtis stages Output : HP turbine speed : LP turbine speed : Propeller speed : Natural frequency Critical speeds : Overspeed trip : Steam condition : Direction of rotation : Astern maximum continuous speed : Steam bleed off : Maximum Normal - 23,600kW - 23,600kW
Descriptions
Turbines The turbines are the cross-compound, impulse reaction type, consisting of high and low pressure turbines. Steam is supplied from the main boilers at 5.88MPaG at 510 at full away. The steam enters the turbine through the main steam piping, main steam strainer and stop valve. For ahead operation, the steam is supplied to the high pressure (HP) turbine through the nozzle group composed of five nozzle valves which are controlled sequentially for power setting of approximately 100%, 90%, 75%, 50% and 20% . The HP turbine is of the impulse single-flow type. The steam flows across the two-row Curtis stages and eight Rateau stages and then to the exhaust chamber at the aft side of the HP turbine. From the HP turbine the steam flows through the cross-over pipe to the low pressure (LP) turbine. The LP turbine is of the impulse reaction single-flow type in which steam flows towards the forward side through the steam chest, transfers its energy to four Rateau stages and four reaction stages and then exhausts into the main condenser. The astern turbine is of the impulse type, arranged at the forward end of the LP turbine. Steam enters through the astern manoeuvring valve, astern guardian valve, and transfers its energy to two, two-row Curtis stages, towards the aft side, and exhausts into the main condenser. For emergency independent operation of the LP or HP turbine, the flexible coupling should be removed and the cross-over piping changed for the emergency piping (See 9.3 Solo Running of the Main Turbine). The seals are formed by radially slotting sections of labyrinths into the packing rings, which themselves are likewise slotted into the turbine upper and lower casings. The peak and trough edges of these labyrinths are located adjacent to corresponding square radial grooves machined into the rotor shaft. The clearances between the labyrinth edges and the rotor are minimized to reduce steam leakage between the inner (high gland steam pressure) areas and the outer (low gland steam pressure) areas. Adequate axial clearance between the rotor and labyrinths allow for the designed axial movement and expansion between the rotor and the casing. Steam at about 0.02MPaG is supplied to the glands from a gland steam receiver mounted underneath the turbine. Where the internal steam pressure is higher than the pressure in the gland housing, steam will enter the series of diaphragms from the turbine, and is effectively throttled across each stage causing its pressure to drop. The final very low pressure steam is led away to the gland steam condenser. Where the pressure in the gland housing is greater than the internal turbine pressure at the shaft exit point, the steam available from the gland steam receiver will be drawn through the gland, effectively sealing it and preventing the ingress of air. The gland steam receiver releases excess steam through a control valve to the main condenser or receives steam from a make-up controller supplied from the HP exhaust steam range. The need for the steam to make-up or spill changes with the turbine load, i.e. at high load the steam will generally be spilled out of the system and at low loads the packing steam will need to be made up.
5,722rpm at MCR 3,449rpm at MCR 80 rpm at MCR HP turbine: 60.4 rpm, 1st: 21.1 rpm, 110 % MCR ( 88 rpm ) 5.88 MPaG and superheated at 510 Clockwise, looking from aft 56 rpm for a maximum of 2 hours abt. 8,095kW HP : HP turbine 4th stage IP : Crossover pipe LP : LP turbine 3rd stage LP turbine: 52.9 rpm 2nd: 35.0 rpm 3rd: 198.4rpm
Main gearing : Main LO pump : Main condenser :
Double helical, tandem articulated, double reduction gear Main turbine driven, gear type Capacity : 150 m3/h at 0.294 MPaG Single pass reheating surface type Cooling surface: 2,860 m2 Tube size : Diameter 19 mm, thickness 0.7 mm Vacuum : 722 mmHg at NCR with sea temperature of 27 Cooling water flow: 15,820m3/h
Gland Steam Condenser The gland condenser is a horizontal, straight tube type with the gland exhaust fan mounted on top. It has cooling tubes through which the main condensate is passed to act as the cooling medium. Turbine gland leakage steam and air is collected in the gland condenser. Air and non-condensible gases are drawn out and exhausted by the fan. Condensate passes through a loop seal and drains to the atmospheric drains tank.
Vacuum pump :
Water sealed rotary type Suction Vacuum: 722 mmHg Capacity : 4.5 SCFM Gland Steam Labyrinth type seals are used at the both ends of the turbine rotors to prevent the steam in these regions from leaking to atmosphere and more importantly, to prevent air from entering the turbine where the internal pressure is less than atmospheric.
Gland condenser : Gland exhaust fan : Dehumidifier :
Horizontal shell and tube type Cooling surface: 20 m2 Capacity : 7 m /min. at 300mmAq Desiccant type Capacity : 50 m3/h
3
Vacuum Pump The vacuum pump unit consists of a motor driven rotary type vacuum pump, a seal water tank and a seal water cooler. Non-condensed air is extracted from the main condenser by pumping up and exhausted to atmosphere through the seal water tank. Seal water is supplied from the condensate water line and regulated by a float type operating valve integrated in the seal water tank. The seal water is cooled by a shell and tube type cooler with sea water.
4.2.1 Main Turbine Overview

Main Condenser The main condenser is a surface cooled, radial-flow type with a dump steam chamber. It is mounted directly below the LP turbine at right angles to the axis of the turbine and the condenser neck is bolted directly onto the turbine exhaust flange. Thermal expansion of the upper part of the condenser in the longitudinal direction is accommodated by the deflection plate, fitted at the forward side of the condenser. The condenser shell, hotwell, water chambers and dump steam chamber are all fabricated from steel plate and welded together. The internal surfaces of the water chambers are lined with neoprene with sacrificial anodes fitted to help prevent corrosion. The condenser tubes are arranged for radial flow of the steam across them. The air extraction box is positioned at the centre of the tube nest. Steam entering the condenser is guided around the boundary between the tube nest and the shell, and then towards the centre of the tube nest. Condensate flows down into the hotwell at the bottom of the condenser, from where it is pumped out by the main condensate pump. The water level in the hotwell is maintained by recirculating the condensate from gland condenser outlet back into the hotwell. The condenser is of the regenerative type, whereby the steam entering the condenser gives up some of its heat to the condensate. This is achieved by guiding the steam flow as described above. This also has the added advantage of deaerating the condensate. The air and non-condensable gases enter the air extraction box at the centre of the tube nest from where they are removed by the vacuum pump. The dump steam pipe is led into the condenser, the steam being water sprayed on entry in order to cool it, preventing thermal damage to the tubing due to local overheating. Cooling sea water is supplied by a main circulating pump and when at sea and conditions are normal, by a scoop system (See 3.5.1 Sea Water Circulating Systems). Gearing The reduction gearing between the turbine and propeller is a double reduction, tandem articulated type. The reduction gear consists of two first pinions, two first gear wheels, two second pinions and one second gear wheel. Both the HP and LP turbines are connected to the first pinions of the reduction gear by flexible couplings. The pinions drive the first reduction gear wheels. The first reduction gear wheels are connected through flexible shafts fitted with flexible couplings to the second reduction pinions, which drive the second-reduction gear wheel or main gear wheel. The main thrust bearing is located in a separate casing aft of the main reduction gear. An 11kW 1,730 rpm reversible motor driven turning gear of planetary type is provided and mounted at the aft end of the driving shaft, which is connected to the HP first reduction pinion. Safety Device The control oil mechanism will trip the main turbine nozzle valves for ahead or manoeuvring valve for astern under the following conditions :
Tag No. 062 063 064 065 066 067 068 069 070 076 071 072 064 073 074 075
Lubrication The lubricating oil system (See 3.7.1 Main Turbine Lubricating Oil System) consists of one main turbine driven lubricating oil pump, two motor driven auxiliary lubricating oil pumps, a main lubricating oil strainer and bypass filter, a temperature control valve, a pressure regulator, two lubricating oil cooler, an emergency gravity tank and sump tank built into the hull. The main turbine driven LO pump supplies the turbine and gearing with oil when the turbine revolutions are above 68 rpm and the oil pressure is more than 0.11MPa. The motor driven LO pump will start when the revolutions are under 64 rpm, the oil pressure is below 0.095MPa or an abnormality occurs in the operation of the turbine driven pump. This is controlled by the ICAS graphic screen LO Main Turbine. Oil is drawn from the main engine sump tank and discharged to each bearing and to the gear oil sprayers after passing through the main turbine LO filter, the oil cooler and temperature control valve. The oil returns to the hull sump tank. If loss of electrical power occurs the bearings are supplied from the turbine driven pump and the emergency gravity tank. Control oil to actuate the manoeuvring valves is supplied from the control oil pump.
Description Manual trip Overspeed HP turbine rotor excessive vibration LP turbine rotor excessive vibration HP turbine rotor position excessive displacement LP turbine rotor position excessive displacement Lubricating oil pressure low Control oil pressure low Main condenser vacuum low Main condenser hotwell level high Both boilers tripped Boiler steam drum water level high Boiler steam drum water level low Spinning overspeed Turning gear engaged Safety system power failure
Set Point
87.1 88.9 rpm
125 125 0.5 mm 0.5 mm 50 kPa 500 kPa

500 mmHgV
NOR+450 mm +240 mm -240 mm 12 rpm
These safety devices will not reset automatically when the cause of the trip is corrected. The trips are reset by pressing the RESET pushbutton. When the turning gear is engaged, interlocks it will prevent the main turbines steam nozzle valves and astern manoeuvring valve opening. The control oil mechanism will automatically slow down the main turbines under the following conditions :
Tag No. 082 083 084 085 086 087 088 089
Description Boiler steam drum water level high Boiler steam drum water level low Main steam pressure low Main steam temperature high Main condenser vacuum low One boiler tripped Stern tube temperature high Main condenser hotwell high
Set Point
+150 mm -150 mm 5.1 MPa 538

550 mmHgV
55 NOR+450 mm
4.2.1a
Main turbine Overview
MAIN CONDENSER
LP 2ND PINION
LP 1ST WHEEL
ASTERN GUARD. VALVE
ASTERN STEAM INLET
LP TURBINE
THRUST BEARING BLOCK ASTERN MANEUV. VALVE
LOCAL GAUGE BOARD
HP 1ST PINION
HP TURBINE
AHEAD EMERGENCY OPERATION
GLAND EXH. FAN
TURNING GEAR
CONTROL OIL PUMP UNIT GLAND CONDENSER HP TURBINE STEAM INLET
MAIN L.O. PUMP
AHEAD STOP VALVE
HP 2ND PINION
2ND WHEEL
HP 1ST WHEEL
4.2.1b
Main turbine Overview
4.2.1c
Main Turbine Gear Arrangement
SKELETON OF GEAR ARRANGEMENT
LP SIDE
1ST PINION
HP SIDE
1ST PINION FLEXIBLE COUPLING
CONNECT TO LP TURBINE
AHEAD
2ND PINION 2ND PINION
LP 1st FLEXIBLE COUPLING
FORWARD
1ST REDUCTION WHEEL GEAR
2ND REDUCTION WHEEL GEAR
MAIN THRUST COLLAR
HP 1st FLEXIBLE COUPLING CONNECT TO HP TURBINE FLEXIBLE COUPLING
CONNECT TO MAIN LO PUMP
CONNECT TO TURNING GEAR
LOOKING FORWARD
2nd FLEXIBLE COUPLING

2ND PINION
MAIN LO PUMP DRIVING GEAR (HP SIDE)
COUPLING SLEEVE
QUILL SHAFT
4.2.2 Main Turbine Operation

Procedure for Start-Up Successful operation of the turbine depends on the manner of the warming through, loading, stopping and cooling down of the turbines. Steam turbines are built and operate with very close tolerances in their structure, and the very nature of the driving medium can lead to problems associated with thermal expansion unless due care is taken. Correct warming through and proper drainage is essential together with careful handling of load changes. The preparation of the turbine for use is the responsibility of the operator. Correct loading up times are programmed into the turbine control system, as are the opening of the drain valves and bleeds. Should any of these functions need to be carried out manually, they should be done in the same manner as the automated function. g) Set up the main turbine lubricating oil system and control oil system, placing the valves as follows : Position Open Open Open Open Open Open Description Auxiliary LO pump discharge valves LO cooler inlet valve LO cooler outlet valve Automatic back flushing inlet and outlet LO coolers cooling water inlet valve LO cooler cooling water outlet valves
Valve
003 / 005VPK 006 or 007VPK 008 or 009VPK 016 / 018VPK 071 or 072VPH 075 and 073 or 074VPH
m) Warm through and drain the main superheated line from the boilers to the main turbine manoeuvring valve by opening the bypasses on the intermediate stop valves and raise the main turbine steam line to approximately 1.4MPa. Warm the line slowly by opening valve 075VPA, whilst continuing to turn the turbine using the turning gear. (See 4.2.4 Main Turbine Warming-up System Systems) n) Drain and warm through the supply steam line to the gland steam make-up system by crack opening the valve 057VPB to the system. Put the controller on automatic. Start the gland exhaust fan. Adjust the gland packing steam pressure so that it is about 0.02MPaG.
h) Vent any air from the LO coolers, then close the vent valves. i) Set the LO temperature controller to 44C from the ICAS graphic screen. Start one of the LO pumps from the same faceplate. j) Stop the gearing dehumidifier. k) Set valves for gravity tank supply and operation. Position Open Throttled Description Gravity tank quick-closing inlet / outlet valve Gravity tank overflow control valve
Valve
CAUTION
The gland packing steam will start to heat the turbine. It is therefore essential to keep the turbine turning gear in use and the LO system running to avoid localised heating. o) Ensure that the vacuum pumps are supplied with sealing and cooling water and start one pump. Observe the vacuum forming in the condenser, checking for leaks should this not take place at the normal rate or fail to achieve the rated vacuum of 720mmHg at a sea temperature of 27C.
015VPK 014VPK
Initial Checks and Preparation a) Start the cooling water systems (See 3.4.1 Central Fresh Water Cooling System) (See 3.5.1 Sea Water Circulating Systems) b) Check the water level in the main condenser hotwell. It should be higher than normal to allow for filling of the recirculating pipework. Top up as necessary from the distilled water tanks through outlet valves 135VPF or 136VPF, make-up valve bypass 144VPF and main condenser filling valve 145VPF. c) Prepare the main condensate system for operation (See 3.2.1 Condensate Water System) Ensure that both pump suction valves are open and that the recirculation system is ready for use. Start one of the condensate pumps with the discharge valve closed, then slowly open the valve. The condensate will be recirculated back into the condenser through the recirculation valve until the condenser receives water from other drains or exhaust. The level control ensures that the level in the hotwell remains constant, and that condensate is pumped up to the deaerator whilst still retaining the correct level. During this initial period of little drainage into the condenser, it is possible for the level to drop due to leakage up to the deaerator. The level in the hotwell will require monitoring and further topping up as necessary. d) Open the gland leak off valve between the main turbine and the gland steam condenser. e) Check and record the axial position of the rotors at the cold condition. f) Check the oil level in the main sump tank and top up as necessary, taking the amount of oil to be placed into circulation into consideration.
p) Open the isolating valves of spray water piston valve for astern operation. Maintain the warming through of the turbine and steam piping for at least one hour, raising the main turbine steam line pressure to full pressure on the bypass valves on the stop valves 001VPA and 002VPA. (Note : The high pressure turbine casing inside temperature should be kept over 200 before try-engine.) q) Start a control oil pump, and place the other on standby.
Check around the LO system for leaks. The level in the LO sump tank will drop as the system charges and may require topping up. A flow of oil should be observed returning from the LO gravity tank and the control oil tank sight glasses. It is good practice to observe gear sprayers and any other oil returns that can be accessed and viewed without loss of oil. The system oil pressures should be as follows : Main LO system : Control oil system : 0.10 - 0.15MPa 1.4 1.5MPa
CAUTION
If the ship is to be moved using tugs or any other means of external propulsion, disengage the turning gear. Failure to do so may damage the turning gear due to the propeller idling whilst under way. Ensure that the LO system is running. If the turbine is hot or gland steam is being supplied, the turbine must not be allowed to remain stationary for longer than 3 minutes, or the risk of the rotors deflecting exists. Ensure that the main turbine manufacturers instructions are followed before any tow is commenced.
l) Engage and start the turning gear. Observe the amps being drawn by the turning gear motor. If these are higher than normal investigate the turbine, gearing and shafting to determine why they are not turning freely.
CAUTION
Before proceeding to the next stage ensure that the main stop valve, the astern guardian valve and the ahead nozzle and astern manoeuvring valves are all CLOSED.
4.2.2 Main Turbine Operation

Testing the Engine Leaving Port Ensure that the cargo manifold pipes are disconnected before testing the engine. Inform the bridge and request confirmation that it is safe to turn the engine on steam. Ensure that the Chief Engineer is aware that the engines are about to be tested. a) Close the isolating valves of warm-up steam PCV (077/071VPA). b) Close the main turbine inlet valve 072VPA. c) Open the main steam stop valves 001/002VPA. d) Close the main steam stop valves bypass 001/002VPA. c) Disengage the turning gear. Run up to Full Speed after Manoeuvring Following manoeuvring, the turbine control system is set to full away on passage. The program controlling the turbine will slowly increase the speed through a pre-programmed ramp. The automatic drain valves will be closed at the beginning of the run up period. The bleed steam valves will open automatically at pre-programmed stages in the ramp allowing bleed steam into the systems they serve. Careful monitoring of the plant is required during this period of instability. The turbine must be observed and, should any vibration be detected, the turbine must be slowed down until they cease and then be investigated. This can be caused by rotor deflection due to poor warming up procedures. A period of running at revolutions below those at which the vibration started can lead to the deflection lessening. After a period of time the revolutions can be increased and the vibration monitored. Should this fail to rectify the situation, then the turbine will need to be stopped and further investigations instigated.
CAUTION
Do not allow the rotors to remain stationary for more than three minutes once the gland packing steam has been admitted. Failure to follow this advice could result in the rotors deflecting. e) In the MCR, reset the turbine trips at the Main Turbine Operation panel on the ECR console. f) Press the WARMING THROUGH pushbutton to restrict the propeller shaft to 12 rpm during turning on the DIRECT switch. g) Turn the main turbine astern and ahead a few times, using the DIRECT switch, to clear the steam lines of any condensation which may be present. The switch is turned in the INC. direction to open the ahead valve and in the DEC. direction to close the ahead valve and open the astern valve. Then in the INC. direction to close the astern valve until the Manoeuvring Valves Closed indicator light is lit. h) Turn the control mode switch to the LEVER position. While the control of this plant is highly automated and of modern design, there can be no substitute for good steam engineering practise. Ensure that the plant is physically checked, listened to and all senses used to detect early signs of problems. i) Upon completion of the tests, place the turbine in AUTOSPIN mode which will automatically turn the engine ahead and astern on steam until it is required.
Settings for the Turbine Automatic Sequence Description Drain piston valves open / close Astern guardian valve open/close 1st bleed valve open / close 2nd bleed valve open / close Astern water spray valve open / close Set Point Slow Ahead / Half Ahead Slow Ahead / Half Ahead 0.87 / 0.85 MPaG 0.30 / 0.25 MPaG While AST governor or maneuvering valve not fully closed
Securing the Turbine a) When finished with engines has been signaled, change over control to the MCR. b) Close the main and intermediate stop valves. Ensure that the manoeuvring and the astern guardian valves are closed. c) Ensure that all the drains have opened. d) Engage the turning gear and start the motor. e) Open the intermediate stop bypass valves to maintain the main steam pipes at the working temperature. Any further shutting down depends on the length of time the turbine is to be unused and any plans for maintenance. In many ports the engine is required to be on ten or thirty minutes notice.
4.2.2a Main Turbine Operation

START UP / SHUT DOWN OPERATIONS
START UP OPERATION
CHECK
STEAM, CONTROL AIR, ELECTRIC SYSTEMS MANOEUVRING, BLEEDER & DRAIN VALVES
4.2.2a
Main Turbine Operation
1
CONDENSATE WATER SYSTEM & SEA WATER CIRCURATING SYSTEM OPEN
SEA WATER INLET & OUTLET VALVES OF MAIN CONDENSER
SHUT DOWN OPERATION 2

LO SYSTEM
SEE 3.7.1
3
WARMING UP CHECK FINISHED ENGINE SLOW DOWN CHECK
BLEEDER VALVE: CLOSE DRAIN & ASTERN GUARDING VALVE: OPEN
CHECK
OIL LEVEL & TEMPERATURE IN LO SUMP TANK
CLOSE : MAIN STEAM STOP VALVE ASTERN MANOEUV. VALVE AHEAD NOZZLE VALVE ASTEAN GUARD. VALVE OPEN : DRAIN VALVES
SET
ASTERN GUARDING, DRAIN, BLEEDER & SPRAY WATER VALVES AUTO
OPEN
WATER BOX AIR VENT VALVE
OPEN
ALL VALVES FOR LO PIPING (EXCLUDING NORMALLY CLOSE
CHECK
MANUAL HANDLE P0SITION OF FOLLOWING VALVES ; OPEN : ASTERN GUARDING VALVE : DRAIN VALVES. : PACKING STEAM : MAKE-UP VALVE LOCKING POSITION: SPRAY WATER VALVES FOR STEAM DUMP AND ASTERN OPERATION
ENGAGE AND START

TURNING GEAR
STOP ENGAGE AND START
START
MAIN CIRCURATING PUMP
VALVES)
CHECK CHECK
CONDENSATE LEVEL IN THE CONDENSER HOT WELL (IF THE LEVEL IS LOW, SUPPLY MAKE-UP WATER) LO TEMPERATURE CONTROL VALVE
START
GLAND EXHAUST VALVE
TURNING GEAR (WITHIN 3 MIN. OF STOP)
CLOSE
DRAIN VALVES OF LO PIPING
OPEN
STOP VALVE FOR PACKING STEAM CONTROL VALVE (SUPPLY PACKING STEAM)
CLOSE
BOILER OUTLET INTERMEDIATE VALVE
START START
LEVEL CONTROLLER OF CONDENSER HOT WELL MOTOR DRIVEN LO PUMP
CHANGEOVER START
TO AUXILIARY CONDENSER FOR EXHAUST STEAM FROM AUXILIARIES GLAND EXHAUST FAN
CHECK
CLOSE : PACKING STEAM SPILL GATE VALVE CONDENSATE WATER SYSTEM & SEA WATER CIRCULATING SYSTEM
OPEN
AIR VENT VALVES OF LO PIPING
OPEN
SUCTION VALVES OF BOTH
START OPEN
COOLING WATER INLET & OUTLET VALVES OF LO COOLER VACUUM PUMP VACUUM PUMP
STOP KEEP
ABOUT 6 HOURS WHEN CONDENSER VACUUM DROPS TD ATMOSPHERIC PRESSURE
1 2
CONDENSATE PUMPS
OPEN L. O. SYSTEM CHECK

MANOEUVRING DEVICE THE VALVES FOR SHAFT & SUCTION VALVE SEAL WATER
6861.3 kPaa DURING WARM-UP
CHECK
LO FLOW TO EACH BEARING AND GEARS WITH SIGHT GLASSES
OPEN
BYPASS VALVE OF BOILER OUTLET INTERMEDIATE VALVE
CLOSE
STOP VALVE FOR PACKING STEAM CONTROL VALVE
START
MAIN CONDENSATE PUMP
CHECK
OIL LEVEL IN LO SUMP TANK
WARMING UP OPEN AUTO. SPINNING OF TRY ENGINE

(WITHIN 3 MIN. OF TURNING OPERATE) DELIVERY VALVES OF BOTH CONDENSATE PUMPS
WARM-UP
MAIN STEAM LINE CONDENSER
CHECK
NO MAKE-UP & SPILL TO MAIN
OVER FLOW FROM GRAVITY TANK DISCHARGE PRESSURE OF LO PUMP MAIN TURBINE INLET OIL PRESSURE
CONTINUE WARM-UP
AT LEAST ONE HOUR
STANDBY OPERATION
STOP
GLAND EXHAUST FAN
CHECK
OVERFLOW FROM CONTROL OIL TANK AND GOVERNOR HEAD TANK
END OF WARM-UP
STOP OPEN
CONDENSATE PUMP VACUUM PUMP SUCTION VALVE
START
CONTROL OIL PUMP
STOP & DISENGAGE CHECK

TURNING GEAR MAIN CONDENSER VACUUM ABOVE 5.07 kPaa
CHECK AGAIN
OVERFLOW FROM CONTROL OIL TANK
STOP
MOTOR DRIVEN LO PUMP
CLOSE
BYPASS VALVE OF BOILER OUTLET INTERMEDIATE VALVE
STOP AND DISENGAGE

TURNING GEAR
SET
MANOEUVRING LEVER POSITION: STOP EMERGENCY HANDLE POSITION: STOP
SLOWLY OPEN
BOILER OUTLET INTERMEDIATE VALVE
4.2.3 Main Turbines Control System 4.2.3 Main Turbine Control System
Maker : Mitsubishi heavy Industries Ltd
System Composition
The main turbine remote operating system has two modes of operation, LEVER and DIRECT. The position of the telegraph lever and a changeover switch determines the mode to be used. The turbine remote control system consists of the following :
Central Control Room (CCR) Main Turbine Control Console

The main turbine manoeuvring control console consists of the following : Telegraph receiver with manoeuvring lever Manoeuvring valve lift indicator Lever position indicator RPM indicator Revolution counter M/T REMOTE CONTROL SUB PANEL FOR CCR Sub panel
Introduction
The turbine remote control equipment provides the interface between the operator and the main turbine, carrying out the commands in a preprogrammed sequence from consoles on the bridge (W/H), both wings, central control room (CCR) and the machine control room (MCR). The system is of the electro-hydraulic type which consists of the dual control main computer, electric and electronic circuits, process signal interface units, and the hydraulic servo mechanism of the actuator of the manoeuvring valve. The turbine remote control system is integrated into ICAS.
Main Turbine Remote Control Panel

The Main Turbine Remote Control Panel (MCB3) is housed in the MCR. The panel receives the commands signaled from the telegraphs and houses the components required to control the main turbine in accordance with the telegraph command. It consists of the control computer, mimic panel and miscellaneous electric and electronic signal circuits.
EMERG. TRIP BYPASS
AUTO SLOWDOWN
ASTERN
AHEAD
CONT. METHOD
MATCHING IND.
PRE WARNING
EMERG. TRIP
PRE WARNING
ACT
DEC.
INC.
DEC.
INC.
DIRECT
LEVER
MATCHING
(W / H - MCR)
Control Oil System

A control oil system is provided at the turbine and is independent of the main LO system. It is supplied by one of two pumps, one is duty and the other is standby. Control of the governor motor and solenoids which utilize the control oil to operate the manoeuvring valves, is carried out by the separate turbine management system operated through one of above positions. The turbine remote control system signal is converted to movement of an electric positioning of governor motor. This motor moves a pilot valve assembly which, by covering and uncovering ports, allows a flow of oil to the manoeuvring valves servo piston. The oil acting on the servo piston moves it in the desired direction and consequently moves the manoeuvring valve. The manoeuvring valves admit steam to the turbine at a rate dependant upon their position ahead or astern. Movement of the piston is fed back to the pilot valve assembly and when the piston has traveled the desired amount, the ports in the pilot valve assembly are covered and no further movement takes place.
PUSH TO TRIP
REQUEST
MATCHING
(CCR- MCR)
IMPOSSIBLE
NOR
BYP-ASS
Wheelhouse Main Turbine Remote Control Console

The main turbine remote control console consists of the following : Telegraph transmitter with manoeuvring lever, which is moved to the desired turbine speed setting, ahead or astern, the command being processed and acted upon by the MTRC. Telegraph lever position indicator Telegraph logger RPM indicator Sub panel
TURN TO RESET
EMERG. TRIP BY-PASS
PROGRAM CONT.
AUTO SPIN
PLANT MODE
BYPASS POSSIBLE
BY-PASS
IN PROGRESS
BY-PASS
START
BY-PASS
MANEUV.
FULL AWAY
SAFETY SYSTEM
NOR BY-PASS
NOR
BY-PASS
NOR
BY-PASS
RPM CONT.
POWER FAIL
SYSTEM FAIL
ON
BY-PASS
CONT. POSITION
TURNING GEAR
LAMP TEST
ON
W/H
CCR
MCR
M/S
DISENGAGE
ENGAGE
Bridge Wings Main Turbine Control Panel

M/T REMOTE CONTROL SUB PANEL FOR W /H WING CONTROL PANEL
MATCHING IND.
PLANT MODE
MAIN TURBINE REMOTE CONTROL SYSTEM ALARM

WRONG WAY REMO-CON SYSTEM POWER FAIL SAFETY SYSTEM POWER FAIL TELEGRAPH POWER FAIL
AUTO SLOW DOWN

PRE WARNING AUTO SLOWDOWN ACT
EMERG. TRIP
PRE WARNING EMERG. TRIP
M / T CONTROL SYSTEM
MATCHING
(W/H-CCR/MCR)
MANEUV
NORMAL
(SPARE)
AUTO SPIN
SHAFT STOP
AUTO SPIN FAIL
REMO-CON SYSTEM FAIL
(SPARE)
ASTERN GUARD V. ABNR
AUTO SLOWDOWN REQUEST
AUTO SLOWDOWN BYPASS
PUSH TO TRIP
IMPOSSIBLE
HAND TRIP TRIP RESET
PUSH TO TRIP
FULL HALF SLOW
Main Turbine Remote Control (MTRC) Equipment

The control levers are combined with the engine telegraph and signal the turbine command to the computer. The computer carries out the command for desired a change in turbine speed or direction through consistent, stepped procedures. The logic is designed to carry out the most suitable turbine and boiler operating procedures considering best practice and their limitations.
START
BY-PASS
NOR
BYP-ASS
NOR
BYP-ASS
PROG. CONT.
IN PROGRESS
TURN TO RESET
D/S
TURN TO RESET
BYPASS
STOP
EMERG. TRIP BYPASS
LAMP TEST
D/S SLOW
CONT. POSITION
NOR RPM CONT ON RPM CONT BYPASS BYP-ASS W/H CCR CENTER
BYPASS POSSIBLE
BYPASS
HALF
ACKNOWL.
FULL
Please change the control location after matching the order of WING LEVER and W / H CENTER LEVER. In the lever of "Telegraph power failure" Bridge wing control not available.
TURN GEAR DISENG.
TURN GEAR ENGAGE
NOR MCR M/S PORT STBD
BY-PASS
BEFORE ACCEPTANCE CONTROL ENSURE LEVER POSITION MATCHES W/H CONTROL POSITION
CONTROL LOCATION
LAMP TEST
DIMMER FOR INDICATOR
LOCATION ACK.
PORT
CENTER
STBD
DIMMER FOR MATCHING
PORT
CENTER
STBD
(SPARE)
LEVER CONT. (SPARE) IMPOSS.
CAUTION
CONTACT CHIEF ENGINEERWHENEVER YOU OPERATE TRIP BYPASS SWTCH, EXCEPT WHEN SHIP HERSELF IS IN EMERGENCY SITUATION

IND. LT
INDICATOR
TELEGRAPH DIAL
4.2.3 Main Turbine Control System

Machinery Control Room (MCR) Main Turbine Control Console
The main turbine manoeuvring control console consists of the following : Telegraph receiver with manoeuvring lever Manoeuvring valve lift indicator Lever position indicator RPM indicator Revolution counter Sub panel M/T REMOTE CONTROL SUB PANEL FOR MCR
System Functions
The turbine remote control system can perform the following functions : The automatic slowdown will be performed by three procedures as follows : 1. Where the abnormality of above Tag Nos. 082 or 083 occurs, the manoeuvring valve lift is lowered with a ratio of 100% per 40 seconds until it reaches at a preset valve lift and when the condition is recovered to a normal, lowering of the valve lift is stopped. The valve lift will return to the lever position being put with the time schedule after recovering the boiler water level. 2. When the abnormality of above Tag Nos. 084 occurs, the manoeuvring valve lift is lowered with a ratio of 100% per 0.7MPa until it reaches at a preset pressure and when the condition is recovered to a normal, lowering of the valve lift is stopped. The valve lift will return to the lever position being put with the time schedule after recovering the boiler water level. When the lever or valve position is in Ahead Normal zone, if the abnormality of the above other than Tag Nos. 082083, and 084 occurs, the turbine revolution will lower to the bottom of Normal zone (border between Navigation Full and Harbor Full). The reset is made by putting the lever to telegraph pointer of Ahead Full.
Auto Spinning
It is intended to prevent any sagging of the hot turbine rotors whilst they are stationary by turning the engine frequently in both directions but not for warming the turbines. The turbines should be started carefully as the conditions when they are started from cold state. When the engine is stopped between movements during manoeuvring and the following conditions apply, the automatic spin function will operate : The CONTROL MODE switch on the console is turned to the LEVER position The telegraph lever is set at the STOP position The AUTO SPINNING switch on the console is turned to the NOR position The turning gear disengaged. The propeller shaft is in stop (0.1 rpm+15sec.) If the propeller shaft revolutions are less than preset revolution rpm for 20 seconds, the automatic spinning system opens the ahead steam manoeuvring valve to a preset limit to turn the propeller shaft at 3 rpm and then close. Once the propeller shaft has stopped the automatic spinning system opens the astern steam manoeuvring valve to turn the propeller shaft at 3 rpm and then close. To stop the automatic spin function from taking place change the Auto Spinning from NOR to BYPASS. If the telegraph lever is placed on some position while the auto spinning, the auto spinning is by-passed immediately and the manoeuvring valve will be operated with the lever position. The turbine will trip if the auto spinning revolution reaches 10rpm.
EMERG. TRIP BYPASS
AUTO SLOWDOWN
ASTERN
AHEAD
CONT. METHOD
MATCHING IND.
PRE WARNING
EMERG. TRIP
PRE WARNING
ACT
DEC.
INC.
DEC.
INC.
DIRECT
LEVER
MATCHING
(W / H - MCR)
PUSH TO TRIP
REQUEST
MATCHING
(CCR- MCR)
3.
IMPOSSIBLE
NOR
BYP-ASS
TURN TO RESET
EMERG. TRIP BY-PASS
PROGRAM CONT.
AUTO SPIN
PLANT MODE
BYPASS POSSIBLE
BY-PASS
IN PROGRESS
BY-PASS
START
BY-PASS
MANEUV.
FULL AWAY
NOR
BY-PASS
SAFETY SYSTEM
NOR
BY-PASS
NOR
BY-PASS
RPM CONT.
POWER FAIL
SYSTEM FAIL
ON
BY-PASS
Transfer of Control Location The following conditions need to apply : Telegraph lever position matches, otherwise the HANDLE MATCHING indicator light will flicker until the positions match. The telegraph lever or the direct manoeuvring methods match, otherwise the LEVER or DIRECT indicator light will flicker until the positions match.

OCR
CONT. POSITION
TURNING GEAR
LAMP TEST
ON
MCR
W/H
W/H
CCR
DISENGAGE
ENGAGE
MCR
M/S
Local / Emergency Control Panel at the Main Turbine Side (MS)

(Note : When changing from neutral position to either Ahead or Astern, the governor oil pressure is dumped.)
Operation of the Main Turbine Control System

Preparation for Lever Control Prepare the main turbine for use as described in Section 4.2.2 Main Turbine Operation. a) Set the control location to MCR. The location is displayed by an indicator lamp on all the consoles. b) The control lever in all locations should be at the STOP position. c) Select the control mode as LEVER then toggle switch. Engine control positions may be selected as W/H, CCR or MCR. The turbine can now be controlled from the telegraph lever which initiates the control ramps and carries out all functions automatically. Use of the toggle switches on the machinery control room console, to raise or lower turbine speed, bypasses the computer control system and actuates the governor servomotor directly when direct control is selected.
Automatic Slowdown
The main turbine is automatically slowed down when one of the following conditions occur :
TELEGRAPH RECEIVER SHAFT REV. IND. CONT LOCATION
M/S
REMOTE
EMERG. TRIP
F/E S/B R/U SUB-TEREGRAPH
50 100 120 ASTERN
50
M/S REMOTE
M/T EMERG. TRIP

PUSH TO TRIP
A H E A D A S T E R N
N A V. FULL FULL HALF SLOW DEAD SLOW STOP DEAD SLOW SLOW HALF FULL FULL
100 120
min-1
RPM
AHEAD
TURN TO RESET TURN GEAR

TRIP RESET
E M E R G.
EMERGENCY GAUGE BOARD
ENGAGED
DISENGAGED
LAMP TEST
SPEED TABLE
Tag No. Description 082 Boiler steam drum water level high 083 Boiler steam drum water level low 084 Main steam pressure low 085 Main steam temperature high 086 Main condenser vacuum low 087 One boiler tripped 088 Stern tube temperature high 089 Main condenser hot well high Over torque due to ice shock
Set Point +180 mm 180mm 5.15 MPa 538 550 mmHgV 55 +450 mm
EMERGENCY GAUGE BOARD
(Note : The auto slowdown function can be cancelled by turning the AUTO SLOWDOWN switch to BYPASS on the console.)
4.2.3 Main Turbine Control System

Transfer of Control from the Engine to the Bridge M/T REMOTE CONTROLTo Change from Remote to Local Turbine Control SUB PANEL FOR MCR
In bridge control the wheelhouse telegraph lever signals the MTRP directly. The telegraph levers in the engine control room do not need to be moved. The indicator built into the telegraph lever will show the position in which the bridge telegraph lever has been placed. a) Telephone contact between the bridge and engine room establishes the need to transfer control. b) The telegraph levers in all locations must be in the same positions. This can be checked by observing the pointers indicating the current telegraph position and the remote telegraph position When the levers are all correctly positioned the HANDLE MATCHING lamp is lit. c) The machinery control room control location switch is moved from MCR / CCR to WHEELHOUSE.
Alarms and Trips

The main turbine is protected by alarms and trips which can be viewed through the ICAS system. These are listed as follows : Alarms Tag No.
101 107 107 108 108 108 110 111 111 115 118 121 121 122~139 141/142 143 151/152 153/154 155/156 157 158 159
In the event of the turbine remote control system failing, control can be taken from the machinery side (MS).
a) Ensure that the telegraph lever is in the STOP position and matches the bridge level. b) Ensure that the Manoeuvring Valve Closed indicator light is lit to confirm that the manoeuvring valves are closed. c) Turn the control mode switch from LEVER to DIRECT control. d) Operate the Control Mode switch at the emergency panel near the main turbine to the M/S position. The main turbine may now be operated turning the local DIRECT switch to either the INC. or DEC. position or using the manoeuvring wheel as described below. e) Pull out the lock pin on the manoeuvring wheel, which will trip the control oil system. f) Turn the manoeuvring wheel in the direction required to operate the main turbines in the ahead or astern direction, as required by the telegraph. g) Observe the position indicator below the wheel which will confirm the direction the manoeuvring wheel is being turned. The telegraph signal is acknowledged by turning the pointer switch to the flashing light at the speed required by the bridge. Then the manoeuvring wheel is turned
The WHEELHOUSE CONTROL indicator lamp begins to flicker and the buzzer sounds. Until this is acknowledged the wheelhouse telegraph lever is inoperative. ) The bridge operator acknowledges the change of control location by moving the wheelhouse console location switch from ECR / CCR to WHEELHOUSE and pressing the ACKNOWLEDGE button. The WHEELHOUSE CONTROL indicator lamp stops flickering and becomes steady. The main turbine can now be controlled from the bridge.
Description Inlet steam low pressure Gland steam high pressure Gland steam low pressure Low LO pressure Control oil low pressure LO filter high differential pressure Warming-up steam high pressure Main steam Inlet high temperature Main steam Inlet low temperature Astern steam high temperature (leakage) Astern steam drain low temperature Bearing LO high temperature Bearing LO low temperature HP / LP turbine thrust and bearing temperature Main gear bearing Main thrust pad HP / LP turbine vibration HP / LP turbine thrust bearing axial displacement Main reduction gearing vibration Main thrust bearing axial displacement Main condenser low vacuum Main condenser high level alarm
Set Point 5.2 Mpa 35 kPa 0 kPa 70 kPa 1.0MPa 70 kPa 1.15MPa 520 C 490 C 350 C 300 C 54 C 34 C 70-80 C 60 C 60 C 75 m 0.5 mm 250 m 1.3 mm -80 kPa +300 mm
Transfer of Control from the Bridge to the MCR or CCR a) Telephone contact between the bridge and engine control room establishes the need to transfer control. b) The telegraph levers in all locations must be in the same positions. This can be checked by observing the pointers indicating the current telegraph position and the remote telegraph position. When the levers are all correctly positioned the MATCHING lamp is lit. c) The engine control room (or CCR) control location switch is moved from WHEELHOUSE to ECR (or CCR). The WHEELHOUSE CONTROL indicator lamp begins to flicker and the buzzer sounds. The main turbine can now be controlled from the engine control room (or CCR). d) The bridge operator acknowledges the change of control location by moving the wheelhouse console location switch from WHEELHOUSE to ECR (or CCR) and pressing the ACKNOWLEDGE pushbutton. The WHEELHOUSE CONTROL indicator lamp stops flickering and is extinguished. The ECR indicating lamp is lit.
Description Set Point 062 Manual emergency trip 063 Overspeed 87.1 rpm 064/065 HP / LP turbine rotor excessive vibration 125 066/067 HP / LP turbine rotor position excessive displacement 1.0 mm 068 Lubricating oil pressure low 50 kPa 069 Control oil pressure low 500 kPa 070 Main condenser vacuum low -67 kPa 071 Both boilers tripped 072 Boiler steam drum water level high +240 mm 073 Spinning overspeed 10 rpm 074 Turning gear engaged 075 Safety system power failure 076 Main condenser hot well level high +450 mm 110 Warming-up steam pressure high 1.25MPa (Note : The colored TRIP function can be cancelled by turning the TRIP BYPASS switch to BYPASS on the wheelhouse, CCR or ECR console.)
Trips Tag No.
4.2.3a Main Turbine Remote Control System
4.2.3a
Main Turbine Remote Control System
W/H TELEGRAPH LEVER
PCS
FG1 V GOV. LIFT SV1 RG1 GOV. LIFT SV1' PI CONTROLLER + + + PI PV2 (AHEAD) FG2 SV2 RG2 RPM SV2' PI CONTROLLER MVH PV1 PWM (AHEAD) SOLID STATE RELAY GOVERNOR MOTOR GOV. MTR. POTENTIO METER POT ELECTRICAL POSITIONING CONTROLLER ASR ASL PI PV2 (ASTERN) B C MVS PV1 PWM (ASTERN) ASB POTENTIO METER POT SOLID STATE RELAY B GOVERNOR MOTOR GOV. MTR. ASTERN MANEUVERING VALVE AHEAD NOZZLE VALVE
POTENTIO METER CCR / MCR TELEGRAPH LEVER
ELECTRICAL POSITIONING CONTROLLER AHR AHL AHB
TURBINE
PROPELLER
V GOV. LIFT
POTENTIO METER
TG
TACHO GENERATOR
MITSUBISHI HEAVY INDUSTRIES, LTD

Main Turbine Remote Control System Control Diagram
4.2.3b Main Turbine Control System
ROTOR AXIAL DISPLACEMENT ALARM & TRIP DEVICE AHEAD NOZZLE VALVE VALVE POSITION TRANSMITTER HP: LP: FWD 0.5mm ALARM AFT 0.5mm ALARM &TRIP FWD 0.5mm ALARM &TRIP AFT 0.5mm ALARM
ROTOR VIBRATION INDICATOR ALARM & TRIP DEVICE (ALARM:75m, TRIP:125m)

066 067 064 065
EMERGENCY TRIP DEVICE

DESCRIPTION
063
AHEAD
ASTERN
HAND OVER SPEED L.O. LOW PRESS. MAIN CONDENSER LOW VAC. MAIN CONDENSER LEVEL HIGH
MAIN STEAM
STRAINER
* * * * * *
GOVERNOR MOTOR
H.P.TURBINE
HP & LP THRUST EMERGENCY ROTOR REVOLUTION DETECTOR TURBINE OVERSPEED TRIP DEVICE (TRIP: 110 }1%MCR SPEED) HP LP ROTOR VIBRATION CONTROL OIL LOW PRESS BOILER H-H LEVEL BOTH BOILER TRIP AUTO SPINNING OVER SPEED * : WITH BYPASS SWITCH
P P
ELECTRIC POSITIONER WITH LIMIT SWITCH
PI
PS
068
NO.4 AHEAD STOP VALVE
NO.2
NO.1
NO.3
NO.5
L.O.LINE
40
H.P. TURBINE
SOLENOID VALVE (AHEAD TRIP)
15
15
L.P.TURBINE
PRESS SWITCH (LO.LOW PRESS. TRIP:0.05MPa)
15
3
P
070
PS
PRESS SWITCH (COND.LOW VAC. TRIP:-6.7kPa / 500mmHgV)
062
EMERGENCY TRIP SWITCH
15
40
MAIN CONDENSER
*1
25 25
DUPLEX STRAINER (200 MESH)
15
EMERGENCY HANDWHEEL VALVE POSITION TRANSMITTER STRAINER LIMIT SWITCH (VALVE OPEN)
PRESS.SWITCH
PS
15
(CONTROL OIL LOW PRESS. TRIP: 0.5MPa)
069
PS PS
602
PI 108
25
RELIEF VALVE (SET 1.5MPa) CONTROL OIL PUMP
MAIN STEAM
GOVERNOR MOTOR
2.5
AUTO START (9bar) CONTROL OIL LOW PRESS.ALARM (1.0MPa) SOLENOID VALVE (AST.GUARD V.)
25
25
2.5
25
FROM L.O.LINE
*3
40
CONTROL OIL PUMP 40 50 CONTROL OIL TANK 25 SIGHT GLASS
P
ASTERN MANEUVERING VALVE
S
15
*1
ELECTRIC POSITIONER WITH LIMIT SWITCH
3 15
40
TO ASTERN TURBINE
SUCTION STRAINER (100 MESH)
*2 *2
15
15 25
TO R.G.OIL PAN
3
SOLENOID VALVE (ASTERN TRIP) 40
*2
ASTERN GUARD VALVE
*3
TO L.O. DRAIN LINE
65
25
4.2.4 Main Turbine Warming-up System

4.2.4 Warming-up Procedure
The main turbine is in need of keeping in the temperature which is more than 200at H.P. turbine casing inside. The turbine is to be ready for start-up at all times during the vessel's mooring or anchoring periods.
(1) Warm-up procedure for main steam piping

a) Confirm that the maneuvering valve is in trip condition and the main steam stop valves 001VPA and 002VPA are being closed. b) Confirm the bypass valves of main steam stop valves 001VPA and 002VPA are being closed. c) Confirm the root valves 071VPA and 077VPA of pressure reducing line are being closed. d) Confirm the warm-up steam valves 072VPA and 073VPA are being closed. e) Confirm that the main steam temperature at the main boiler outlet is over abt. 350 and set the pressure of pressure reducing valve 074VPA at 1.0MPaG. f) Open the drain valve 075VPA.
EFFECT OF TURBINE WARMING-UP SYSTEM AT PORT CONDITION

Warming-Up Condition of Main Turbine at Port(For Reference)
500 450 400 350 Temperature ( ) 300 250 200 150 100 50 0 0:00:00 12:00:00 24:00:00 36:00:00 48:00:00 60:00:00 Passage Time after Turbine Stop (hh:mm:ss) Valve Opening of Warming-Up Line HP Casing Temp. In: 173.2 /Out: 171.4 Main Steam Press./Temp. Press.: 1.5MPaG/Temp.: 315 Turbine Stop Turbine Warming-Up HP Casing Temp. In: 243.0 /Out: 242.1 Main Steam Press./Temp. Press.: 1.4MPaG/Temp.: 301 HP Turbine Casing Inside ( ) HP Turbine Casing Outside ( ) Main Steam Temperature ( )
L.P.TURBINE
S
ICAS
g) Open the bypass valves of main steam stop valves 001VPA and 002VPA. h) Fully open the root valve 077VPA valve and open slowly the valve 071VPA. i) Close the drain valve 075VPA. (The warm-up of the main steam pipe starts)
(2) Warm-up procedure for main main turbine

a) Confirm that the maneuvering valve is in trip condition. b) Confirm that the warm-up valve 073VPA is in auto mode and opened. c) Open the warm-up valve 072VPA slowly up to the full opening. (The warming-up of the turbine starts) d) Confirm the the H.P. turbine casing inside temperature is being kept over about 200. 1) In case that the H.P. turbine casing inside temperature is descended down during warming-up, stop warm-up operation and check the cause. 2) In case that the H.P. turbine casing inside temperature is descended below about 200, the superheated steam temperature of main boiler shall be increased until the H.P. turbine casing inside temperature rises up to 200.
(3) Warm-up finish

When the stand-by for departure is close at hand, the following operation is carried out. a) Close the root valves 071VPA and 077VPA.
TM
116 2
Caution
If any abnormal noise and vibration is noticed, stop opening of warm-up valve 072VPA and check the cause carefully. If following abnormal is found, Stop the turning motor and Disengage the clutch of tursning gear. - Electric current of the motor is shown extremely low and high Then check if the propeller is being turned by tide. Never stop the turbine longer than three minutes at ht condition.
TM
116 1 OUT
b) Close the warm-up valve 072VPA. c) Open the main steam stop valves 001VPA and 002VPA. e) Prior to the try-engine, the following conditions are to be confirmed. 1) The H.P. turbine inlet steam temperature is more than 300. 2) The H.P. turbine casing inside temperature is more than 200.
MANEUV. V.
IN
OIS 050
H.P.TURBINE
OIO 050
TRIP PS
PAH 110 PM 110 PIC 110 PIC 110

001VPA 002VPA
FROM No.1 BLR

AHEAD V.
076VPA
FROM No.2 BLR
AHD NOZZLE VALVES
072VPA
TRIP
LS
WARMIMG-UP STEAM INLET (STEAM PRESS. : 1.0MPa)
073VPA 075VPA
WARMIMG-UP STEAM CASING INSIDE (STEAM PRESS. : abt 650mmHgV)
TO FLUSH CHAMBER
HP 1ST NOZZLE GROUPS
TO ATMOS.DRAIN TK
4.3.1 Main Boiler Overview

Maker : Mitsubishi No. of sets : Mode l : Type : Maximum evaporation : Normal evaporation : Steam condition : Fuel oil consumption : Gas consumption : No. of burners : Safety Valve Settings Drum high set : Drum low set : Superheater : Economizer : 7.65 MPa 7.60 MPa 6.40 MPa 9.07 MPa 2 sets Mitsubishi MB-3E Two drum, water tube, roof fired 55,000kg/h 46,200kg/h 6.03 MPa x 515C at superheated steam 3,322 kg/h at normal evaporation 2,726 kg/h at normal evaporation 2 combined oil/gas Alarms and Trips
Tag No. 072 082 083 463 464 465 466 467 468 469 470 471 474 479 479 481 487 492 497 502 502 504 506 507 507 507 511 511 512 513 514 518 521 521 521
General Construction
Set Point
Operating Parameters at Normal evaporation Drum pressure : FO burner header press : BOG header pressure : Atom. steam pressure : FD fan outlet pressure : Economiser inlet temp : FO burner heater temp : BOG heater temp : Air heater inlet temp : Air heater outlet temp : Economiser gas temp : O2 content : 6.58 MPa 1.30 MPa 32.5 kPa 0.79 MPa 3.50 kPa 145 C 120 C 30 C 38 C 130 C 179 C 1.90 %
Description High level (main turbine trips) : High level (main engine slowdown) : Low level (main turbine slowdown) : High level (boiler trips) : Low level (boiler trips) : Control air pressure low trip : FD fan stop (boiler trips) : Superheater outlet temperature high trip : FO pressure low trip : Atomizing steam pressure low trip : FO temperature low trip : All burners failure (boiler trips) : FO burning pump stop (boiler trips) : FG leak content high trip : FG leak content high alarm : FG temperature low trip : FG header pressure high trip : FG header pressure low trip : Feed water motor valve closes : Superheater outlet pressure high alarm : Superheater outlet pressure low alarm : Atomizing steam pressure low alarm : FO header pressure low alarm : FG header pressure high alarm : FG header pressure low alarm : FG Common line pressure high alarm : Superheater outlet temperature high alarm : Superheater outlet temperature low alarm : Desuperheater outlet temperature high alarm : FO temperature low alarm : FG temperature low alarm : Exh. gas eco. flue gas outlet temp. high alarm: Low level alarm : High level alarm : Smoke density :
+240mm +180mm -180mm +240mm -240mm 0.34 MPa 530C 0.1 MPa 0.3 MPa 80 C
+ 5 sec. +12 sec. +12 sec. + 0 sec. + 0 sec.
Each boiler is of the two drum type construction, with one steam drum and one water drum and mainly consists of the boiler proper, boiler casing, superheater, economiser, air heater, fuel and gas firing equipment, mountings, fittings and other accessories. The unit is composed of a steam drum and a water drum connected by a bank of inclined generating tubes. Other water side components include : Front screen tubes shielding the superheater elements from the direct radiant heat of the furnace Side and roof water wall Front and rear water wall tubes Downcomers Bottom headers Roof and bottom front wall headers Roof and bottom rear wall headers Front and rear wall riser pipes The tubes in the furnace floor, sides and roof, front and rear walls are of membrane wall construction. Each tube has two fins welded to it, opposite each other, and running the length of the tube. The fins of the adjacent tubes are welded together to form the membrane wall. The furnace is enveloped on three sides, the roof and the floor, by the membrane construction. This forms a gas tight envelope around three sides of the furnace and prevents gas leaking into the casing. The remaining principal components of construction are a superheater, an internal desuperheater in the steam drum, a superheat temperature control desuperheater in the water drum, the economiser, steam air heater and the casing. The combination burners are roof mounted and therefore the gas flow is evenly distributed across the front bank, superheater and generating bank tubes, before discharging through the economiser and into the flue.
60%LEL 30 % LEL 5C 75 kPa 0.7 kPa +220mm 6.2 MPa 5.2 MPa 0.35 MPa 0.15 MPa 70 kPa 1.0 kPa 150 kPa 525C 480C 400C 90 C 15C 235C -130mm +130mm Ringelman
+10 sec.
+7 sec. +7 sec. 4

Drum Internals The steam drum internals consist of the desuperheater, surface blow line, internal feed pipe, chemical feed line, baffles and dry box. Steam generated in the boiler tubes enters the steam drum where it is forced to enter a baffle located at the normal water level, before entering the upper part of the steam drum. The baffle is intended to reduce the surging of the water level due to hard steaming, sudden load changes and any vessel movement. Before leaving the boiler through the steam outlet nozzle, the steam must pass through the dry box located at the top of the steam drum. The dry box separates larger water particles from the steam and helps to prevent or reduce carry over of water with the steam. A submerged tube desuperheater is located in the steam drum below the normal water level. Superheated steam is fed through the tubes, giving up most of its degree of superheat to the water within the drum and emerging as reduced heat auxiliary steam. Desuperheated steam is supplied in this way to ensure that there is always a flow of steam through the superheater even when the demand for superheated steam is low. This ensures that the superheat tubes are not damaged by overheating during low steam flow conditions. The water drum located at the bottom of the boiler, houses a submerged tube desuperheater, through which some of the superheated steam is diverted to control the final superheat outlet temperature. Both steam and water drums are fitted with swinging manhole covers to allow entry and inspection. Furnace As previously described, the furnace walls are of the membrane construction. The tubes forming the furnace sides, floor and roof are of 63.5mm diameter, whilst the tubes forming the front and rear walls are of 50.8mm diameter. External downcomer tubes are placed outside of the boiler casing and provide ample circulation of the water from the steam drum to the water drum, bottom header and the front and rear water wall headers. The water cooled furnace floor tubes leave the bottom header to transverse the floor before bending upwards to form the furnace side and roof. They terminate in the steam drum. The furnace front and rear tubes are arranged from the lower to upper water wall headers. The upper water wall headers are connected to the steam drum by riser pipes. Where openings in the furnace walls are required for burners, access doors and sootblowers, the water wall tubes are bent around them and then back to their original plane. The furnace water wall tubes are backed up with insulation and supporting back stays that allow for expansion. The outer casing is corrugated steel plate coated with heat resistant paint. Superheater The superheater is of the vertical, interbank, convection type and arranged for multipass steam flow. The superheater elements are arranged in groups of six concentric hairpin loop elements, the ends of which are welded into inlet-outlet headers and intermediate headers. The arrangement of the elements is such that the superheater tubes are parallel to the boiler generating tubes. Guide castings are welded to the superheater elements and to the generating tubes. These sliding supports help to maintain the alignment of the superheater elements. The superheater inlet, outlet and intermediate headers run parallel to the water drum. Each header is separated internally by welded steel diaphragms to direct the steam flow through five passes between the headers. Drainage is through small openings in the lower edge of the diaphragms.
Economizer An extended surface type economiser is placed above the boiler tube bank. The economiser is made up of closely spaced, continuous loop elements, welded to the terminal headers at each end. Each element tube is 50.8mm diameter carbon steel with a spiral steel fin, connected by U-bends to form an integral loop. All the elements are supported at the front and rear side by tube plates. The outside of the terminal headers are provided with hand holes to allow access. The economiser is insulated and surrounded by a steel casing with large removable access panels. Feed water enters the inlet header at the top and flows through the elements to the bottom header and from there to the boiler steam drum. This is counter to the gas flow which passes upwards over the elements.
Saddles Saddles are provided under the water drum and the front and rear water wall headers to support the boiler. The rear saddle under the water drum is fixed and the front saddle has slotted bolt holes, grooves and grease fittings to allow for easy movement and lubrication. Grease fittings are provided on the front and rear saddles of the water wall header. The grooved saddles are free to move to allow for expansion of the boiler as it warms up. (Note : The boiler sliding feet should be inspected and cleaned as frequently as possible and should be greased at least every 600 hours. Failure to do this could result in the sliding feet seizing and subsequent damage to the boiler as it expands.)

Forced Draft Fans Maker : Air flow : Drive : Osaka Blower 950 / 1,110 / 1,900 m3/min. 900 / 1,200 rpm and 130 / 300 kW The decreasing of burner numbers, however, can not be performed automatically. No.2 burner on each boiler should be stopped manually at ICAS screen or local. Flame Eye Seal Air Fan Maker : Air flow : Drive : Onishi Electric Industry Co. Ltd 4 m3/min. 3,600 rpm and 3.7 kW
Two fans are situated on the upper deck and are controlled by adjustable vanes, automatically positioned by the combustion control equipment. The outboard fans are arranged to supply their respective boilers. The ICAS displays the following : Winding temperatures Single phase failure Vibration alarms Running high speed Running low speed Failure alarm Local or remote control Position of the crossover damper Control of the fans is from the Automatic Boiler Control system incorporated with the ICAS. The fans are started and stopped from the ICAS and high / low speed is changed by automatic combustion control signal automatically. Seal air from the FD fan ducting provides sealing air to the furnace peepholes, sootblower gas seals and the sealing connection for the superheater header casing.
Two seal air fans are supplied, one is running, the other is stand-by. The seal air fan provides cooling and sealing air to the burner flame eyes and smoke indicators.
Steam Air Heater The boiler has a steam air heater to heat the combustion air before entry to the wind box and the furnace. The steam is supplied from the main turbine 1st bleeder, 2nd bleeder or make-up steam up from the 0.24MPa depending upon the plant conditions. Each air heater has inlet steam isolating valve 268B. The air temperatures can be monitored on the ICAS BOILERS AIR SUPPLY graphic screen.
Combined Oil and Gas Burners The boiler is fitted with two combination fuel oil and gas burners mounted in the furnace roof wall. The fuel oil burner is a steam assisted pressure jet type consisting of atomizer gun, forced draft air register and a fuel oil shut off valve. The fuel is distributed to the burners from a burner manifold and branch connection pipe. The operation of increasing the number of burners is automatically operated by the automatic combustion control signal, and remotely operated by pushbutton when necessary.
4.3.1a Main Boiler Overview
PERFORMANCE DATA FLUE GAS OUTLET

EVAPORATION kg/h NORMAL MAXIMUM
MB-3E
55,000 46,200 76.5 6.03 515 145 38 88.5 10
SOOT BLOWER
FEED W. INLET HEADER
MANHOLE ECONOMIZER INSPECTION HOLE
STEAM PRESSURE MPa DESIGN SUPERHEATER OUTLET WORKING TEMPERATURE AT NORMAL F.O.MODE, SUPERHEATER OUTLET FEED WATER ECON. INLET AIR AT F.D.F. OUTLET MISCELLANEOUS DESIGN DATA AT NORMAL F.O.MODE, % BOILER EFFICIENCY EXCESS AIR
AIR INLET
FEED W. OUTLET HEADER SATURATED STEAM PIPE
SUPERHEATER INLET & OUTLET HEADER
MANHOLE FRONT STEAM DRUM N.W.L. MANHOLE FRONT RISER PIPE ROOF HEADER MANHOLE DOWNCOMER
BOTTOM HEADER INTERMEDIATE HEADER
DOWNCOMER
DOWNCOMER
DESUPERHTR INLET PIPE
SUPERHEATER SUPPORT TUBE
SUPERHEATER TUBE
REAR BANK TUBE
DOWNCOMER
DOWNCOMER
FRONT BANK TUBE
ROTARY SOOT BLOWER
WATER WALL SIDE & ROOF TUBE
OBSERVATION HOLE
OBSERVATION HOLE
LONG RETRACTABLE SOOT BLOWER
DOWNCOMER
OBSERVATION HOLE FRONT
OBSERVATION HOLE
OBSERVATION HOLE
ROTARY SOOT BLOWER
MANHOLE FRONT
MANHOLE FRONT
DOWNCOMER MANHOLE WATER DRUM WATER DRUM MANHOLE FRONT

BOTTOM HEADER BOTTOM HEADER
(FRONT & REAR)
DOWNCOMER
DOWNCOMER
MANHOLE
BOILER FRONT
SUPERHEATER HEADER
4.3.2 Main Boiler Operation

Preparation of the Boiler for Firing from Cold Preliminary Checks a) All internal parts of the boiler and tubing should be free of debris, clean of oil and combustible materials and the refractory checked to be in good condition. b) The furnace gas passages and air passages should be clear. c) Check dampers for operation and indication. d) Close the drain valves of the level gauges. e) Check the operation of the safety valves easing gear, ensuring that the gags have been removed. f) Check that the drum manholes and header hand holes are properly closed. All casings are to be secured in position. g) Check that the boiler access doors, air duct and gas duct access doors and header casing doors are properly closed. h) Open the superheat header drains 72B, 76B, 77B, 78B. i) Check that all water wall header drains and blow down valves are shut. j) Open the superheater starting vent (cold start) valve 73B, 74B and the superheater primary stop valves 134B, 135B and 136B. k) Open the saturated steam pipe vent valves 49B, 50B. l) Open superheater starting vent valve outlet drain valve 148VPC. m) Open control desuperheater drain valve 137B, 138B. n) Open steam temperature control valve 130B. o) Check that all the level gauge and instrumentation root valves are open and that their drains are closed. CAUTION The superheater starting vent valves 73B and 74B must be open while the boiler is being fired under no normal steam flow condition. Procedure for Filling the Port Boiler and Establishing the Correct Water Level Initial filling of the boiler with distilled water can be achieved by pumping distilled water either from the atmospheric drain tank or directly from the distilled water storage tanks, as follows. Using the cold start feed pump, which takes suction from the distilled water storage tanks via pump suction valve 008VPF. In the case of one boiler and the plant operating normally, the auxiliary condensate system will be running and no further preparation of it is necessary. When the plant is being started from cold the auxiliary condensate system will need to be prepared (See 3.2.1 Condensate Water System and 3.2.2 Boiler Feed Water System). Prior to filling the boiler the feed treatment chemical manufacturers recommended initial dose should be applied. This can be mixed into a solution and poured through the steam drum door prior to closing up or, pumped into the steam drum using the chemical injection equipment (See 3.2.3 Boiler Water Sampling and Treatment System). a) Set up the valves as follows for using the cold start feed pump, with due consideration for the effects of water hammer and mechanical shocking. All feed valves are considered initially closed. Position Description Valve 008VPF Open Cold start feed pump suction from distilled tank 135 or 136VPF Open Distilled water tank suction 025VPF Open Cold start feed pump discharge 11B Open Auxiliary feed line valve 12B Open Auxiliary feed line valve 7 & 8B Open Economiser header vent valves 019 & 020VPF Open Feed line high point vents 4B Open Main feed check valve b) Fill the boiler through this system and vent all air from the economiser and feed water lines. Close the vents when all air has been expelled and water issues from them. c) Fill the boiler to about 100 mm below the normal level in the gauge glass. Then bring up to the normal water level via the main feed line. Position Open Regulate Open Close Description Main feed control valve inlet and outlet Main feed control valve 1.0MPa desuperheater cooling root valves Auxiliary feed line valve Valve
1 & 20B 26B 051 & 052VPF 11B
d) Briefly open the water level gauge drain valves and ensure that they are clear and that the level in the gauge reacts. This is to initially prove that they are operating and not blocked.
Preparation of the Fuel Oil System and Initial Firing In this case the initial firing of the boiler is carried out at the boiler gauge board BGB using the base burner. The process is manually operated. a) With reference to section 3.6.4 Boiler Fuel Oil Service Systems, set up the boiler fuel system with diesel oil as the fuel supplied and recirculating at the burner header rail. Set up the valves to supply atomising air to the burner. At the group starter panel in the main switchboard room b) Start the FD fan. c) Start the fuel oil burning pump. At the boiler gauge board d) Turn the EMERGENCY Mode switch from NOR to the PURGE position. e) Using the MANUAL pushbutton on the Boiler Gauge Board, open fully the FD fan inlet vanes to conduct a furnace purge. f) When the Purge Finish light is lit turn the EMERGENCY Mode switch to the BURN position. g) Turn the FO Shut Off Valve switch from the CLOSE position to the OPEN position. h) Turn the base Burner Igniter switch from the OFF position to the ON position. i) Adjust the furnace air pressure to 150 mmAq on the wind box gauge. j) Turn the base Burner FO switch from the CLOSE position to the OPEN position. This commences the lighting up sequence. Observe the process from the furnace top and ensure that there are no leaks of fuel or air, that the fire is clean and sitting correctly in relation to the quall, and that the flame eyes are reading the flame. k) If the burner does not ignite, turn the FO switch to the CLOSE (within 10 seconds after switching to the OPEN on the step j), repeat the steps from e).
Stop the cold start feed pump once the required water level has been achieved. The valves may remain open as they are non-return. (Note : It is unwise to rely upon the remote level gauging at this stage. It can take some time to stabilise after the boiler has been in use and the static heads establish.)

(Note : It would be prudent, particularly where refractory repairs have taken place, to pull the fire out after about five minutes. This allows the heat generated to even out and prevent thermal shocking due to uneven expansion.) m) Maintain the fuel pressure at 0.35MPa, adjusting the fuel air ratio as necessary to optimize combustion. When the steam pressure reaches 0.1MPa and steam is issuing from the drum vent, close the vent. The superheater and desuperheater header drains should remain open until drained completely. They can be throttled in on the secondary valves in case the steam severely spurts. CAUTION When controlling steam flow through any of the boiler and steam line drains, always use the secondary of the two valves, leaving the primary valve fully open. This is done to protect the primary valve seat from damage due to cutting and erosion by the steam. n) With reference to the steam raising graph, continue to raise steam over the time period specified. When the drum pressure reaches 0.2MPa, start warming through the desuperheated steam system (See 3.1.2 Steam Systems). Start to warm the heavy fuel oil in the settling tanks and prepare the fuel oil heaters for operation (See 3.6.4 Boiler Fuel Oil Service Systems). During this operation and whilst the steam drum pressure is still less than 0.5MPa, it will be possible to maintain the water level using the auxiliary condensate system. Expansion of the boiler contents will cause the level to rise initially and may preclude the need to add any water before a feed pump can be brought into operation. o) Secure the burner in operation. Recirculate fuel oil until the fuel temperature has reached about 120C at the burner rail. Relight the boiler using fuel oil at 0.35MPa and atomizing steam and continue to raise the steam pressure with 0.6Mpa fuel oil pressure in accordance with the steam raising graph. p) Start to warm through the main superheat lines to the feed pumps. Prepare the main feed system for operation. Line up the valves as follows : Position Open Open Open Open Open Description Deaerator outlet valve Feed pump suction valves Feed pump recirculating valves Feed pump recirculating line to deaerator valve Feed pump main feed discharge valves Valve
001VPF 002, 003VPF 031, 032VPF 036VPF 012, 014VPF
(Note : By using the steam tables, the degree of superheat being achieved at the superheated steam outlet can be determined. In addition to monitoring the rate of increase in the steam pressure compared to the graph, the rate of increase in the superheat temperature should also be observed.) r) With reference to the Feed Water Supply screen, line up the main feed to the boiler by clicking on and opening the motor driven valve 20B. Clicking on the feed regulating valve 26B faceplate allows it to be opened and manual control to be taken. Until the automatic level control has stabilized, control the feed to the boiler with the valve set to manual. It may now be possible to shut the superheater vent as sufficient steam is being consumed in the auxiliaries to maintain a safe flow through the superheater. Carefully monitor the conditions and adjust the vent and drains accordingly. s) Warm through and drain the superheated steam lines to the turbine generators. Prepare one of the turbine generators for service as described in Section 5.1 Turbo Generators. When the boiler pressure reaches about 2.0MPa, start the turbine generator, synchronise and apply load. Leave the diesel generator on load until the boiler has stabilised on full automatic control. The boiler safety valves should be carefully tested, when the pressure is about 0.3 to 0.4MPa below full pressure, by using the easing gear to lift the disc well clear of the seat. A short strong blow of steam should be released before letting the valve disc reseat sharply. When the boiler has reached the operating pressure and combustion control is being regulated in automatic by the ICAS, place the water level control to automatic, if not already established. Ensure that all systems previously in manual control have been placed to AUTOMATIC, including the local control panel, to the REMOTE position. All safety overrides must be restored to normal. t) Close all the drain valves.
Preliminary Checks a) All internal parts of the boiler and tubing should be free of debris, clean of oil and combustible materials and refractory checked to be in good condition. b) The furnace gas passages and air passages should be clear. c) Check dampers for operation and indication. d) Close the drain valves of the level gauges. e) Check the operation of the safety valves easing gear ensuring that the gags have been removed. f) Check that the drum manholes and header hand holes are properly closed. All casings to be secured in position.
g) Check that the boiler access doors, air duct and gas duct access doors and header casing doors are properly closed. h) Open the superheater header drains. i) j) Check that all water wall header drains and blow down valves are shut. Open the superheater vent and the superheat primary stop valves.
k) Open the drum vent valves if not already open. l) Check that all the level gauge and instrumentation root valves are open and that their drains are closed.
Procedure to Fill the Second Boiler with Water There are two options available : 1) Using the cold start feed pump via the auxiliary feed line, with suction from the deaerator. 2) Using the cold start feed pump via the auxiliary feed line, with suction from the distilled tank. The best solution is to fill the second boiler whilst raising steam in the first boiler, using the condensate system. This is not possible if the boiler has been shut down and drained for repairs with the plant running on the other boiler, without shutting down the auxiliary feed system. This still leaves the problem of maintaining the level during the early stages of raising pressure. This will be achieved by option 2, using the cold start feed pump, fed from the distilled tank, with due consideration for the effect of throttling across the auxiliary feed valve 11B.
Procedure to Fire a Boiler with the Other Boiler in Operation With one boiler in use and the plant operating normally the second boiler can only be fired on fuel oil, not diesel oil.
q) When the steam pressure reaches about 1.5MPa, start one of the main feed water pumps. The feed pump can be left running; its output will be limited by the available steam pressure. It may now be necessary to throttle in the superheater vent in order to raise steam pressure at the rate shown on the graph.

Procedure to Fill the Boiler from the Condensate System Where one boiler is already in use and the plant operating normally, it will be necessary to isolate the auxiliary feed line from the feed pumps. Prior to filling the boiler the feed treatment chemical manufacturers recommended initial dose should be applied. a) Set up the valves as follows with due consideration for the effects of water hammer and mechanical shocking. All feed valves are considered to be initially closed. Position Open Open Open Open Description Economiser header vent valves Feed line high point vents Cold start feed pump suction from distilled tank Cold start feed pump discharge valve Valve
7, 8 019, 020VPF 008VPF 025VPF
e) Once the purge is complete the following sequence occurs : The FO recirculating valve FO REC V/V lamp goes out as the valve closes. The FO CONT V/V, IGN RATE and IGN AIR lamps flicker on as the base burner ignition signal is established. The second burner AIR REG. lamps go out as the air registers close. The base burner FO CONT V/V, IGN RATE and IGN AIR lamps go on as the ignition signal is confirmed. The FO BNR V/V (downstream) lamp goes on as the base burner FO valve (downstream) opens. IGNIT lamp flickers as the igniter is inserted. The IGNIT lamp goes on as the igniter position is confirmed. The igniter sparks. The FO BNR V/V (up stream) lamp goes on as the base burner FO valve (up stream) opens. If the flame eye detects a flame within 10 seconds of the burner FO valve opening the IGNIT lamp goes on and the igniter is retracted. The base burner FO CONT V/V, IGN RATE and IGN AIR lamps go off. Observe the process from the furnace top and ensure that there are no leaks of fuel or air, that the fire is clean and sitting correctly in relation to the quall, and that the flame eyes are reading the flame. (Note : It would be prudent, particularly where refractory repairs have taken place, to pull the fire out after about five minutes. This allows the heat generated to even out and prevent thermal shocking due to uneven expansion.) f) Maintain the fuel pressure at 0.6MPa, adjusting the fuel / air ratio as necessary to optimise combustion. When the steam pressure reaches 0.1MPa and steam is issuing from the drum vent, close the vent. The superheater and desuperheater header drains should remain open during the steam raising process to remove any water. They can be throttled in on the secondary valves as the pressure increases. CAUTION When controlling steam flow through any of the boiler and steam line drains, always use the secondary of the two valves, leaving the primary valve fully open. This is done to protect the primary valve from damage due to cutting and erosion by the steam.
g) With reference to the steam raising graph, continue to raise steam over the time period specified. Expansion of the boiler contents will cause the level to rise initially. h) The water level can now be maintained using the auxiliary feed system. Open the auxiliary feed valves from the feed pumps as shown below. Regulate the boiler water level using the auxiliary feed valve 11B, feeding through the auxiliary feed line. Position Open Description Feed pump auxiliary feed discharge valves Valve
11B, 12B
b) Fill the boiler through this system and vent all air from the economiser and feed water lines. Close the vents when all air has been expelled and water issues from them. c) Fill the boiler to about 100mm below the normal level in the gauge glass. This is to allow room for expansion during the first firing and steam raising phase. (Note : It is unwise to rely upon the remote level gauging at this stage. It can take some time to stabilise after the boiler has been in use and the static heads establish.) d) Briefly open the water level gauge drain valves and ensure that they are clear and that the level in the gauge reacts. This is to initially prove that they are operating and not blocked.
(Note : By using the steam tables, the degree of superheat being achieved at the superheater steam outlet can be determined. In addition to monitoring the rate of increase in the steam pressure compared to the graph, the rate of increase in the superheat temperature should also be observed.) i) Line up the main feed to the boiler by opening the motor driven valve 20B at local or group starter panel. With reference to the Feed Water Supply screen, clicking on the feed regulating valve 26B faceplate allows it to be opened and manual control to be taken. Until the automatic level control has stabilized, control the feed to the boiler with the valve set to manual. The boiler can be placed in automatic combustion control from the ICAS faceplate. The ICAS applies a fixed fuel and air signal until the pressure has nearly reached the set point. j) Continue to raise steam pressure and temperature in accordance with the graphs. Commence warming through the superheat and desuperheat lines and draining as necessary. The superheat and desuperheat main stops have warming through valves fitted around them with drains located between the main and primary stops. k) When the boiler pressure reaches about 5.0MPa, the desuperheat primary and main stops can be opened, assuming that warming through and draining has been satisfactory. Close the warming through valve but continue to drain the line. The boiler safety valves should be carefully tested when the pressure is about 0.3 to 0.4MPa below full pressure, by using the easing gear to lift the disc well clear of the seat. A short strong blow of steam should be released before letting the valve disc reseat sharply. l) As the boiler desuperheated steam pressure reaches the same pressure as the output from the on line boiler, it will begin to overcome the check valve and feed into the desuperheated steam system. The superheat main stop is left closed and the superheat vent left open at this time. This method is known as floating the boiler on line.
Preparation of the Fuel Oil System and Lighting Up a) With reference to Section 3.6.4 Boiler Fuel Oil Service Systems, circulate fuel oil until the temperature has reached a minimum of about 120C at the burner rail. Warm through the atomising steam system, and the system is drained and ready for use. b) Start the forced draft fan with the vanes closed from the local control panel or from the forced draught fans and air heaters faceplate. c) Using either the ICAS screen, Boiler Air Supply, set the air flow to about 25%. The fuel pressure should rise accordingly, dependant upon the fuel/air ratio setting on the same faceplate. The fuel pressure at the fuel rail should be 0.6MPa, if necessary, adjust the air flow to achieve this figure. d) At the local boiler control panel press the base FO burner ON pushbutton. The base burner ON lamp will light and the furnace purge sequence will start. The FURNACE PURGE lamp and the AIR REG. lamp will light as the burner air registers fully open. Once the purge condition is established the FURNACE PURGE lamp will light. The purge sequence takes approximately one minute.

Taking the Boiler Out of Service When the boiler has reached the operating pressure and combustion control is being regulated in automatic by the ICAS, place the water level control to AUTOMATIC, if not already established. Ensure that all systems previously in manual control have been placed to automatic, including the local control panel to the REMOTE position. All safety overrides must be restored to normal. Place the burner control to AUTO on the screens. This allows the ICAS to put the second burner into operation as required. This will be necessary with the plant operating on one boiler. m) Stabilise the boiler and the automatic controls. Observe the superheat temperature as it increases due to the load now on the boiler. Prepare to bring the superheater steam onto line by opening drains on the superheater pipelines, the feed pumps, the turbine generators and the main engine steam chest. This is a precaution should any water still remain in the superheater or pipelines and is carried into the system during coupling. n) Slowly open the superheater main stop valve and bring the superheated steam onto line. CAUTION During the coupling operations of the desuperheated and superheated steam systems, observe the combustion conditions on the other boiler. The effect of the coupling is to reduce the load of the on line boiler and, its reaction should be checked as satisfactory. o) Close all the drain and the superheat vent valves. a) Operate the soot blowers. b) Change from heavy oil to diesel oil before stopping the boiler. c) Stop the boiler using the manual trip. Stop the FD fan. d) The furnace post purge should be carried out twice by using the furnace pre-purge sequence. Purge the furnace by pressing REQUEST in the Furnace Purge section of the panel. Allow the furnace purge to complete as indicated when the FINISH lamp lights. e) Close the main steam stop valve gradually, to avoid a sudden pressure drop in the pipeline. f) Open the superheater vent valve and open the superheater drain valves a quarter of a turn. g) Change the automatic combustion control system to MANUAL operation. h) Close the fuel oil valves and atomising steam valves. i) Remove the burner.
Steam Drum Pressure (MPa)
4.5
The rate of reduction in the steam drum pressure should be executed in accordance with the following graph.
Reduction of Pressure in Steam Drum

6.5
5.5
j) Maintain the normal water level, which will drop as the boiler cools down. k) When the boiler pressure drops to about 0.1MPa fully open the superheater drain valves and desuperheater drain valves. CAUTION To avoid uneven expansion and damage to the pressure parts and refractory, do not open the furnace access door until the furnace cools. Do not cool the boiler by blowing down and filling with cold feed water. l) Allow a minimum of 4 hours to cool down a boiler. Regular checks of the casing and flues should be made to ensure that no fires have developed within the boiler. Check the furnace using the peepholes provided. Observe the funnel from outside to ensure that no smoke, indicating fire, is being emitted. Observe the superheater outlet temperature. This should be dropping rapidly down to saturation temperature. Failure to drop to saturation temperature could indicate a fire somewhere, giving the steam a degree of superheat.
Normal Case
3.5
2.5
1.5
Emergency Case
0.5
m) Close all the main and auxiliary feed valves.
50
100
150
200
250
300
350
Time after Stop of Boiler (minute)
4.3.2a
4.3.2a Main Boiler Mounting System

PAL 571 020VPF 019VPF 8B 7B 20B 26B 1B 083VPF PM 571
MAIN FEED LINE 082VPF PIC 553 FOR FD.W. PUMP CONT. 1B 26B 20B
M
TO No.2 BOILER
SET AT 9.07 MPA 21B
ECONOMIZER
DPI 572 DPL 572
081VPF
DPI 572
FOR F.W.R.
FOR F.W.R.
DPL 572
FROM No.2 BOILER
TM SPM
5B
T
4B 12B
6B 11B 11B TO No.2 BOILER PM 501 PIC 553 PM 503
P
TM 512 AUXILIARY FEED LINE TAH 512 031VPA TO AUX. STEAM LINE 048VPA 049VPA
TO ATMOS.
TO ATMOS. 38B 38B

G

50B 49B
T
145B
P
CHEMICAL FEED
148VPC 148VPC
15B
48B 16B 62B
STEAM DRUM
61B SURFACE BLOW OFF 141B
FS
ESD 463 ESD 072
74B 73B
INTERNAL DESUPERHEATER
FS
142B 143B ESD 464
H ASD 082 L ASD
LI
083
LAH 521 LAL 521
FOR ACC MASTER

165B 123B 165B
144B
STM FLOW
134B
STM FLOW
FOR F.W.R.
LM 521
123B
136B
135B 132B
167B
167B
166B
157B
TO ATMOS. 37B
124B 125B
124B 125B
H
79B
FOR STC
77B
T
ESD TS 467 78B
122B
122B
INLET & OUTLET HEADER

121B
T
TM 511 130B
G
FOR STC
76B 67B 68B 72B
#6
#5
#4
#3
#2
#1
TO MAIN TURBINE
INTERMEDIATE HEADER
TO AUX. TURBINES TO AUX. TURBINES
P
PM 502 PAH 502 PAL 502
TAL 511 TAH 511
WATER DRUM CONTROL DESUPERHEATER

131B
TO SAMPLE CLR
138B
137B
BOTTOM BLOW OFF
64B
65B
66B
BOTTOM WATER WALL HEADER

69B
NO.1 MAIN BLR

71B
69B
011VPA
012VPA
71B FROM No.2 BOILER
80B 81B (3) (3)
083VPA 084VPA 001VPA 002VPA
Feed Water & Main Steam
4.3.2b Conbination Burner System
GENERAL SERVICE AIR 026VPB TO 2ND BLEED LINE 021VPB 1.0 MPa AUX. STEAM 023VPB 025VPB 226B 022VPB
FROM ACC
426 212B FROM N2 BUFFER TK 213B FOR ACC FOR ACC 207B TO VENT POST
DRAIN SEPARATOR
TO ACC
OIO 428 254B 253B OIS 428 255B 214B 214B 216B 217B 211B
FROM ACC
208B
436B
T
238B
ESD 481
T L/L
FROM ACC
339B 027VPB 028VPB 429
TS
240B
FS
232B
FROM CARGO MACH.RM
E
256B 029VPB TO F.O. DRAIN TK 244B 209B OIO 427 OIS 427 OIO 423 OIS 423 225B 222B
P
PM 507 FOR ACC PAH 507
FROM ACC
OIO 422 OIS 422 042VPL 220B
370B
230B
NO.1
BURNER
223B
TO ACC
041VPL FROM F.O. HEATER 043VPL
FS
ESD 475 FFA 435 FFA 456 ESD 475
FLAME EYE
FLAME EYE
T
TO ATMOS DRAIN TK ESD 469 PAL 504 PM 504 G TM 514 TAL 514
GAS HEADER
P H/H P L/L ESD 487 ESD 488
FOR ACC
TAL 514
TM 514
F.O. HEADER
ESD 474
PAH 507 PAL 507 PM 507
FURNACE
213B
OIO 428 253B
OIS 428
214B 216B 217B 214B ESD 472
218B TO VENT POST
254B 255B 254B 255B
256B
E
TO F.O. DRAIN TK 244B 209B TO ATMOS DRAIN TK ESD 475 TO ATMOS DRAIN TK FFA 435 FFA 435 ESD 475 221B OIO 427 OIS 427 OIO 423 OIS 423 225B
PM 506
PAL 506
P E
FOR ACC
NO.2
BURNER
223B
FLAME EYE
FLAME EYE
OIO 424
189B TO AIR SEPARATOR OIS 424
Fuel Oil & Auxiliary Steam
4.3.2c Boiler Pressure Rising Charts
Boiler Pressure Rising Time for 1st Boiler Cold Initial Start
Note : Combustion rate should be used as a guide for startup and should be controlled appropriately so as to follow the pressure rising curve. 7.0 7.0
Boiler Pressure Rising Time for 1st Boiler Hot Start

Note : Combustion rate should be used as a guide for startup and should be controlled appropriately so as to follow the pressure rising curve.
6.0
6.0
5.0
5.0
4.0
4.0
DRUM PRESSURE (MPag)
3.0
DRUM PRESSURE (MPag)
3.0
2.0
Start the main condenser. Change from diesel oil to heavy fuel oil. Rise fuel oil pressure to 0.6MPa. Start the main feed water pump turbine. Close the starting valves 77B and 79B.
2.0
Start the turbo generator.
1.0
Open superheater inlet pipe vent valves 49B and 50B. Open superheater header drain valves 72B, 76B and 78B. Opeb starting valves 77B and 79B. Open control desuperheater drain valves 137B and 138B. Use normal atomizer at pressure of 0.4MPa. Use diesel oil and air atomizing.
Rise fuel oil pressure to 0.6 MPa. Start the main feed water pump and Close the starting valve. Supply the steam to fuel oil heating
1.0
Close superheater inlet pipe vent valves 49B and 50B. Crack open the superheater header drain valves 76B and 78B and control desuperheater drain valves 138B. When drained completely, Close the superheater drain valves and control desuperheater drain valves.
Close drum air vent valve. Open following valves. Superheater header drain valve, starting valve, starting line drain valve, control desuperheater drain valve and steam temperature control valve. Supply steam to fuel oil heater. Light off the burner using normal atomizer at pressure of 0.4 MPa. Use heavy fuel oil . When drained completely, Close all drain valves.
0 0 20 40 60 80 100 120 140 160 180 200 220 240
0 0 10 20 30 40 50 60 70 80 90 100 110 120
OPERATING TIME AFTER LIGHT OFF (minute)
OPERATING TIME AFTER LIGHT OFF (minute)
4.3.2d Combustion air, Seal Air and Flue Gas System
RO 651
RM 651
SA 651
ES FIRE
PM 508
PM 508
NO.2 F.D.FAN
B
OIO 495
RO 651
RM 651
SA 651
ES FIRE
NO.1 F.D.FAN
ACC
FOR ACC
FOR ACC
ACC
INLET VANE
INLET VANE
405
FLUE GAS AIR
AC 656
RO 656
RM 656
SA 656
ES FIRE
405
FLUE GAS AIR P

TM 519
BLR FLAME EYE SEAL AIR FAN

TM 519 TM 517
NO.2
333VPE
NO.1
331VPE 332VPE
TM 517
ECONOMIZER
334VPE
ECONOMIZER
G XI
SMOKE XAH 523 XM 523
NO.2 STM AIR HTR

TM 516 351VPE TM SPM CONT. AIR WIND BOX FURNACE 341VPE TM 516
NO.1 STM AIR HTR
SMOKE XM 523 XAH 523
G XI
SMOKE INDICATOR
G XI XM 522
SMOKE INDICATOR
TM SPM CONT. AIR XM 522 G XI
OXYGEN
PM 509
PM 509
OXYGEN
P P
PM 510
G G
G G
P P
PM 510
WIND BOX FURNACE
MH
MH
MH
MH
MH
MH
OBSERVATION HOLE
OBSERVATION HOLE
NO.2 MAIN BLR
SH HDR CASING
SH HDR CASING
NO.1 MAIN BLR
Draft Air & Seal Air System
4.3.3 Burner Characteristics

Maker: Hamworthy Combustion Engineering No. of sets : Model : Type : Maximum fuel oil flow : Fuel oil pressure at burner : Burner turndown on oil : Maximum fuel gas flow : Fuel gas pressure at burner : Burner turndown on gas : 2 sets per Boiler Hamworthy HXG 550 Oil / Gas combination burning type 2,275kg/h per burner 1.97MPa at burner maximum 15 : 1 (152kg/h per burner) 1,868kg/h per burner 59.4kPa at burner maximum 7 : 1 (267kg/h per burner) Fitted to the front plate of the air registers are mountings for two main flame and ignition flame detector heads. These are each fitted with a swivel mount. This is adjusted during commissioning to ensure that the maximum signal is optimized. Through the center of the burner register is located the oil sprayer down which the atomizing medium and fuel oil are passed. Captive in the end of the sprayer by means of a cap nut is the atomizing nozzle. The other end of the sprayer attaches to the external carrier tube assembly. The external carrier tube assembly supports the sprayer on the outside of the front plate and attached to this is the valve block assembly. This has a dual function of securing the sprayer in position and providing isolation of the oil and steam valves. Also fitted to the burner front plate is a connection for either a portable or fixed igniter which is used to ignite the main flame. The igniter protrudes through the air register locating just in front of the primary air swirler. This position is fixed to ensure correct ignition. The gas burner section is fitted internal to the air register and consists of manifold with a signal flanged inlet supply connection. The manifold will have 7 off pipe stub connections onto which the gas spuds are mounted. The individual gas spuds are fitted into the register and set in relationship to the primary swirler. They have been designed to be removable if necessary. The end nozzles of each spud will be manufactured in stainless steel and drilled to suit the type of gas fuel and operating conditions.
Description The burner consists of an air register for controlling the flow of combustion air, fuel injectors for controlling the flow of liquid and gaseous fuels. The burner has to meet these requirements for flow metering, whilst producing the necessary aerodynamic patterns for flame shape and stability in conjunction with the spatial distribution of finely atomized fuel oil to meet the specified combustion performance. The burner register is based on an air venturi and where the combustion air is divided into two individual streams, the primary and the secondary. The primary air flow is through a center section, discharging through an axial flow stabilizer (primary swirler). The secondary air passes through an annular section, produced by the outer wall of the primary section and the inner wall of the register casing, then through fixed angle swirl blades to be discharged through a divergent throat or venturi. The design concept is that the primary / secondary is of a fixed design, set at the design stage to produce the flame shape and performance required. The register draught loss (RDL) is kept to a value commensurate with the specified combustion performance. Fuel is normally introduced to the air stream by : 1) Oil, atomized through a central sprayer assembly and atomizer. 2) Gas through seven separate spuds / nozzles. A damper is included to permit a flow of combustion air through the register when firing to shut it off when not in use. When shut, a maximum of 2% air leakage is present. The damper is operated by two double acting pneumatic cylinders modulating motor opens or closes the damper blades to control the amount of combustion air depending on the firing rate. The damper is fitted with limit switches proving to the burner management control either open or close position.
4.3.3a Burner Characteristics
Characteristics of Oil Burner

60
Characteristics of Gas Burner

121
2.0 1.9
55 1.8 1.7 1.6 1.5 1.4 1.3 119 120 50
Steam Flow
118
45
40
Steam Flow (kg/h)
1.2 1.1 1.0 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0.0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
117
Fuel gas Pressure(kPa)
F.O. Pressure (MPa)
35
116
30
25
115
Oil Press.
114
20
15 113 10
112
111
2400
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900
F.O. Flow (kg/h)
Fuel Gas Flow (kg/h/Burner)
4.3.3b Burner Assembly
Operating the Valves (Starting)
BURNER ASSEMBLY
As soon as the sprayer is secured, open the steam valve by raising the right hand (red) lever fully up. When the sprayer has been secured and its steam valve opened, the manual steam valve in the boiler front pipework should be re-opened to supply cooling steam to the atomiser.
SLIDE DAMPER AIR CYLINDER FIXED IGNITER

OPEN
RETAINING BOLT
CLOSE
FIXED IGNITER FLAME SCANNER SPARE
SLIDE DAMPER AIR CYLINDER
It is not necessary to re-open the oil valve until shortly before re-lighting the burner. At this time the oil valve in the block can be opened by raising the left hand (black) lever fully up.
FLAME TRAP
OIL AND STEAM INLET
FLAME SCANNER
SIGHT GLASS
Operating the Valves (Stopping)

To close the oil valve on the burner lower the left hand (black) lever to the bottom of its travel.
FRONT PLATE
To close teh steam valve lower the right hand (red) lever to the bottom of its travel. This action will also close the oil lever if this has not already been done.
OIL INLET AIR SLIDE DAMPER GUIDE BAR STEAM INLET
AIR SLIDE DAMPER
VENTURI THROAT SECONDARY SWIRLER
GAS FUEL INLET
PRIMARY SWIRLER GAS MANIFOLD GAS MANIFOLD GAS SPUD
VENTURI THROAT
SECONDARY SWIRLER GAS FUEL INLET
PRIMARY SWIRLER
BURNER TIP
GAS SPUD
4.3.4 Boiler Control Systems

Description
The boiler control systems are a computerized sub-system which is interfaced with ICAS. It uses Central Processor Units (CPU) for control the sequencing of the dual fuel burners and automatic combustion, and also provides a manual control capability from a dedicated boiler operation panel in the ICAS. An emergency manual control is also available at local (Boiler Gauge Board) in the Manual Local mode or the Boiler Emergency mode. The control systems consist of the following : Burner management system BMS - Each burner is controlled automatically or manually with a safety system incorporated to protect the boiler. Automatic combustion control ACC - The combustion control system regulates the fuel and air to the boiler, in the correct ratio for the conditions, to maintain the superheated steam pressure at the outlet within predetermined limits. Steam dump control SDC - Excess steam generated is automatically dumped to the main or atmospheric condensers to maintain the boiler steam pressure within the normal operating parameters. Steam temperature control STC - The superheated steam outlet temperature is automatically controlled by recirculating steam through the water drum desuperheater. This is achieved by the control of an attemperation valve 130B fitted in between the fourth and fifth pass of the superheater. Some of the steam is diverted via this valve into the desuperheater within the water drum. The steam passing through the desuperheater has the temperature reduced before it passes out and into the superheater at the fifth pass. Regulating the quantity of steam passing through the desuperheater controls the final superheat temperature of the steam. Feed water control FWR - The water level in the steam drum is automatically maintained at the normal working level by the controlling the feed control valves 26B. The system primarily matches the feed water flow to the steam flow and senses the boiler water level to ensure that it remains at the correct level. In the event of control air failure the valve will lock in the current position. Fuel oil pump discharge pressure control - The fuel oil pressure is maintained by controlling the fuel oil recirculating valve 025VPL on the pump discharge line. Atomizing steam pressure control - The atomizing steam pressure is controlled by controlling the control valve 226B so as to harmonize with burner fuel oil pressure. Purge steam pressure control The purge steam is maintained to preset pressure by the control valve 399B to minimize smoke emission.
Automatic Combustion Control (ACC)

The system consists of one Boiler Gauge Board (BGB), boiler control cabinets, sensors, transmitters and actuators. The summary of the function to gain a proper condition of combustion of the boiler is as follows ; 1) 2) 3) 4) The sensors and transmitters detect the state under the present situation. At the BGB or ACC A/M station, the demand conditions are set. The ACC cabinets calculate in accordance with the processing method previously programmed. The calculated outputs are transmitted to actuators.
Function 1) The control system controls one boiler separately or both boilers together. 2) Operation for cold starting of boiler is made from BGB at local side but once boiler achieves a certain pressure, operation of boiler may be changed over to remote control from the ICAS. 3) The fuel burning system is designed for burning fuel oil only, dual fuel or boil-off gas only. 4) All FO burners can be operated automatically and remotely. 5) Burner number control of No.2 (2nd) burner is made automatically according to the boiler load signal either at FO or at Dual fuel mode. 6) An automatic steam dump control system is provided to dispose steam generated by excess boil-off gas. 7) The gas compressor is controlled in accordance with the demands from ACC.
This system is classified as follows from its functional viewpoint. 1) 2) 3) 4) 5) 6) 7) 8) 9) Master control system Fuel control system Combustion air control system Steam dump control system Superheater outlet temperature control system Feed water control system Atomizing steam pressure control system Purge steam pressure control system FO burning pump discharge pressure control system
Master Control The master control consists of master controller and the steaming up controller. 1) Master controller The fuel demand signal is controlled by the steam flow signal (feed forward control) and by the steam pressure control signal (feed back control). 2) Steaming up controller The steaming up controller controls the hot re-start of the boiler to follow the steaming up schedule after ignition of base FO burner within maximum boiler load at steaming up. The hot start valve will open automatically, provided that either the steam flow of the boiler is low at steaming up period or the steam pressure is high during boiler stop condition.
Each boiler control cabinet has an independent control system which is composed of duplicate CPUs. These CPUs have the same function and the same system design is such that both run all the time, with the designated "master" CPU constantly updating the standby unit. This ensures that any failure of the master controller is immediately recovered by the standby unit, which will instantaneously assume control without any interruption to the process. In the event of failure, the failed CPU will be inhibited from operation until inspection and repair have been effected.
Operation panel on Boiler Gauge Board (BGB) This panel is installed on the BGB and has valve position gauges, manual loaders and changeover switches. In the event of total failure of ICAS, it can be used for BGB operation. Selecting manual switch, manipulation of the associated control valve is carried out by use of relevant Increase / Decrease buttons.

Fuel Control System The fuel control consists of the total fuel flow controller, overload controller, FO boost controller, preset FO flow controller and preset gas flow controller. 1) Total fuel flow controller The total fuel flow controller controls the combined fuel flow of FO and gas so as to match the Fuel Demand signal from the Master controller. The FO flow control valve and gas flow control valve are controlled with a split range control according to the total fuel flow control signal. Overload controller The overload controller prevents boiler overload by limiting fuel flow to the burners. The set point of this controller is automatically set by number of burners in use. FO boost controller The FO boost controller is provided to prevent loss of flame when burning dual fuel, by increasing FO flow in the event of loss of gas flow due to closure of Master gas valve. Preset FO flow controller The preset FO flow controller has the following functions. Minimum FO flow to the FO burners when burning fuel oil only or dual fuel. Recirculating FO flow control when boiler is not burning FO. FO flow control at burner ignition. FO flow control according to the fuel demand signal. FO boosting when gas only burning. If gas is lost due to closure of Master gas valve, thus ensuring that flameout does not occur. Preset gas flow controller The preset gas flow controller has following functions. Minimum gas flow to the gas burners. Gas flow control at gas burner ignition. Gas flow control according to the fuel demand signal. (2) Air flow controller The air flow controller controls the air flow to match the total fuel flow from the fuel control block. In addition, the following functions are also carried out ; Automatic control of excess air ratio by boiler load. Automatic increase of air flow during soot blowing. Automatic air flow control during the one forced draft fan and both boilers operation (1 fan 2 boiler). Air rich circuit to prevent black smoke generation. Purge air flow control when furnace purge. Air flow control at FO burner ignition. Feed Water Control System (FWR) The boiler feed water controller is of the three elements type, sensing steam flow drum level and feed water flow. The level controller has the following two set points and these set points can be selected by manual operation from the ICAS or the operation panel on BGB. 1) 2) Fixed set point. Variable set point which depends on the steam flow.
2)
Atomizing Steam Pressure Control
The atomizing steam pressure controller controls the steam pressure to match the burner FO pressure.
Purge Steam Pressure Control
3)
Steam Dump Control System (SDC) The steam dump system consists of the steam dump controller and excess BOG dump controller. 1) Steam dump controller The steam dump controller will open the steam dump valve at high superheated steam pressure. Excess BOG dump controller The excess BOG dump controller will dump the steam generated by excess boil-off gas from LNG cargo tanks when Dump mode is selected on ICAS.
The purge steam pressure controller controls the steam pressure to preset pressure.
Control of FO Burning Pump Recirculating Valve
4)
2)
The position of the FO burning pump recirculating valve is controlled by "P" controller according to the FO flow control valve position and by "PID" controller for FO burning pump discharge pressure and differential pressure between FO burning pump discharge and FO burner header.
Sequence Control for Burner Management System
The boiler ACC assists the BMS by providing the following control functions ; Superheater Outlet Temperature Control System (STC) The superheater steam temperature control system is comprised of the superheater, a control desuperheater of submerged type located in the water drum and pneumatically control attemperation valve. The steam temperature is controlled by controlling the steam flow to the control desuperheater. And this controller is of the two elements type, sensing primary and secondary superheated steam temperature. 1) 2) 3) 4) 5) Judgment of fuel condition to change the fuel mode. Control for burner ignition. Ordering No.2 burner ignition. Control of FO boosting. Control of boiler hot re-start.
5)
Air Control System The air control system consists of the oxygen trim controller and air flow controller. 1) Oxygen trim controller The oxygen trim controller controls the excess air ratio to optimize oxygen content in the boiler exhaust gas and have automatic start / stop control function by the soot blower control signal and boiler load changing signal
Operation The following systems can be operated from either ICAS or the operation panel on BGB. The control mode of Manual (M) or Automatic (A) for each system is selected independently. Master control system Steam dump control system Feed water control system Superheater outlet steam temperature control system Atomizing steam pressure control system Combustion air control system Fuel gas control system Fuel oil control system Fuel oil burning pump delivery pressure control system
BOILER AUTOMATIC COMBUSTION CONTROL SYSTEM
NO.1 B O I L E R A C C
STM PRESS PV CONT. LOCATION
LOCAL ICAS
STM DUMP SP PV
COMMON
COMMON PART CONT. LOCATION BGB ICAS
MASTER SP PV STM PRESS PV
STEAM UP
STM UP FINISH
COMMON PART CPU SELECT PCSB1 PCSB2
STEAM UP STM UP FINISH
CONT. LOCATION LOCAL ICAS
DRUM LEVEL SET POINT

VAR FIX
STM DUMP PISTON V.
OPEN
VAR
FIX
DRUM LEVEL SP PV
STEAM TEMP SP PV
ATOMIZ STEAM PRESS SP PV
AIR FLOW SP PV
GAS FLOW SP PV
FO FLOW SP PV
FO DELIV PRESS SP PV
FO FLOW SP PV
GAS FLOW SP PV
AIR FLOW SP PV
STEAM TEMP SP PV
DRUM LEVEL SP PV

Burner Management System (BMS) The BMS is composed of ICAS cabinets and Boiler Gauge Board (BGB). The ICAS cabinets are located in the Machinery Control Room (MCR).The panel contains the burner sequence controllers, various relay units and system power supply unit, required for the automatic operation of boiler burners. Each cabinet is deviled into three (3) sections, one for common system, another No.1 Boiler ACC and BMS and the other No.2 Boiler. Each ICAS cabinet has an independent control system which is composed of duplicate CPUs. These CPUs have the same function and the same system design is such that both run all the time, with the designated "master" CPU constantly updating the standby unit. This ensures that any failure of the master controller is immediately recovered by the standby unit, which will instantaneously assume control without any interruption to the process. In the event of failure, the failed CPU will be inhibited from operation until inspection and repair have been effected. The exchanges of necessary information between the BMS and ACC systems are made by digital signals. The boiler gauge board is located on the burner platform for local operation. The BGB contains the relays and displays the monitoring gauges, the Burner Operation Graphic panel and ACC Operation panel and the associated Emergency Burner Operation panels. BGB can allow the following operations. Manual burner operation FO shut off valve Open / Close Master gas valve Open / Close Boiler gas valves Open / Close Master and header N2 purge Start Changeover of operation site Emergency manual trip ACC emergency operation BMS emergency operation Operation Mode Control Position 1) The control position of BGB or ICAS can be selected by depressing Control Position push button on the BGB. 2) Local operation can be done at BGB. When BGB is selected, the burner control mode is changed to Manual automatically. Control priority is afforded to the BGB position. 3) ICAS operation can be done at the central control room or the machinery control room where the ICAS is provided. Fuel Mode 1) Manual operation mode The fuel mode (FO / DUAL / GAS) is selected on ICAS only when the control position is set to ICAS. When the burner control is in AUTO mode, the burner is operated automatically under selected fuel mode. On the other hand, when the control mode is set to MANU, the burners can be operated under any fuel mode regardless of the position of fuel mode switch provided that the operation conditions are established by the ACC. 2) FO mode a) When the following events occur, the fuel mode is shifted automatically to FO mode. All burners are extinguished. Master gas valve trip at Dual mode or Gas mode (for boost up order) b) The first ignition and automatic steaming up can be made only at
FO mode.
Burner Control Mode 1) Manual operation mode a) Manual operation mode is selected on ICAS only when the control position is set to ICAS at BGB. b) When the following events occur, the burner control mode is automatically shifted to manual operation. Boiler trip at any fuel mode Burner trip Selection of BGB When FO Temp. Bypass mode or Emergency operation mode is carried out, the burner control can not be changed to AUTO, because of BGB operation only. 2) Automatic operation mode Automatic operation mode can only be selected on ICAS after the operating site has been set to ICAS at BGB.
The mode change from Dual to FO requires that "Gas Burner Extinguish" signal from ACC is established. 3) Dual mode When the following events occur, the fuel mode is shifted automatically to Dual mode. FO back up order at Gas mode The mode change from FO to Dual requires that "Gas Ignition Condition" signal from ACC is established with master gas valve and boiler gas valve Open and with "Gas Ignition Rate" lamp ON. The change from Gas to Dual requires that "HFO Ignition OK" signal from ACC is established. 4) Gas mode Gas mode can be selected only when all burners are in combustion at Dual mode. The mode change from Dual to Gas requires that "HFO Burner Extinguish" signal from ACC is established.

Operation of Burner Ignition of Oil Burner 1) Initial ignition at FO mode is carried out by lighting any burner at BGB mode. 2) The restart of the burners can be carried out remotely on ICAS after the control position has been transferred to ICAS. 3) By pressing the push button of FO ON for selected burner, the ignition of the burner progresses sequentially and automatically. Ignition of Gas Burner 1) The ignition of gas burner is made with a flame of own oil burner, thus at least, the ignition of one oil burner must have been completed before the ignition of gas burner.. 2) The master gas valve and respective boiler gas valve should be opened from BGB or ICAS. 3) The ignition of gas burner at local is made by pressing the push button of GAS ON on the BGB. 4) The ignition from ICAS can be performed by setting to DUAL in the Fuel Mode provided that the burner control is in "AUTO" mode and the conditions from ACC have been established. Burner Number Control (Cascade control) In the AUTO mode, the second burner is ignited automatically in accordance with the instruction from ACC. The increase of burner number is made automatically in any fuel mode, the extinguishment of second burner, however, can be executed by manual only. When ACC requires increasing the fuel quantity exceeding the maximum gas flow of the burner being attended, the following FO Back up or FO boost up control will function. The BMS remotely operates the two LNG / FO combination burners situated in the boiler roof. A dual programmable controller, used in the control section of the BMS, enables a sequential operation of the LNG / FO combination burner and piston valves. These are interlocked with the boiler protection system and the ACC. The ICAS displays the flow of the sequence and the operation of the interlock on a graphic operating panel. FO Boost up Control In Gas or Dual mode operation under "AUTO" mode, when the master gas valve closes due to trip cause, the FO burner will start immediately and the fuel mode is transferred to the FO mode automatically. Master N2 Purge On initiation, the line from the master gas valve outlet to each of the boiler gas valve inlets is purged with N2. There are following two modes available (selected at the ICAS). (1) Auto - in which an automatic N2 purge is carried out after the master gas valve has closed, or (2) Manual - in which a manually initiated N2 purge is carried out by depressing the master N2 purge switch either on the ICAS or on the BGB. Gas Header N2 Purge On initiation, the line from each boiler gas valve outlet to each burner is purged with N2. There are following two modes available. (1) Auto - in which an automatic N2 purge is carried out after the boiler gas valve has closed, or (2) Manual - in which a manually initiated N2 purge is carried out by depressing the relevant header N2 purge switch either on the ICAS or the BGB. (NOTE : If the forced draft fan stopped when a header N2 purge is initiated, each burner gas valve is closed, the header vent valve is opened and only the gas header is purged with N2.) Gas Burner N2 Purge (1) On initiation, the line from each burner gas valve outlet to each gas burner is purged with N2. This purge will be carried out automatically when the gas burner valve has closed. (2) It should be noted that the gas burner N2 purge will not be carried out when ; Boiler shutdown has occurred, or All burners have stopped. In either case, only the Gas Header N2 purge will take place. Emergency Trip Boiler Shut off During normal operation, the following events will shut off the fuels to the boilers and initiate alarms at the BGB and ICAS. Tag No.
462 463 464 465 466 467 471 472 473
Description Manual Trip Steam Drum Level High / High Steam Drum Level Low / Low Control Air Pressure Low / Low Forced Draft Fan Stop SH Steam Temp High / High All Burners Flame Failure Black-out Both CPUs Failure
Set Point Nor +240 mm Nor -240 mm 0.34 MPa 530
Boiler Fuel Oil Shut off During normal operation, the following events will shut off the fuel oil to the boilers and initiate alarms at the BGB and ECC. Tag No.
461 468 469 470 474
Description Boiler Shut Off Conditions FO Pressure Low / Low Atomizing Steam Pressure Low / Low FO Temperature Low / Low FO Burning Pump Stop
Set Point 0.1 MPa 0.3 MPa 80
Master Gas Valve Shut off During normal operation, the following events will shut off the gas to the boilers and initiate alarms at the BGB and ECC. Tag No.
477 478 479 485 481
Description Manual Trip Both Boilers Trip Gas Leak Detection High / High Both Gas Duct Exhaust Fan Stop Gas Temperature Low / Low
Set Point
60 % LEL 5
Boiler Gas Valve Shut off During normal operation, the following events will shut off the gas to the boilers and initiate alarms at the BGB and ECC. Tag No.
487 488 489 490
FO Back up Control In Gas mode operation under "AUTO" mode, when the following events occur, the FO back up is carried out according to the demand from ACC and the fuel mode is transferred to Dual mode automatically. Operation in manoeuvring zone FO back up order from ACC FO back up order from ICAS
Description Gas Pressure High / High

Gas Pressure Low / Low
Set Point 75 kPa 0.7 kPa
Boiler Trip Master Gas Valve Trip
4.3.4a Boiler Gauge Board

BOILER GAUGE BOARD
ATOMIZING PRESS.
FO PRESS.
SH STM PRESS.
STM DRUM PRESS.
FW PRESS.
STM DRUM PRESS.
SH STM PRESS.
FO PRESS.
ATOMIZING PRESS.
N2 PURGE PRESS.
FD FAN OUTLET
WIND BOX
FURNACE
F.G. PRESS
D.W.L.
CPU(A) RUN CPU(B) RUN NO1 BLR AC100V SOURCE NO1 BLR DC24V SOURCE EMERG MODE COMMON AC100V SOURCE COMMON DC24V SOURCE FO BACK-UP V. DUCT EXH FAN BOTH STOP
BMS OPERATION PANEL

MASTER GAS TRIP CONDITION GAS LEAK DETC GAS TEMP L/L BOTH BLR TRIP MANU TRIP MASTER GAS V/V ABNOR LDC1 MAST GAS AUX MACH LDC2 1 V. DUCT EXH. FAN 2 V. DUCT EXH. FAN EMERG MODE NO2 BLR DC24V SOURCE NO2 BLR AC100V SOURCE CPU(B) RUN CPU(A) RUN
D.W.L.
F.G. PRESS
FURNACE
WIND BOX
FD FAN OUTLET
NO.1 BOILER
GAS P H/H L/L
HDR N2
MASTER VENT
MASTER VENT GAS CONT V/V BLR GAS V/V BLR GAS V/V
HDR N2
BLR GAS TRIP

BLR GAS V/V
GAS CONT V/V
BLR GAS TRIP

BLR GAS V/V GAS P L/L H/H
NO.2 BOILER
HDR VENT V/V
HDR VENT V/V
IGN RATE BNR N2 GAS BNR V/V BNR N2 GAS BNR V/V BNR N2 GAS BNR V/V BNR N2 GAS BNR V/V
MASTER N2
AIR REG
IGNIT
AIR REG
IGNIT
MASTER GAS V/V
AIR REG
IGNIT
AIR REG
IGNIT
NO.1 BNR
ATM STM V/V
FL1 FAIL BNR FAIL
F.O.BNR V/V ATM STM V/V
NO.2 BNR
BNR FAIL
F.O.BNR V/V
MASTR GAS TRIP

GAS SUPPLY ATM STM V/V ATM CONT V/V
NO.2 BNR
BNR FAIL
F.O.BNR V/V ATM STM V/V
NO.1 BNR
BNR FAIL
F.O.BNR V/V
FL2 FAIL
BNR PURGE V/V
FL1 FAIL
FL2 FAIL
BNR PURGE V/V
BNR STM SUPPLY ATM CONT V/V
FL1 FAIL
FL2 FAIL
BNR PURGE V/V
FL1 FAIL
FL2 FAIL
BNR PURGE V/V
FL1 BY-PASS
FL2 BY-PASS
FL1 BY-PASS
FL2 BY-PASS
FL1 BY-PASS
FL2 BY-PASS
FL1 BY-PASS
FL2 BY-PASS
L-L F.O. REC. V/V F.O. CONT V/V BLR F.O. SHUT V/V
L-L F.O. REC. V/V F.O. CONT V/V BLR F.O. SHUT V/V
BLR TRIP
FDF TRIP
DWL L/L
DWL H/H
SH-T H/H
F/E ABNOR
MANU TRIP
FO TRIP
V & REG ABNOR
C-AIR TRIP
F.O.P. L/L F.O.T. L/L
F.O.P. L/L F.O.T. L/L
RUN
C-AIR V & REG ABNOR TRIP
FO TRIP
MANU TRIP
F/E ABNOR
SH-T H/H
DWL H/H
DWL L/L
FDF TRIP
BLR TRIP
NO.1 BNR
NO.2 BNR
FDF H-RUN FDF L-RUN
FURN PURGE IGN AIR
1 FAN 2 BLR MODE
COMMON DMPR OPEN
HOT START V/V
BY - P
IGN RATE
TRIP F.O. PUMP
IGN RATE
BY - P
HOT START V/V
COMMON DMPR OPEN
1 FAN 2 BLR MODE
FURN PURGE IGN AIR
FDF H-RUN FDF L-RUN
NO.2 BNR
NO.1 BNR
NO.1 BOILER
MANU TRIP
NO.1 BNR F.O. ON OFF
MANU TRIP
NO.1 BNR F.O. ON OFF NO.2 BOILER

MANU TRIP
O2 IND
SMOKE IND
SH STM TEMP
GAS ON OFF
GAS ON OFF
MASTER GAS V/V
GAS ON OFF
GAS ON OFF
SH STM TEMP
SMOKE IND
O2 IND
OPEN
CLOSE
FO SHUT V/V OPEN CLOSE F.O.
FUEL MODE DUAL GAS
BLR GAS V/V OPEN CLOSE
MASTER N2 PURGE
BLR GAS V/V OPEN CLOSE F.O.
FUEL MODE DUAL GAS
FO SHUT V/V OPEN CLOSE
ON
OFF
BLR CONT POSITION BGB ICAS
CASCADE CONTROL AUTO MANU
HDR N2 PURGE ON OFF
MASTER GAS CONTROL POSITION
HDR N2 PURGE ON OFF
CASCADE CONTROL AUTO MANU
BLR CONT POSITION BGB ICAS
BGB
DCS
EMERG OPERATION
PURGE FINISH
EMERG MODE PURGE NOR BURN
FL SW
TEST
ACKNOW - LEDGE
CAUTION
WHEN BOILER IN SERVICE WITH "FO TEMP BY - PASS" ON "FO TEMP L - L ", DO NOT SELECT SWITCH TO "OFF" AS THIS WILL CAUSE BOILER TRIP.
FO TEMP BYPASS
1FAN 2BLR MODE
EMERG OPERATION
NO.1 BURNER
IGNITER
NO.2 BURNER
IGNITER
NO.1 BURNER
IGNITER
NO.2 BURNER
IGNITER
EMERG MODE PURGE NOR BURN
PURGE FINISH
OFF
ON
OFF
ON
OFF
ON
OFF
ON
BOILER AUTOMATIC COMBUSTION CONTROL SYSTEM
BLR FO SHUT V/V
CLOSE OPEN
STM DUMP SP PV STM PRESS PV
COMMON
COMMON PART CONT. LOCATION BGB ICAS
MASTER SP PV STM PRESS PV
FO V/V
CLOSE OPEN STEAM UP STM UP FINISH CONT. LOCATION LOCAL ICAS
FO V/V
CLOSE OPEN
FO V/V
CLOSE OPEN CONT. LOCATION
LOCAL ICAS
FO V/V
CLOSE OPEN
BLR FO SHUT V/V

CLOSE OPEN
STEAM UP
STM UP FINISH
COMMON PART CPU SELECT PCSB1 PCSB2

VAR FIX
STM DUMP PISTON V.
OPEN
VAR
FIX
DRUM LEVEL SP PV
STEAM TEMP SP PV
AIR FLOW SP PV
GAS FLOW SP PV
FO FLOW SP PV
FO FLOW SP PV
GAS FLOW SP PV
AIR FLOW SP PV
STEAM TEMP SP PV
DRUM LEVEL SP PV
EMERGENCY MODE
RESORT TO EMERGENCY OPERATION MODE START-UP ONKY WHEN BOTH CPU(A) AND CPU(B) ARE OUT OF ORDER, IN THE FOLLOWING MANNER. 1. START F. D. FAN AND F. D. BURN. PUMP. 2. CHANGE EMERGENCY MODE SELECT SWITCH FROM "NOR" TO "PURGE". 3. FULL OPEN F. D. FAN INLET VANE TO CONDUCT FURNACE PURGE. 4. WHEN PURGE FINISH LAMP "ON", CHANGE THE EMERGENCY MODE SELECT SWITCH TO "BURN". 5. CHANGE BLR FO SHUT V / V SWITCH FROM "CLOSE" TO "OPEN". 6. CHANGE IGNITER SWITCH FROM "OFF" TO "ON", AND FO V / V SWITCH FROM "CLOSE" TO "OPEN". KEEP THE FO V / V OPEN NOT MORE THAN OF 10SEC. NAX. 7. IF HFO BUNER DOSE NOT IGNITE BY THE ABOVE PROCESS, REPEAT THE OPERATION FROM 3. NOTE : FURNACE PURGE SHOULD BE SUFFICIENTLY CONDUCTED, IF BURNER FAILS TO LIGHT-OFF, FURNACE MUST BE REPURGED PRIOR TOREPEATING IGNITION SEQUENCE.
EMERGENCY MODE
RESORT TO EMERGENCY OPERATION MODE START-UP ONKY WHEN BOTH CPU(A) AND CPU(B) ARE OUT OF ORDER, IN THE FOLLOWING MANNER. 1. START F. D. FAN AND F. D. BURN. PUMP. 2. CHANGE EMERGENCY MODE SELECT SWITCH FROM "NOR" TO "PURGE". 3. FULL OPEN F. D. FAN INLET VANE TO CONDUCT FURNACE PURGE. 4. WHEN PURGE FINISH LAMP "ON", CHANGE THE EMERGENCY MODE SELECT SWITCH TO "BURN". 5. CHANGE BLR FO SHUT V / V SWITCH FROM "CLOSE" TO "OPEN". 6. CHANGE IGNITER SWITCH FROM "OFF" TO "ON", AND FO V / V SWITCH FROM "CLOSE" TO "OPEN". KEEP THE FO V / V OPEN NOT MORE THAN OF 10SEC. NAX. 7. IF HFO BUNER DOSE NOT IGNITE BY THE ABOVE PROCESS, REPEAT THE OPERATION FROM 3. NOTE : FURNACE PURGE SHOULD BE SUFFICIENTLY CONDUCTED, IF BURNER FAILS TO LIGHT-OFF, FURNACE MUST BE REPURGED PRIOR TOREPEATING IGNITION SEQUENCE.

4.3.4b Automatic Combustion Control (ACC)

FROM UPS1 AC100V FROM UPS2 AC100V FROM UPS1 FROM UPS2 FROM UPS1 AC100V FROM UPS2 AC100V
UN(M) P-LINE UN(M) Q-LINE
AC100V
No.1 BOILER ACC PANEL
COMMON PANEL
No.2 BOILER ACC PANEL
MCB21
TO OTHER SYSTEMS
MCB21
SELECTOR
MCB22
AUTO CHANGEOVER CIRCUIT
No.1 No.2
A/D
A/D
A/D
EATR
EATR
A/D
A/D
A/D
A/D
A/D
A/D
EATR
EATR
A/D
A/D
A/D
A/D
A/D
SEPARATED CABLE ROUTES
PCS
IOS
TO RELAY CIRCUIT TO LAMP CIRCUIT
PCS
IOS
SIGNAL CONDITIONER
SIGNAL CONDITIONER
ANALOG BACK UP UNIT
SIGNAL DISTRIBUTOR SIGNAL CONDITIONER
ANALOG BACK UP UNIT
AI
AI
AO
AO
DI
DO
DO
AO
AI
AO
DO
AO
AI
AI
AO
AO
DI
DO
DO
MCR MACHINERY CONTROL CONSOLE
No.1 BOILER SENSOR

SUPHTER OUTLET FEED W. FLOW GAS FLOW VENTURI PRIM. SUPHTR STEAM TEMP BOILER EXH. GAS O2 CONTENT GAS FLOW TRANS. (DUAL) AIR FLOW TRANS. SUPHTR STEAM TEMP (DUAL)
STEAM DRUM
CONDENSER
SUPHTER STEAM FLOW
F.O. FLOW
CONDENSER F.O. BURN. PUMP DIS. PRESS TRANS. F.O. FLOW TRANS. (DUAL) STEAM FLOW TRANS.
(DUAL) STEAM PRESS TRANS. CONDENSER FEED W. FLOW TRANS.
ATOMIZ. STEAM PRESS TRANS.
PURGE STEAM PRESS TRANS.
BURNER HDR F.O. PRESS TRANS.
BGB
ACC CONTROL PANEL
DRUM LEVEL TRANS.
COMMON SENSOR
GAS PRESS TRANS. GAS TEMP
16 CONTRO LOOPS
CCR
INTEGRATED AUTOMATION SYSTEM (IAS) MACHINERY CONTROL CONSOLE
No.2 BOILER SENSOR

SUPHTER OUTLET FEED W. FLOW GAS FLOW VENTURI PRIM. SUPHTR STEAM TEMP BOILER EXH. GAS O2 CONTENT GAS FLOW TRANS. AIR FLOW TRANS. SUPHTR STEAM TEMP (DUAL)
STEAM DRUM
CONDENSER
SUPHTER STEAM FLOW
F.O. FLOW
CARGO CONTROL CONSOLE
CONDENSER F.O. BURN. PUMP DIS. PRESS TRANS. F.O. FLOW TRANS.
STEAM PRESS TRANS. CONDENSER FEED W. FLOW TRANS.
ATOMIZ. STEAM PRESS TRANS.
PURGE STEAM PRESS TRANS.
BURNER HDR F.O. PRESS TRANS.
DRUM LEVEL TRANS.
STEAM FLOW TRANS.
OPERATOR STATION
I/P CONVERTER
I/P CONVERTER
I/P CONVERTER
I/P CONVERTER
I/P CONVERTER
I/P CONVERTER
I/P CONVERTER
I/P CONVERTER
I/P CONVERTER
I/P CONVERTER
I/P CONVERTER
I/P CONVERTER
I/P CONVERTER
I/P CONVERTER
I/P CONVERTER
I/P CONVERTER
I/P CONVERTER
I/P CONVERTER
FEED WATER CONTROL VALVE

AIRLESS OPEN
STEAM TEMP CONTROL VALVE

AIRLESS OPEN
ATOM. STEAM PRESS CONTROL VALVE

AIRLESS CLOSE
PURGE STEAM PRESS CONTROL VALVE

AIRLESS CLOSE
F.D. FAN VANE DRIVE
AIRLESS OPEN
GAS FLOW CONTROL VALVE

AIRLESS CLOSE
F.O. FLOW CONTROL VALVE

AIRLESS CLOSE
F.O. RECIRC. CONTROL VALVE

AIRLESS CLOSE
STEAM DUMP CONTROL VALVE

AIRLESS CLOSE
STEAM DUMP CONTROL VALVE

AIRLESS CLOSE
F.O. RECIRC. CONTROL VALVE

AIRLESS CLOSE
F.O. FLOW CONTROL VALVE

AIRLESS CLOSE
GAS FLOW CONTROL VALVE

AIRLESS CLOSE
F.D. FAN VANE DRIVE
AIRLESS OPEN
PURGE STEAM PRESS CONTROL VALVE

AIRLESS CLOSE
ATOM. STEAM PRESS CONTROL VALVE

AIRLESS CLOSE
STEAM TEMP CONTROL VALVE

AIRLESS OPEN
AIRLESS OPEN
FEED WATER CONTROL VALVE
AUTOMATIC COMBUSTION CONTROL SYSTEM DIAGRAM
No.1 BOILER CONTROL VALVES
COMMON
No.2 BOILER CONTROL VALVES
PART 5: ELECTRIC POWER GENERATING SYSTEM
5.1 5.2 5.3 5.4

5.4.1 5.4.2 5.4.3 5.4.4 5.4.5 5.4.6 5.4.7
Turbo Generator Diesel Generator Emergency Diesel Generator Power Distribution System
Electrical Equipment Main Switchboard and Generator Operation Shore Power Main Alternators Emergency Alternator Preferential Tripping and Sequential Restarting 24 Volt Battery and Uninterruptible Power Supply
Illustrations
5.1a 5.1b 5.1c 5.1d 5.2a 5.2b 5.3a 5.3b 5.3c 5.4a 5.4.7a Turbo Generator Overview Turbo Generator Alternator Turbo Generator Steam and Exhaust Systems Turbo Generator Lubrication and Control Oil Systems Diesel Generator Alternator Diesel Generator Piping Systems Emergency Diesel Generator Overview Emergency Diesel Generator Alternator Emergency Diesel Generator Piping Systems

5.1
Turbo Generator
Alarms and Trips
Mitsubishi Heavy Industries Ltd AT42CT-B Single cylinder, impulse, multistage, condensing 2 sets 3.200kW (2,000kW at atmospheric back pressure) 5.88 MPaG 510C 710mmHg 10,045 / 1,800 rpm UG-8D Clockwise viewed from generator end 6 Ratio Single reduction, single helical Taiyo Electric Co.,Ltd. HPW 65B-4 6,600V, 3ph, 60Hz, 4,000 kVA, 0.8pf Steam is supplied to the glands from a gland steam receiver mounted adjacent to the turbine. Where the turbine internal steam pressure is higher than the pressure in the gland housing, steam will enter the series of diaphragms from the turbine, as well as supplying the gland steam receiver and is effectively throttled across each stage causing its pressure to drop. The gland steam receiver is connected to the inner sections of the glands so that the steam supplied will pass outwards and is led away from the outer glands to the packing steam receiver and from there it is dumped to the main condenser by the system controller. Where the pressure in the gland housing is greater than the internal turbine pressure at the shaft exit point, the steam available from the gland steam receiver will be drawn through the gland, effectively sealing it and preventing the ingress of air. The need for the steam to make-up or spill changes with the turbine load, i.e. at high load the steam will generally be spilt out of the system and at low loads the packing steam will need to be made up. Steam from the outer stages of the labyrinth is led to the main gland steam condenser. Due to the make-up and spill operation of the controller on the inner glands, the pressure of the steam at the leak off point is always positive. The reduction gear is of the single reduction, single helical type, the turbine pinion is solid and its one end is connected to turbine shaft. One end of gear wheel drives the main LO pump and governor gear, and the other end is connected to the alternator with diaphragm coupling. The gearing is supported by four oil lubricated bearings. The LO system is supplied from a motor driven priming pump when the turbine is stopped or starting up. The priming pump starts when the LO pressure falls to 60kPa and cuts out when the turbine reaches 85kPa. A gear-driven main LO pump supplies the system when the turbine is running normally. The pressure is regulated to the bearings and gears by a regulating valve, full delivery oil pressure is supplied to the trip valve. The governing system consists of a Woodward UG-8D governor, actuator, hydraulic servomotor and turbine nozzle valve. The governor has a very fast response to load change and is designed to prevent the turbine over speeding even in the event of the generator circuit breaker tripping. The governor reacts to changes in speed by moving a linkage to the hydraulic servomotor which in turn opens or closes the steam inlet to the turbine nozzles. Cooling of the LO and the generator windings is supplied from the central fresh water cooling system. In an emergency the generator windings can be cooled by opening the covers and allowing air to pass through, drawn in by the fan mounted on the generator rotor shaft. The trip valve protects the turbine in the event of a serious problem by closing and immediately shutting off the steam to the turbine. The trip valve is held open mechanically by a tripping mechanism. The tripping mechanism is activated by hydraulically operated tripping cylinder In the event of a trip condition occurring, the oil supply to the tripping cylinder is cut off, moving an internal piston which is directly connected via a mechanical linkage to the tripping mechanism on the stop valve. This action trips the stop valve. The following table details the protective alarm and trip and set points : Tag No.
214 222 223 225 231 248 213/224 215/222 216/246 217/247 232-237
Specification
Turbine : Maker : Type : Number of units : Rated output : Main steam pressure : Main steam temperature : Exhaust vacuum : Revolutions : Governor : Direction of rotation : Number of stages : Gearing : Alternator : Maker : Type : Capacity :
Description Overspeed Sentinel valve Gland steam pressure Low LO strainer differential High LO inlet temperature High LO sump level Low LO pressure Low Exhaust pressure High Rotor vibration High Rotor axial movement High Bearings temperature High
Alarm 30 kPa 3 kPa 50 kPa 55C -150mm 70 kPa 30 kPa 50 m 0.55 mm 75C
Trip 1,962 rpm
40 kPa 50 kPa 80 m 0.7 mm
Descriptions
The Mitsubishi AT42CT-B turbine generator consists of the steam turbine, reduction gear, alternating current generator and auxiliaries mounted on a common bedplate. The bedplate incorporates the lubricating oil (LO) sump tank. The steam turbine is of the six stage impulse type with a hydraulic constant speed governor controlling steam flow. The steam passes through a trip valve, designed to shut off the steam instantly should a trip condition occur and then through the nozzle control valves. The turbines normally exhaust to the main condenser under vacuum conditions but can be set to exhaust to the auxiliary condenser. Labyrinth type seals are used at the end of the turbine rotors to prevent the steam in these regions from leaking to atmosphere and, more importantly, to prevent air from entering the turbine where its internal pressure is less than atmospheric. The seals are formed by radially slotting sections of labyrinth into the packing rings, which themselves are likewise slotted radially into the turbine upper and lower casings. The peak and trough edges of these labyrinths are located adjacent to corresponding square radial grooves machined into the rotor shaft. The clearances between the labyrinth edges and the rotor are minimized to reduce steam leakage between the inner (high gland steam pressure) areas and the outer (low gland steam pressure) areas. Adjacent axial clearance between the rotor and the labyrinths allow for the designed relative axial movement and expansion between the rotor and the casing.
5.1
Operation
Turbo Generator
Using No.1 Turbine Generator h) Stop turning and Disengage the electrically operated turning gear. i) Set the emergency trip device. The emergency trip device should be set by raising the reset lever for over speed emergency trip device. j) Open the governor valve with starting lever and Slightly Open the main stop valve. Allow the turbine to start and bring the speed up to 100rpm generator speed. Maintain this speed for approximately 5 minutes for warming. Check the running sound and Observe that the lubricating oil pressures remain constant, with a flow passing through the turbine and generator bearing sight glasses. k) Rise revolution to about 500rpm by gradually opening the main stop valve, maintain this revolution for about 5min. Ascertain whether the governor valve and the main stop valve would close momentarily by pushing the emergency button. Then Confirm that there is no rubbing noise or no abnormal sound inside the turbine as soon as turbine has tripped. l) Provided that the conditions are satisfactory, Reset the trip lever and Open the stop valve gradually and Increase the speed to the rated speed in 10 minutes. Since the critical speed of the turbine equates to approximately 810rpm generator speed, Pass through this speed range as quickly as possible. m) Check that all temperatures and pressures are reaching to normal level and Confirm that the priming LO pump stops automatically. (set 85 kPa) n) Confirming that the Woodward governor takes control, Fully Open the main stop valve and Return the main stop valve handle by a half turn forwards the original position from full opening. o) Electrically Load the generator and monitor on the ICAS. Connect the generator to the main switchboard by clicking on the TG icon on the ICAS screen to call up the menu. Click on the CONNECT icon on the menu and the generator will automatically parallel with the main switchboard.
Procedure for Manual Generator Connection

The generator can also be connected manually at the 6.6kV main switchboard panel by using the following procedure : a) Turn the Remote / Manual switch to the Local Manual position. b) Lower or raise the generator speed until the synchroniser light slowly revolves in the clockwise direction. c) Turn the breaker trip/close switch to the CLOSE position to connect the generator to the 6.6kV main switchboard when the synchroniser light passes the top position. d) Turn the Remote / Auto switch to RA (Remote / Auto) position to allow the ICAS to control the generator and balance the load with the No.2 turbine generator.
Preparation
a) Ensure that the lubricating oil level in the sump tank is correct, with no water content. When water is detected, change the oil by shifting it to the lubricating oil renovating tank for processing, using the lubricating oil purifier feed pump. Replenish the turbine sump tank from the turbine lubricating oil storage tank. b) Check that the circuit breaker is Open. c) Ensure that main steam stop valve, exhaust valve and packing steam valve are Closed. d) Check that the electrical supply is available to the priming LO pump motor. e) Check that control air is being supplied to the gland sealing steam controller. f) Ensure that cooling fresh water is available for the coolers from the Main Central Cooling System (CCS). g) Check that the gland condenser is operating with cooling condensate passing through it and that the gland exhaust fan is operating. h) Ensure that the turbine is free to turn.
Stopping
a) Transfer the electrical load and Confirm that the main air circuit breaker is Open. b) Close or Trip the main steam stop valve. c) Open all drain valves. (main stop valve casing and turbine casing) d) Engage the electrically operated turning gear immediately when the turbine is shut down and Rotate the turbine rotor for 10 hours to ensure uniform cooling. e) Ensure that the electric driven priming LO pump is started automatically when the lubricating oil pressure drops to 60kPa or the main steam stop valve is closed. Keep the priming LO pump running during motor turning operation. f) Close main steam supply valve 014VPA and open the drain valve fitted on main stop valve. g) Close the turbine exhaust valve. h) Shut down the gland packing steam. i) Close drain valves, cooling water supply and return valves for LO cooler and generator air cooler.
Starting
a) Start the priming LO pump at the local panel and Confirm that the bearing oil pressure is above 60kPa. b) Ensure the power source is on for emergency trip device. c) Warm up the main steam supply line. After confirming that the main stop valve for turbine is definitely closed, Open the drain valves fitted on main stop valve casing and Slightly Open the main steam supply valve 014VPA. When sufficiently warmed, Close the drain valves, Open the main steam supply valve gradually. d) Engage the electrically operated turning gear and Start turning the turbine and gearing, and Maintain for approximately ten minutes checking for abnormal sounds from the turbine. e) Ensure that the gland steam leak-off valve 008VPC is Open. f) Open the gland steam supply valve 062VPB from 0.17 MPa steam range and Provide steam to gland steam regulating control valve. Regulate the controller to maintain the sealing steam pressure between 10 and 20 kPa, keeping spill and leakage to a minimum (set point 20 kPa). g) When the turbine casing has warmed sufficiently, Open the turbine exhaust valve bypass 002VPC to build up the vacuum gradually in the turbine. When balanced, Open the exhaust valve 001VPC.
5.1a
Turbo Generator Overview
SPILL VALVE
PARTICULAR OF STEAM TURBINE RATED OUTPUT RATED SPEED (TURBINE) RATED SPEED (GENERATOR) MAIN STEAM PRESSURE MAIN STEAM TEMPERATURE EXHAUST PRESSURE : 3,200 kW : 10,045 rpm : 1,800 rpm : 5.88 MPaG : 510 : 6.7 kPaA (710mmHgV)
RECEIVER
MAKE-UP VALVE
L.O HAND PUMP
L.O.TEMP.CONT. VALVE PRIMING L.O.PUMP LO COOLER COOL. W.
L.O FILTER TURNING MOTOR
GENERATOR
LEVEL SEITCH
L.O.PRESS.REG. VALVE
MAIN STEAM INLET
GOVERNOR MAIN STOP VALVE STEAM TURBINE
GENERATOR
REDUCTION GEAR
TURNING MOTOR
SPILL VALVE
TURBINE EXHAUST
5.1b
Turbo Generator Alternator
7
6
9 10
20
19
21 22
23 24 25 26 27 28
29 30
31
5
4
11
18
17
12 16
Air
Air
32
33
Air
Air
34
r
13
35
3
2
14
36
38 37
1
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
INSULATION LINER
15
16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
Ex. ARMATURE COIL
31 32 33 34 35 36 37 38
INSULATION LINER
OIL SIGHT
CT BOX
Ex. ARMATURE CORE

Ex. FIELD CORE
FAN FAN BOSS

THERMO METER
TACHOMETER
Ex. FIELD COIL
PEDESTAL
RESISTANCE BULB
ROTATING RECTIFIER
SHAFT OIL INLET PIPE

FRAME
ROTOR COIL
ROTOR CORE STATOR CORE
Ex. FRAME
4000kVA 6600V 60Hz 4P 1800min-1 0.8PF BRUSHLESS AC GENERATOR
COVER
SPACE HEATER
STATIC EXCITER
CABLE GLAND
DUCT PIECE
COOLER AIR DUCT
DAMPER BAR
BEARING CASE
SLEEVE BEARING
STATOR CLAMPER
DAMPER PLATE
ROTOR CLAMPER
STATOR COIL
TACHO GENERATOR COVER
5.1c
Turbo Generator Steam and Exhaust Systems

STEAM SUPPLY, EXHAUST AND GLAND SEALING SYSTEM
NOTE : Tag numbers for No.1 Turbo Generator are shown in this drawing. Tag numbers for others are referred to Section 3 Piping System in this Manual.
PIC
SPILL V.
PI 223
PAH 223
PAL 223
MAKE UP V.
062VPB
RECEIVER
0.27MPa STEAM
064VPB
TO GLAND CONDENSER
008VPC
MAIN STEAM
014VPA
GEAR BOX
TURBINE
EXHAUST ESD 215 PS PAH 222 PS P
1ST STAGE
PM 221
1ST STAGE
OIO 821
OIS 821
001VPC
RO 821
021VPC
TO MAIN CONDENSER
TO AUX. CONDENSER
002VPC
5.1d 5.1d Turbo Generator Lubrication and Control Oil Systems Turbo Generator Lubrication and Control Oil Systems
MAIN STEAM
MAIN STOP VALVE
TRIP COIL
GOVERNOR MOTOR
LUBRICATING AND CONTROL OIL SYSTEM
TRIP SOLENOID
S
TRIP OIL CYLINDER
ESD 216 ESD 214 XAH 246 T TM 232 TAH 232
WOODWARD GOVERNOR
P
POWER CYLINDER
TM 234
TAH 234 T
TM 235
TAH 235 T T
TAH 233
TM 233
TURNIG MOTOR
LS
TURNING MOTOR
XAH ESD 247 217
TURNING MOTOR
M
ESD 213 ASTP 203
TURBINE RED. GEAR
SSS CLUTCH
(Synchro-Self-Shifting)
PS TM 236 TAH 236 T T TAH 237 TM 237 TM 241 TAH 241 T T TAH 242 TM 242
PS
FOR PRIMING L.O. PUMP P PAL 224 PI 224
GENERATOR
TM 231 TAH 231 T
COALESCIMG FILTER
DPAH 225
DP
T.C.V. P.R.V. T
LAL 248 FS
MAIN L.O.PUMP HAND PUMP
L.O.PRIMING PUMP
093VPG
COOL. F.W.
L.O.COOLER
L.O.SUMP TK
5.2 Diesel Generator

Specification Engine : Maker : Type : Number of units : Number of cylinders : Cylinder bore : Piston stroke : Engine speed : Rated output : Alternator : Maker : Type : Capacity : Yanmar Co.,Ltd. 6EY26L Four cycle single acting, turbo-charged, trunk piston 2 sets 6 cylinders 260 mm 385 mm 720 rpm 1,730 kW Taiyo Electric Co.,Ltd. HPW 558C-10 6,600V, 3ph, 60Hz, 2,000kVA(1,600kW),0.8pf
Descriptions
There are two diesel generators, operating in the medium speed range, which supplies electrical power for the ship. The engine is of the unidirectional trunk piston type, has six in-line cylinders, is turbocharged, operates on the four stroke cycle and is normally powered by marine diesel oil. The diesel generators are used as required and are on automatic standby, which are set to starting priority 1st and 2nd, when stopped. Under normal circumstances the turbine generators supply electrical power and the diesel generators are set to cut in should the turbine generators fail to meet the electrical demand, or is started if the turbine generators are shut down for any reason. The engine driven jacket (high temperature) cooling water pump discharges engine jacket and cylinder head cooling water spaces. At the outlet from the engine the water flows to a pneumatically operated valve which maintains the HT cooling circuit at the correct temperature. If the cooling water temperature of the engine outlet is below the normal operating temperature, the cooling water back to the high temp. FW pump suction. When the cooling water outlet temperature reaches the operating temperature, the cooling water will back to the fresh water cooler via cooling FW pump, thus maintaining a constant temperature. The ICAS controls the three-way valve and enables a set temperature to be maintained in the cooling water supply system.
Starting Air System The engine is started by means of air motor starter located at the driving end. A blocking valve prevents the air start system from operating when the turning gear is engaged. The master starting air solenoid is activated when the start signal is sent by the power management system for an automatic start or a manual start is initiated. The master solenoid valve directs to the air motor starter. The main starting valve may be operated by the pushbutton at the local starting position or pneumatically by a solenoid valve when starting the engine remotely or automatically. The engine cannot be started whilst the turning gear is engaged CAUTION This starting air valve solenoid pushbutton must not be operated whilst the engine is running.
D/G Cooling Fresh Water Pump Maker : No. of sets : Type : Capacity : Rating : Teikoku Machinery Works, Ltd. 1 set / engine Centrifugal, vertical 90m3/h at 20m total head 440V, 7.5kW, 1,800 rpm
The low temperature fresh water is supplied to the charge air cooler, lubricating oil cooler and alternator air cooler. The fresh water temperature supplied is controlled by a three-way air actuating mixing valve is located at the fresh water cooler outlet. The ICAS controls the three-way valve and enables a set temperature of 37 C to be maintained in the cooling water supply system. Both fresh water coolers are cooled by two 100% identical sea water pumps. One pump is normally selected as the duty pump and the other pump selected as the standby pump to start automatically should the duty pump fail to maintain the correct water supply pressure. Pumps may be started and stopped locally but are normally set to remote operation for control via the ICAS. The duty pump is started manually at the ICAS mimic diagram for the D/G cooling system and the other pump is selected for automatic operation to act as the standby pump.
D/G Cooling Sea Water Pump Maker : No. of sets : Type : Capacity : Rating : Teikoku Machinery Works, Ltd. 2 sets Centrifugal, vertical 200m3/h at 25m total head 440V, 22kW, 1,800 rpm
Fuel System Turbocharger System The engine is fitted with an exhaust gas driven turbocharger. The turbocharger draws air from the engine room via a suction filter and passes it through a charge air cooler, before supplying the individual cylinders via the air box. The engine fuel oil supply rail is supplied from the generator engine fuel oil preparation and supply system. The generator engine is supplied with marine diesel oil (MDO) from the segregated fuel system. The fuel oil feed pump of each engine takes suction from the respective generator engine DO service tank via a set of filters, flow meter. Each cylinder has an injection pump which delivers the fuel oil under high pressure through the injection pipe to its associated injection valve. Cams on the camshaft operate the injection pumps.
D/G Cooling Fresh Water Cooler Maker : No. of sets : Type : Cooling water flow : Fresh water temp. : Hisaka Works Ltd. 1 set / engine Sea water circulated plate 200 m3/h 37
Cooling Water System All cooling water requirements for the generator engine are provided by water from the low temperature fresh water cooling system. Each engine is cooled by a dedicated closed circuit fresh water cooling system composed of a cooling fresh water pump and a plate type fresh water cooler independent from the ships central fresh water cooling system. The generator engines cooling system is divided into high temperature (HT) and low temperature (LT) circuits.
D/G Cooling Fresh Water Expansion Tank Capacity : 1.0 m3
Lubricating Oil System All running gear of the engine is force lubricated by the engine driven gear type pump. The pistons are also supplied by oil as a cooling medium. A priming pump which is run continually whilst the engine is stopped supplies oil to the bearings and other running gear. This reduces wear on the engine in the period between the engine starting and the engine driven pump building up lubricating oil pressure. The priming pump is normally switched to automatic mode when the engine is selected for standby. The priming pump stops automatically when the engine is running and the main lubrication pump is delivering oil.
5.2 Diesel Generator

The engine driven pump and the electrically driven priming pump both take suction from the engine sump and discharge through a cooler, an automatic filter set to the engine oil supply rail. The temperature is controlled by a three-way thermostatic control valve, which regulates how much of the oil passes through the cooler. Procedure to Start the Diesel Generator Engine Locally a) Ensure that the engine is ready for starting by completing the procedure above. b) At the local control panel turn the selector switch from REMOTE to LOCAL and manually start the engine by pressing the pushbutton on the main starting valve. Allow it to run up to normal speed. (Note : A pneumatically operated start fuel limiter optimises fuel injection during the acceleration period; the speed of the engine controls the start fuel limiter.) c) Make a thorough check of the engine to ensure that there are no leaks and the engine is running smoothly and firing on all cylinders. d) Check that the LO pressures and temperatures are normal. e) Check that the pressure drop across the filters is normal. f) Check that the FO pressure is normal. g) Connect the generator engine to the switchboard. h) Ensure that the engine temperatures and pressures remain within normal limits as the load is applied to the engine and the engine heats up. i) Check the exhaust gas temperatures for deviation from normal. j) Check the exhaust gas for smoke. k) Keep the charge air temperature under control. Engine Control Procedure to Manually Stop the Diesel Generator Engine a) Before stopping, run the engine off load for a few minutes for cooling down purposes. b) Actuate the local stop device. Under normal circumstances the engines should be set to AUTO operation so that they may be started and stopped by the power management system (PMS) to allow for automatic operation of the electrical power supply. The diesel generator starting and stopping is normally controlled by the power management system (See 5.4.1 Electrical Equipment). Alarms Sensor PT DPS PS PT PT PS PS TR TR TS TR Tag No. 291 293 294 295 296 297 298 301 302 303 304 Function Set point
Procedure to Prepare the Diesel Generator Engine for Starting a) Set the engine to LOCAL control. b) Set up the fuel oil service system. Both fuel systems are to be set normally. c) Set up the cooling water system. The cooling systems for both engines are to be set normally. d) Check the level of oil in the sump and top up as necessary with the correct grade of oil. e) Switch the generator engine priming LO pump to AUTOMATIC operation and check that the lubricating oil pressure builds up. The engine should be prelubricated at least 2 minutes prior to start. f) Check the pressure before and after the filters. g) Check the governor oil level. h) Check the air pressure in the starting air reservoir. i) Turn the engine at least one complete revolution using the turning gear with the cylinder indicator cocks open. Remove the turning gear. j) Vent the jacket cooling water space. If any part of the engine has been drained for overhaul or maintenance, check the level in the fresh water cooling expansion tank and refill with fresh water if necessary. k) Open the vent on the cooling water outlet line on the generator air cooler, and close it again when all air has been expelled. If maintenance work has been carried out on the engine, start the engine locally as below, prior to switching the engine to automatic operation. l) Check that all fuel pump indexes are at index 0, when the regulating shaft is in the STOP position. m) Check that all fuel pump control linkages are free to move full distance and return to their original stop positions when released. n) Switch the engine to AUTOMATIC operation.
Engine inlet LO low PA L 400kPa pressure LO filter high differential D P A H 9 0 k P a pressure Priming LO low pressure PA L 20kPa Starting air inlet low pressure Jacket cooling water inlet low pressure Control air low pressure LT cooling water inlet low pressure Engine inlet LO high temperature Jacket cooling water outlet high temperature Jacket cooling water pre-heater over heat T/C exh. gas high temperature PA L 1 . 4 7 M P a PA L PA L PA L TA H TA H TA H TAH 0.13MPa 0.65MPa 0.13MPa 65 95 60 630
Emergency Stops Tag No.

278 279 280
Description Overspeed Lubricating oil low pressure Cooling water outlet high temperature
Set Point 806 - 828 rpm 350 kPa 100C
5.2a
Diesel Generator Alternator
5
4
7
8
9
17
18 19 20 21
22 23 24 25 26
27
Air
16
15
10 14
28
29
13
Air ir
Air
30
31
2
1
11
32 33
12
34
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
INSULATION LINER OIL SIGHT
16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
Ex. FIELD COIL
31 32 33 34 35
RESISTANCE BULB
ROTATING RECTIFIER
ROTOR COIL
SHAFT
OIL INLET PIPE
35
2000kVA 6600V 60Hz -1 10P 720min 0.8PF BRUSHLESS AC GENERATOR
PEDESTAL
THERMO METER
ROTOR CORE
FRAME
Ex. FRAME
STATOR CORE
SPACE HEATER
COVER
STATIC EXCITER
DUCT PIECE
COOLER
CABLE GLAND
DAMPER BAR BEARING CASE
AIR DUCT
STATOR CLAMPER
STATOR COIL
SLEEVE BEARING
COVER Ex. ARMATURE COIL Ex. ARMATURE CORE
Ex. FIELD CORE
DAMPER PLATE
FAN ROTOR CLAMPER
END COVER
FAN BOSS
5.2b
Diesel Generator Piping Systems

PIPING SYSTEM
(FOR NO.1 DIESEL GENERATOR)
COOL. S.W. H.T. COOL. F.W. L.T. COOL. F.W. LUB. OIL
744VPG
LAL 741
COOL. F.W. EXP. TK
TO FUNNEL
GEN. ENG. D.O. SERVICE TK 50
600
AIR SEPARATOR
25
ACCUMULATOR
723VPL
LAH 306
EXH. GAS FUEL OIL
701VPL
ACCUMULATOR
15
TO F.O.DRAIN TK
DPAH
40
DP
702VPL 703VPL
F.O.FEED PUMP 40 40
704VPL 721VPL
DP
(42)
FS
004JPL (60 MESH)
40
OUT IN
T
P
G
F.O.LEAK TK
TO F.O.DRAIN TK
EXH.GAS
600
G
TM 304 TAH 304
T
LAL 302
INJECTION PUMP GENERATOR

PM 296 G TM 302 TM 311 TAH 311
T
T/C
RO SA FIRE 284 RM ASS 284 284
CENT.FILTER
L.O.SUMP TK
PAL 296
STATOR COIL
TM 313 TM 314
TAH 313 U TAH 314 V TAH 315 W TM 316 TAH 316 TAH 312 TM 312
867
TAH 302 TAL 867 TIC 867
T T
ESD 280
F.W. LEAK
XA 307
TM 315
L.O.PUMP
L.O PRIM.PUMP M
AIR CLR F.W.PUMP

TM 317
725VPG
TAH 317
CAM SHAFT
CAM SHAFT
BEARING
TAH 866
TM 866
TIC 866
125
A
866
BEARING
721VPG
65
704VPG
PAL 298
FOR PRIMING ESD PS 279
PAL 291
PM 291
65
AIR CLR
100
100
SA 639
RM 639
RO 639
AST 639
AC 639
100
TM 301 TAH 301 DPAH 293
713VPH 707VPH
D/G COOL.S.W. PUMP
P
150 125
701VPG 708VPH 727VPG 711VPH
C
NO.2
703VPH
DP
125
705VPH
125
100
FROM NO.2 D/G F.W. CLR
CHANGEOVER
P
706VPH 704VPH
C
NO.1
702VPH
100
D/G COOL.F.W.CLR
RO 625 RM 625 SA 625
T
L.O. CLR
C
722VPG
DP 125
100
125
725VPG
TO NO.2 D/G F.W. CLR
SEA BAY
150
D/G COOL.F.W. PUMP
125
AUTO FILTER
PS PS 639
5.3
Emergency Diesel Generator

An electric starter motor is also provided. The power is supplied by batteries which are on constant charge while the ship is in service. The emergency generator control panel provides monitoring information of the emergency generator. The local panel has a number of lamps which illuminate to indicate the status of various operating parameters. The emergency generator control panel allows for selection of the operating mode and for local starting of the emergency generator. Normally the emergency generator will be selected for automatic starting so that it operates automatically in the event of the failure of the main electrical supply system. The engine should be started once a week and run up to full load monthly. Whenever the engine has been started, the fuel oil tank must be checked and refilled if the level has dropped to or below the 18 hour operation level. The gas oil tank has a capacity to allow the generator to run for 18 hours on full load. The tank has level monitoring which generates Low level alarm. The tank is larger than the SOLAS requirement so that the generator can run for longer periods before the tank requires replenishing.
Specification Engine : Maker : Type : Number of units : Number of cylinders : Cylinder bore : Piston stroke : Engine speed : Rated output : Alternator : Maker : Type : Capacity : STX Engine Co.,Ltd. KTA38DMGE Four cycle, turbocharged, direct injection 1 set 12 159 mm 159mm 1,800 rpm 768kW
Procedure to Manually Start the Emergency Diesel Engine (Using the Air Starter)
a) Ensure that the engine AUTO / MAN switch is turned to the MAN position at the control panel. b) Check the LO, cooling water and fuel as in the procedure for automatic start. c) Ensure that the air receiver is fully charged and that the air hose to the air starter is secure. d) Press the START button on the alarm control panel, the engine will now run up to speed. e) Check that the engine is running smoothly. Check the engine oil pressure, cooling water pressure and rpm, investigate any abnormalities. f) Close E /G ACB if required. g) After the run period, press the STOP button on the alarm control panel, the engine will now shut down. h) When the engine has stopped, turn the control switch to the AUTO position to restore the engine to automatic standby.
Taiyo Electric Co.,Ltd FBT 45DL-4 450V, 3ph, 60Hz, 787.5 kVA(630kW), 0.8pf
Descriptions
The emergency diesel generator is a self-contained diesel engine located in the emergency generator engine room located on the starboard side of the engine room casing, A deck. The generator set will start automatically on power failure from the main electrical supply system and couple to the emergency switchboard to maintain an electrical supply to essential services. The generator set will also be used to get the ship under power from dead ship condition. It will enable power to be supplied to essential services selectively without the need for external services such as starting air, fuel oil supply and cooling water. The engine is a 12 cylinder V-type turbocharged engine with a self-contained cooling water system. The cooling water is radiator cooled and circulated by an engine driven pump. A thermostat maintains the correct water outlet temperature from the engine. Air is drawn across the radiator by an engine driven fan. The cooling water is circulated by an engine driven pump, which also supplies cooling fresh water to the lubricating oil cooler. The engine running gear is force lubricated, an engine driven gear pump drawing oil from the integral sump and pumping it through the cooler, then through a filter before being supplied to the lubricating oil rail. The engine is normally started by air. A starting air reservoir supplies air to the starting air motor which drives the toothed rim of the flywheel by means of a pinion.
Procedure to Prepare the Emergency Diesel Engine for Automatic Starting a) Ensure that there is power at the emergency generator control panel by checking that the POWER ON light is illuminated. b) The engine AUTO/MAN switch is turned to the MAN position to prevent starting of the engine whilst checking is taking place. c) Check the level of LO in the engine sump and top up as necessary with the correct grade of oil. d) Check the level of water in the radiator and top up as necessary with clean water. e) Check the level of DO in the emergency generator DO service tank and top up as required. f) Ensure the fuel oil supply valve to the diesel engine is open. This valve is normally left open when the engine is stopped. g) Ensure that the starting battery is fully charged. h) Turn the operation switch on the emergency generator local panel to the AUTO position, this will allow for emergency starting should the main electrical power system fail. When normal electrical power is restored the emergency generator will be stopped by ships staff. i) Check the alarm panel on the control panel to ensure that there are no alarm conditions. Press the TEST and RESET buttons on the alarm control panel.
Procedure to Manually Start the Emergency Diesel Engine (Using the Electric Starter)
a) Ensure that the AUTO / MAN engine selector switch is turned to the OFF position at the control panel. b) Unbolt the air starter from its housing and replace it with the electric unit. Ensure the electric starter is secure in the housing. c) Observe all the checks as for automatic start. d) Put and hold the START-OFF toggle switch on START position at the instrument panel. e) Put the crank toggle switch to ON at the instrument panel.. f) Put the START-OFF toggle switch on START position at the instrument panel. g) Close E / G ACB if required. h) After the run period, put the STOP START-OFF toggle switch on the instrument panel, the engine will now shut down. i) Restore the air starter and set the engine to AUTO operation with the air starter.
5.3a
Emergency Diesel Generator Overview
5
6
7
8
1. Aftercooler Housing 2. Aftercooler Core 3. Aftercooler Coolant Supply
4. Aftercooler Coolant Return 5. Coolant Return to Radiator 6. Coolant Transfer Tube (Head to Head)
7. Thermostat
8. Coolant Filters 9. Oil Cooler
10. Water Pump

11. Coolant Supply from Radiator 12. By-Pass Tube 13. Coolant in Block "V"
14. Cylinder Liner
15
14
15. Cylinder Head
13
12
11
10
5.3b
Emergency Diesel Generator Alternator
10
1
24
11
12
13
14
15
16
17
18
Air
9 8
7
6
Air Air
19
20
21
23
5
4
22
1 2 3 4 5 6 7 8 9 10
AIR COOLER
11 12 13 14 15 16 17 18 19 20
TERMINAL BOX
DAMPER BAR
ROTATING RECTIFIER
FRAME STATOR CORE
21 22 23 24 25 26 27
FAN BOSS
SHAFT END BRACKET(BEARING SHIELD)

SEARCH COIL
DUCT PIECE
ROTOR CORE
BALL BEARING
Ex. ARMATURE COIL
DAMPER PLATE
STATOR CLAMPER
787.5kVA 450V 60Hz -1 4P 1800min 0.8PF BRUSHLESS AC GENERATOR
Ex. FIELD COIL

Ex. ARMATURE CORE
Ex. FRAME Ex. FIELD CORE
STATOR COIL
ROTOR COIL
ROTOR CLAMPER FAN
5.3c Emergency Diesel Generator Piping Systems 5.3c EMERGENCY DIESEL GENERATOR PIPING SYSTEM
EMERGENCY GENERATOR ROOM
SILENCER
EMERG.GEN. D.O.SERV.TK
203VPG
EMERGENCY GENERATOR SET AUTO START CONTROL PANEL
SOURCE
AUTO START RUNNING STAND-BY L.O. LOW PRESS. ALARM
START FAIL L.O. HIGH TEMP. ALARM
OVERSPEED TRIP BATTERY CHARGER FAIL
L.O. LOW PRESS. TRIP C.F.W. LOW PRESS. ALARM
C.F.W. HIGH C.F.W. HIGH TEMP. TEMP. TRIP ALARM
228VPL
LAMP & BELL TEST
"AFTER ENGINE OVERSPEED LOCAL ENGINE PANEL SWITCH (OFF-RUN-START) MUST BE PUT TO OFF AND THEN BACK TO RUN POSITION TO RESET"
START
STOP
RESET
ENSURE SWITCHES ARE RETURNED TO "AUTO" AFTER TESTING
T
LAL 729
BELL STOP
POWER SOURCE
ON OFF
MANUAL - AUTO
MAN AUTO
E/G Mode - Test Mode
E/G
TEST
210VPB
EM'CY TRIP
(PUSH LOCK TURN RESET)
FS
202VPG
EMERG. GENE. ENG.

AIR CLR F.W.HTR
T
PISTON CLG
211ZPD
T/C
401VPL
RADIATOR
CORROSION RESISTOR
PAL 358
PAL 364
START AIR RESERVOIR
CT
MAIN BRG
DU
ESD TAH 358 363

T
PISTON CLG
AIR CLR
T/C
PAL 754
EX
H.
F.W.HTR
CORROSION RESISTOR
OIL PAN
TAH 366
S
L.O.CLR AIR MOTOR
431VPE
L.O.PUMP INJECT. PUMP
432VPE 433VPE
F.W.PUMP F.O.PUMP
PAL 363
423VPE 201VPG 424VPE 402VPL 425VPE
149VPE
412VPE
START.AIR COMPRESSOR
302VPL
COFFERDUM
CONTAMI. DRAIN F.W. SERV. TO OVERFLOW TK G.S. AIR D/G START AIR 1.0MPA STM
TO G/E D.O. SERV. TK FROM D.O. TRANS. PUMP
5.4a

EG
Restrictions on the circuit braker operation

(1) Up to three (3) of CM1, CM2, BTC1 and BTC2 are permitted to close in order to prevent "Loop" distribution system. (2) Only one (1) of closing condition, EG, SC, BT-LE1 AND BT-LE2 are permitted to prevent parallel running with Ship's service generators and shore generators. (3) SC is not permitted to close during Ship's generator running. When the vessel supplies the power to another vessel, this interlock must be released by selecting "Ship to ship from SWBD" mode at shore connection panel of ESB. (4) Up to three (3) of TM1, TM2, BT-LM1 and BT-LM2 are permitted to close in case of one (1) or both of BT1 and BT2 open condition. All of TM1, TM2, BT-LM1 and BT-LM2 are permitted to close allow supply changeover without a blackout of LVMSB in case of both of BT1and BT2 closed condition. If the ring main condition (all of TM1,TM2, BT-LM1 and BT-LM2 are closed) continuous for one (1) minute, an alarm activates on the ICAS as a cution for the operator. (5) The ICAS does not allow to operate T/G1, T/G2, E/G, BT1, BT2, BT-EL1, BT-EL2, EG and SC.
EM'CY SWBD ESB
EG
450V
BT-EL2 BT-EL1
SC
D/G2
SCB
Shore Connection Box
T/G2
T/G1
D/G1
LE2
NO.2 440V SWBD LVMSB2 450V

BT-LM2 TM2
NO.2 6600V SWBD HVMSB2 6600V

TRM2
DG2
TG2 BT2 BT1
TG1
DG1
NO.1 6600V SWBD HVMSB1 6600V
NO.1 440V SWBD LVMSB1 450V

TM1 BT-LM1
LE1
MC2
MC1
TRM1
EM'CY 220V FEEDER

ST ST Starter ST ST
T31HV2
WSP
Water Spray pump
BP No.2
Ballast Pump
Ballast Pump
BP No.1
BP No.3
T31HV1
Galley & Laundry Equipment NO.2 GSP
Galley Equipment NO.2 CARGO SWBD HVCSB2 6600V NO.1 CARGO SWBD HVCSB1 6600V
ST ST
NO.2 GSP
CM2 BTC2
CM1 BTC1
ST
ST
ST
ST
ST
ST
Cargo Pumps 4 sets
CP
VRC No.2 Vapour Return

Compressor
No.1 Vapour Return Compressor
VRC
CP
Cargo Pumps 4 sets
No.2 CARGO GSP
No.1 CARGO GSP
NO.4 GSP
NO.3 GSP
5.4.1
Electrical Equipment
6.6 kV Main Switchboards The 6.6 kV main system consists of two switchboards, connected by two transfer breakers. The 6.6 kV main switchboard is arranged in two interconnected sections. To enhance the security of supplies, each section is located in a separate switchboard room in the engine room. Each section consists of a bus-tie panel, diesel generator panel, turbo generator panel, synchro. panel, feeder panel and transf. panel. The 6.6 kV main turbine generator panels and 6.6 kV diesel generator panels are equipped with an ammeter, voltmeter, active power meter (kW), reactive power meter (kVAR) and power factor meter. Each feeder panel can supply electrical power to the cargo and 440V switchboards, and starters for motor drives of the ballast pumps and water spray pump as shown on diagram. These feeder circuits are sized to accept the full load requirements of the respective switchboards, and so provide total redundancy should any one feeder panel be unavailable due to a fault. Off-load disconnecting switches are provided between each generator section. 440V Main Switchboards The 440V main switchboard is arranged in two interconnected sections. To enhance the security of supplies, each section is located separately from the 6.6 kV main switchboard partitioned with wire net wall in the switchboard room. The port and starboard 440V main switchboards feed the emergency switchboard and also the accommodation and engine 230V feeder panel via 450 / 240V transformers. Each 440V and 230V distribution circuit is protected against over current and short circuit by a molded case circuit breaker. These are fitted on the switchboard or panel board with inverse time over current and instantaneous short circuit trip units enclosed within the casing. Group starter and distribution boards are provided in suitable locations to supply the various powers, heating, lighting, communication and navigation equipment throughout the vessel. It is possible to perform a cold start of the vessel, that is, from total blackout, by back feeding from the emergency switchboard to the main 440V switchboard. This will provide sufficient power to start the necessary equipment to enable running of the turbine generator. (See 5.4.2 Main Switchboard and Generator Operation).
Generating Plant The electrical power generating plant consists of the following : Main Steam Turbine Generator No. of units : 2 sets Rating : 6,600V, 3ph, 60Hz, 4,000 kVA, 0.8pf Main Diesel Generator No. of units : 2 sets Rating : 6,600V, 3ph, 60Hz, 2,000 kVA, 0.8pf Emergency Diesel Generator No. of units : 1 sets Rating : 450V, 3ph, 60Hz, 787.5 kVA, 0.8pf Only one steam turbine generator is used during normal sea going conditions. Two generators are required when manoeuvring, using the vapour return compressors and unloading cargo. Power Distribution System
The power distribution network consists of two 6.6 kV switchboards, two 6.6 kV / 450V cargo switchboards, two 440V switchboards, the 440V emergency switchboard, one engine room 230V feeder, one accommodation 230V feeder and one 230V emergency feeder.
The normal operating condition of the network is as follows :
The load sharing of the both turbine generators is controlled from the Integrated Control and Automation System (ICAS). The ICAS is fed from its own dedicated Uninterruptible Power Supplies (UPS), which are in turn fed from the main and emergency 230V networks.
The main control voltage for the operation of the 6.6kV main switchboards is 230V AC and 110V DC supplied from a separate freestanding 110V DC UPS with battery banks.
Emergency Switchboard The emergency switchboard is located in the emergency switchboard room. The switchboard is normally fed from one section of each 440V main switchboard and with facility to supply the power from emergency generator.
The port and starboard 6.6kV main switchboards will be linked, i.e. the bus-tie breakers will be closed effectively forming one 6.6kV main switchboard. One or both of the turbine generators and/or the diesel generator can feed the network. The port and starboard 6.6 kV cargo switchboards are fed from the breakers on the port and starboard 6.6 kV main switchboards. The 450V feeder for cargo auxiliaries are fed via the port and starboard High Voltage (HV) 6,600 / 450V cargo service transformers. The port and starboard 440V main switchboards are fed via the port and starboard High Voltage (HV) 6,600 / 450V engine service transformers respectively. The engine room and the accommodation 230V feeders can both be fed via Low Voltage (LV) 440 / 230V transformers from the port and starboard 440V main switchboards. Control of the safety interlocks is provided by the Power Management System (PMS) to prevent an undesirable closed loop in the network on the primary side of the main transformers. If in local control, the breakers are interlocked to prevent this situation.
Cargo Switchboards The 6.6 kV and 440V cargo switchboard is arranged in two interconnected sections. To enhance the security of supplies, each section is located in a separate room on the upper deck in the accommodation. Each 6.6 kV cargo switchboard section consists of a bus-tie panel, 6,600V feeder panel. Each 440V cargo switchboard section consists of feeder panel.
Each 6,600V feeder panel supplies the power to starters for motor drives of the cargo pumps and high duty gas compressors and 450V cargo switchboard for low duty gas compressors and cargo auxiliaries services via 6,600 / 450V transformers.
Large Motor Starters In the port and starboard 6.6kV main switchboards, all incomers and feeder breakers/vacuum contactors are equipped with an earthing switch on the field side for maintenance purposes. The earthing switch is mechanically and electrically interlocked with the breaker, preventing the breaker from being closed if the earthing switch is connected and vice versa. The 6.6kV bow thruster motor is started and stopped using an auto-transformer starter. The 6.6kV cargo pumps have starting and bypass contact systems as well as a soft starter group start.
The tie lines provide both redundancy and supply continuity in the event of any system failures.
5.4.1
Electrical Equipment
Power Management System (PMS) The PMS controls the load sharing of the turbine generators and the starting, connecting and load sharing of the diesel generator. In the event of a blackout the diesel generator will start automatically if set in standby operation, and feed the main switchboard. If both diesel generators fail, the emergency generator will start automatically and feed the emergency switchboard. The PMS can start and stop the main diesel generator to provide extra generating capacity as required. The steam turbine generators cannot be started and stopped automatically due to the nature of their local starting and stopping procedures.
Standard Motors The 440V motors are generally of the squirrel cage induction type with a standard frame designed for AC 440V three phase 60Hz supply. The exceptions are the motors for domestic services and small capacity motors of 0.4kW or less. Where continuously rated motors are used, the overload setting ensures the motor trips at 110% of its full load current by an ambient-compensated over current relay of thermal type with three current elements. The motors in the engine room are of the totally enclosed fan cooled type.
440V Starters The 440V starters are generally of across-the-line type. All the group starter panels are situated in the main switchboard rooms, with the exception of the deck group starter panels.
The PMS performs the following main control functions :

1) 2) 3) 4) 5) 6) Generator control and monitoring Load dependent start Blackout restart Load sharing/net frequency control Start blocking of heavy consumers Preferential trip
Sequential Restarting Essential service motors, which were in service before a blackout, are started automatically on recovery of the main bus voltage or emergency bus bar voltage. They will start according to the predetermined restarting sequence. Motors that were selected for duty before the blackout are automatically returned to duty after the blackout. Similarly, motors selected for standby are automatically returned to standby. (See 5.4.6 Preferential Tripping and Sequential Restarting)
The generator PMS has the following facilities : 1) Short circuit, over current, overload and reverse power tripping protection for the generators and network via operation of the circuit breaker, circuit breaker under voltage trip or network preferential trips 2) Power, voltage, frequency and current measurement (local and remote) of the generators and main bus / network
Preference Tripping
Non-essential loads are interrupted automatically in the case of an over current on any one of the main generators. This provides continuity of supply to the essential consumers. (See 5.4.6 Preferential Tripping and Sequential Restarting)
3) Earth monitoring 4) Control of the number of running generators in accordance with the ships power demand 5) Automatic blackout restart and connection of generators 6) Adjustment and storage of operational values, settings and alarms via panel display and keypads 7) The blocking of large motors until the number of running generators is sufficient to supply the motor start current and ships power demand. In this case, the standby diesel generator is started and synchronized automatically and shut down once the low demand is re-established. 8) Frequency, automatic control ensures the supply frequency remains at 60Hz independent of the load.
5.4.2
Main Switchboard and Generator Operation

Transfer Circuit Breakers The transfer breakers can be operated from the switchboard (local control) and from the ICAS (remote control). Local and remote selection is done via separate buttons on the switchboard front panel. The bus-tie breakers will operate in pairs. Check synchronizers are provided for synchronizing the breakers when voltage is present on both sides of the breakers. Upon a close command from the operator station, the ICAS will activate the synchronizing unit which will perform engine speed adjustment and carry out volt / frequency / phase check before closing the breaker. If one or both sides of the bus-tie breaker are without voltage when the close command is given, the check synchronizer is bypassed and the breaker is closed immediately. The bus-tie breakers work as a pair, so if one breaker trips, the other one in the pair will be opened. In the event that both the 440V main switchboards are being fed from both the 6.6kV main switchboards, the 440V supply breakers are allowed to close. Start Blocking of Heavy Consumers When an electric motor start request is made from the ICAS, the PMS will check whether the available power is sufficient to allow a start of the electric motor. If not, a standby generator start request is given. When the capacity of the power plant is sufficient and other start conditions are fulfilled, an electric start order is given. If sufficient capacity is not reached within the time-out specified time, the motor start order is timed-out and the start has failed. The system will prevent more than one heavy consumer starting at a time. To prevent overloading the power generation plant, the PMS will start block the following consumers : 6.6kV Cargo Switchboard, Starboard Side Description Cargo pump 1, tank 1 Cargo pump 1, tank 2 Cargo pump 1, tank 3 Cargo pump 1, tank 4 HD compressor No.1 Blocking Limit 730kW 730kW 730kW 730kW 960kW
No. of Generators 2 2 2 2 2
The Electric Power Plant The electric power plant consists of two turbine generators, two diesel generators and one emergency diesel generator. These generators are controlled from the Integrated Automation System (ICAS). The two turbine generators cannot be set in standby mode and it is not possible to start them from the ICAS.
Generator Breaker Control When a generator is started and the alternator voltage is established, the alternator can be connected to the switchboard. When receiving a CONNECT command from the operator station, the Power Management System (PMS) will activate the synchronizing unit which will perform the turbine speed adjustment and volt / frequency / phase check before closing the circuit breaker. When closing the circuit breaker onto a dead bus the synchronising unit is bypassed by internal HV switchboard logic. A synchronising time-out alarm is given if the breaker is not closed within 30 seconds or 2 seconds during a blackout. In the event of an automatic start request, from the PMS or the diesel engine safety system, the synchronizing unit will be activated automatically and the generator will connect without operator intervention.
Time-Out 60 sec 60 sec 60 sec 60 sec 60 sec
Load Dependent Start / Stop The ICAS power management system will always ensure that the correct number of generators is connected, in accordance with the actual electrical power consumption. To enable the load dependent start / stop system, the load dependent start and the load dependent stop functions must be switched on and the diesel generator set to STANDBY. The load dependent start / stop function is based on the % load (kW) of the connected generator(s). The table below shows the initial parameters for the load dependent start / stop function for the diesel generator. No. of Generators Connected 1 (turbine generator) 2 (turbine generator) 3 (diesel generator) 4 (diesel generator) Start limit 1 84% 86% Delay Start time limit 2 30 sec 90% 30 sec 91% Delay time 10 sec 10 sec Stop limit Delay time
6.6kV Cargo Switchboard, Port Side Description Cargo pump 2, tank 1 Cargo pump 2, tank 2 Cargo pump 2, tank 3 Cargo pump 2, tank 4 HD compressor No.2 Blocking Limit 440kW 440kW 440kW 440kW 730kW
No. of Generators 1 1 1 1 1
Breaker Disconnection for the Diesel Generator A DISCONNECT command given by the operator will cause an automatic load reduction of the generator, provided the load sharing mode is either SYMMETRIC or ASYMMETRIC. When the generator load is less than 10% the PMS will give a signal to the switchboard to trip the generator circuit breaker. If the generator stops due to an automatic stop request, such as a low load, the generator downloading and breaker trip will be performed automatically, without operator intervention.
Time-Out 120 sec 120 sec 120 sec 120 sec 120 sec
The heavy consumers start block function can be switched on or off from an operator station. This is done separately for each switchboard. (Note : If the heavy consumers start block is switched off, the consumer will be started without checking the power available.)
Interlock of a Generator Breaker Operation The generator breaker will be blocked from closing by the PMS if any of the following conditions apply : 1) 2) 3) 4) Generator speed control in manual mode Busbar earth knife closed Generator breaker not ready Generator breaker tripped and blocked (start block must be manually reset)
65% 15 min 60% 15 min 55% 15 min
5.4.2

Load Sharing e) Run the boiler until sufficient pressure is achieved. f) Start the turbine feed water pump : Start the auxiliary circulating pump Start the main lubricating oil pump Start the main feed turbine pump panel Start the drain pump Start the main condensate pump g) Start the turbine generator : Start the UPS for 6.6kV main switchboard Start the auxiliary lubricating oil pump h) Couple the turbine generator with the emergency switchboard for load transfer, couple the secondary (440V) transformer : Switch the relay synchronizing switch to position 2 Select the breaker control for the secondary transformer supply to position 2 (local) Adjust the turbine generator frequency to match the emergency generator frequency When the green light in the synchronizing relay is lit, press the button to connect the transformer secondary supply in parallel with the emergency generator supply Disconnect the interconnection switch between the main switchboard and the emergency switchboard Change the position of the key from position 2 to position 1 at the emergency switchboard Connect the interconnection switch between the main switchboard and the emergency switchboard i) Disconnect the emergency generator : Change over of power at the emergency switchboard from the emergency generator to the turbine generator will occur automatically upon detection of normal ships supply. After 5 minutes cooling down time, the emergency generator will stop automatically. j) Normal operation with the turbine generator running: Close all consumer breakers at the main and emergency switchboards. The load sharing mode can be selected individually for each generator and is based on active power (kW) measurements. Speed increase/decrease signals are sent to the speed governor during load sharing and net frequency control. The ICAS Power Management System allows the following load sharing options : 1 Symmetrical Load Sharing In this mode, the load of the generators running in parallel will be equal with a small (1%) dead band of rated power. 2) Manual Load Sharing When the diesel generator is selected for manual load sharing, the operator can give speed increase/decrease signals to the speed governor directly from the generator operation menu on an operator station. In this mode the PMS is not performing active load sharing of the generators. Manual load sharing cannot be selected when the generator is in standby mode.
Blackout Restart In the event of a blackout on the 6.6kV switchboard, the PMS will immediately give a start order to the diesel generator, if set in the standby condition. It will be connected to the dead busbar because the synchronizing unit is bypassed by the DIRECT CLOSE signal from the PMS. If there is a blackout on the port and starboard switchboards, the PMS will connect the diesel generator to the starboard switchboard. All circuit breakers are equipped with undervoltage relays and the PMS will reconnect the breakers after the diesel generator has started.
Cold Start of the Vessel from the Emergency Switchboard It is possible to perform a cold start of the vessel, that is from total blackout, by back feeding from the emergency switchboard to the main 440V switchboard. This will provide sufficient power to start the necessary equipment to enable running of the turbine generator.
Load Shedding Load shedding is not part of the ICAS and will be done by the switchboard logic. An alarm will be activated in the ICAS when the load is increased to above 90%.
Procedure a) Start the emergency generator set. It should automatically start as a result of a blackout. b) Connect the emergency generator to the emergency switchboard. It should automatically connect. c) Feed the main switchboard from the emergency switchboard : Change the position of the key from position 1 (Normal) to position 2 (Feedback) at the emergency switchboard. Automatic loading of the spring on the breaker for interconnection with the main switchboard in the emergency switchboard panel. Automatic connection of the interconnection breaker to the main switchboard located in the emergency switchboard panel
Turbine Generator Power Management System

Turbine Generator Control and Alarm Monitoring Unlike the diesel engine, the turbines must be started locally. The control from the ICAS is similar for both turbine generators and consists of the following main control functions : 1) Boiler Interaction When the boiler steam pressure drops to below 4.9 MPa, stem drum level rises to 150mm from normal or both boilers trip, an alarm will be activated and the diesel generator standby start will be initiated. 2) Monitoring of the Turbine and Generator The monitoring includes : LO temperatures and pressures of the turbine, gearing and generator bearings Generator winding temperatures 3) Turbine Stop A normal stop sequence of the turbine can be caused by : A stop request from the ICAS operator station after the generator has been downloaded to 10% load and the breaker has been disconnected The safety system of the generator is activated
WARNING
Before feeding the main switchboard from the emergency switchboard, all consumer breakers from the main switchboard and emergency switchboard must be open. d) Start one boiler : Start the control air compressor Start the cold start feed water pump Start the forced draft fan at low speed Start the FO burning pump Start the boiler gauge board Start the seal air fan Start the CCS fresh water pump Start the sea water cooling pump
5.4.2

Disconnect by the ICAS The breaker disconnect can be initiated when the following apply : Disconnect request from an operator station Load dependent stop (if the generator is in standby mode.) Safety system of the connected generator activated (if the generator is in standby mode.) The breaker will be prevented from disconnecting when the following apply : Breaker in local control Internal blocking (e.g. not reset after downloading time-out.) Disconnect interlocked The opening of the generator breaker is possible when : Generator load <10% of generator nominal load No interlock active Two types of load reduction can be defined for the turbine generators : 1. Ramp down (%/second) and disconnect when the generator load is <10% of the nominal load. The ramp setting is set to 2%/second ( % of nominal load). 2. Reduce the load as fast as possible and disconnect when the generator load is <10% of the nominal load. A disconnection failure alarm is given if the Circuit Breaker Opened feedback is not confirmed within 5 seconds after open command. Low steam pressure at turbine generator (will start and connect to the busbar and share the load with the running turbine generator.) High exhaust back pressure at turbine generator (will start and connect to the busbar and share the load with the running turbine generator.) High boiler water level (will start and connect to the bus bar after the generator breaker in service has tripped..) Low voltage on main bus bar (will start and connect to the bus bar after the generator breaker in service has tripped..) High voltage on main bus bar (will start and connect to the bus bar after the generator breaker in service has tripped.) Low frequency on main bus bar (will start and connect to the bus bar and share the load with the running turbine generator.) Circuit breaker abnormal on running generator (will start and connect to the bus bar and shore the load with the running turbine generator.) Over current on running generator (will start and connect to the bus bar and share the load with the running turbine generator.) In order to start the diesel engine, the ICAS gives a start signal of 10 seconds. If the engine does not start in this time, a waiting time of 60 seconds is activated before another start is attempted. If the engine fails to start, a START FAILURE alarm is sounded and the start failure must be reset before a new start can be performed. The ICAS will fail to start the engine due to start blocking if : The safety system has caused a shutdown (pre-lubrication oil pressure is low). The turning gear is engaged. Bus bar earth knife closed Safety system of the diesel generator activated Once the generator starts the voltage will normally rise to 6,600V before the generator is available to connect to the busbar. The generator will be downloaded either automatically or manually from an operator station, to 10% of the nominal load before the breaker disconnects and the stop signal is given. If a load dependent stop is initiated, a cooling down period will be activated between the breaker disconnecting and the engine stop signal. The ICAS blocks the engine from stopping if the engine is in local control or not reset from a previously corrected alarm. A normal stop sequence of the engine can be caused by : Stop request from an operator station. Load dependent stop from the PMS if the generator is in standby mode.
Alarm Monitoring The following alarms are generated : A Disconnect Failure is given if the circuit breaker opened feedback is not confirmed within 5 seconds after the open command. An RPM Failure alarm is given if the running indication disappears while the generator voltage is normal or the generator breaker is closed. An Inconsistency alarm sounds if the circuit breaker is closed and the turbine generator is stopped. An Error alarm sounds if the turbine generator is started / stopped in remote mode without the corresponding command, or the circuit breaker position is changed without command. A Synchronizing Time-out alarm will be given if the synchronizing time exceeds 30 seconds. Upon successful start, the generator voltage would normally rise to the rated voltage. If the rated voltage is not established within the Volt / Frequency OK time-out values (10 seconds) after engine start a Voltage Not Established alarm will be given.
Turbine Generator Breaker Connect / Disconnect

Connect by the ICAS The generator breaker connect can be initiated when a connect request is sent from an operator station. The breaker must be ready before it can be closed. A Circuit Breaker Ready signal is sent to the ICAS. The generator breaker can be closed when all the following conditions apply : Turbine is running Circuit breaker in inserted position Voltage established Breaker not tripped or blocked from protection relay Earth switch open Breaker in remote control No synchronization block signal Enable restart from protective devices
Diesel Generator Power Management System

Diesel Engine Control and Monitoring The diesel generator PMS consists of four main control functions : Diesel engine start / stop on request or automatically from the PMS Diesel engine safety system Control and auxiliary systems Alarm and monitoring of the diesel engine
1) Engine start and stop, on request or automatically from the PMS. The engine start sequence can be activated if it is in the standby mode and as a result of the following conditions : Start request from operator station (will start and connect to the bus bar.) Bus bar blackout (will start and connect to the Busbar.) Load dependent start (will start and connect to the busbar and share the load with the running turbine generator.) Start request from heavy consumers (will start and connect to the busbar and share the load with the running turbine generator.)
5.4.2

Generator Breaker Disconnect by the ICAS A generator breaker disconnect can be initiated as a result of the following conditions : A disconnect request from the operator station A load dependent stop (if the generator is in standby mode.) The safety system is activated (if the generator is in standby mode.) The breaker will be prevented from disconnecting when the following apply : Breaker in local control Internal blocking (e.g. not reset after downloading time-out) Disconnect interlocked Generator load >10% of the nominal load
Diesel Generator Breaker Connect/Disconnect

Connect by the ICAS The generator breaker connect can be initiated if the generator is in the standby mode and as a result of the following : When a connect request is sent from an operator station Load dependent start Start request from heavy consumer Busbar blackout Safety system of a turbine generator is activated Alarm start of any connected generator Both boilers trip
4) Alarm and monitoring of the engine.

The software generated alarms are as follows : RPM FAILURE alarm is given if the Engine Run indication disappears while the generator voltage is normal and the generator breaker is closed. START FAILURE alarm is given when the Engine Run feedback signal is not confirmed 10 seconds after the start command. DISCONNECTION FAILURE alarm is given when the Circuit Breaker Open feedback signal is not confirmed within 5 seconds after the open command. STOP FAILURE alarm is given when the Engine Run feedback signal is not lost within 60 seconds after the open command. INCONSISTENCY ALARM is sounded if the circuit breaker is closed and the engine is stopped. ERROR alarm sounds when it is in remote mode and it is started or stopped without the corresponding command, or the circuit breaker position is changed without the corresponding command. VOLTAGE NOT ESTABLISHED alarm will sound if, after a successful engine start, the voltage does not rise to 6,600V within 10 seconds. SYNCHRONIZED TIME-OUT alarm will sound if the synchronizing time exceeds 30 seconds.
The generator breaker will be prevented from closing, if a Connect Blocking signal has been activated. It can be caused by the following : Generator breaker not ready Generator breaker tripped and blocked Busbar earth knife closed Generator speed control in manual
The opening of the generator breaker is possible when : Generator load <10% of generator nominal load No interlock active Two types of load reduction can be defined for the diesel generator : Ramp down (%/second) and disconnect when the generator load <10% of the nominal load. The ramp setting is set to 2% / second (% of nominal load). Reduce the load as fast as possible and disconnect when the generator load <10% of the nominal load. A disconnection failure alarm is given if the Circuit Breaker Opened feedback is not confirmed within 5 seconds after the open command.
(Note : Circuit breaker tripped and blocked must be manually reset on 6.6 kV main switchboard before Close operation from the ICAS if possible.) The breaker can be closed when : Engine is running Circuit breaker in inserted position Voltage established Breaker not tripped or blocked from protection relay Earth switch open Breaker in remote control No synchronization block signal Enable restart from protective devices
2) The diesel engine safety system, which when activated will result in the following immediate actions : A stop command signal to the engine Emergency stop command to the engine Open command to the circuit breaker When the shutdown system has been activated, a reset command from the operator station keyboard is required before any new start of the engine can be performed.
Dead Bus Operation In the event that a blackout on the 6.6 kV switchboard is detected, the PMS will immediately give a start order to the diesel generator if set in standby mode, blackout detection units in the 6.6kV switchboard will bypass the synchronizing unit and it will be connected to the dead busbar. In the event of blackout on both the port and starboard 6.6kV switchboards, the PMS will default connect the diesel generator to the starboard side. A synchronizing time-out alarm will be given if the synchronizing time exceeds 30 seconds.
3) Control of auxiliary systems includes the starting and stopping of the prelubrication oil pump in response to the Engine Run feedback signal.
5.4.2

Procedure to Disconnect the Diesel or Turbine Generator from the Main Switchboard and Stop the Diesel Engine from the ICAS a) Click on the DG or TG icon to reveal a menu list. b) On the menu list click on the DISCONNECT button to disconnect the generator from the main switchboard. (Note : The following procedure is for the diesel generator only.) c) Before stopping, allow the engine to run for a few minutes for cooling down purposes, e.g. the exhaust gas temperatures. d) Finally, click on the DG icon to display the menu and click on STOP on the menu to stop the engine. d) Ensure that the LO pump starts when the engine stops. Transformer Feeder Functions Transformer feeders in the engine room are feeding the port and starboard main 440V switchboards via two 2,500kVA, 6,600 / 450V transformers and transformer feeder in the cargo switchboard room feeds the 440V section of the cargo switchboards via a 1,000 kVA 6,600 / 450V transformer. Two interlocks are provided on the 450V side of the transformer. The 450V incoming breaker cannot be closed before the transformer 6,600V feeder breaker is closed and if the 6,600V feeder breaker opens, the 450V incoming breaker will open. Due to the limited short circuit rating of the 440V switchboards and to prevent load transfer between the port and starboard 6,600V switchboards via the 440V switchboards there is an interlocking system between the two 6,600V transformer feeders and the 440V transfer breaker whereby only two of the three can be closed at the same time. If the two transformer feeders are closed, the transfer breaker will be open. The transfer breaker can be closed if only one transformer feeder is closed. To change the set up of the breakers, short time parallelling is allowed. The breaker to close gets a close signal and closes. If this breaker does not receive a signal that one of the other two breakers has opened within 40 seconds, it will trip. In addition to this, the 6,600V and the 440V transfer breakers are interlocked whereby, if the 6,600V transfer breakers are not closed, the 440V transfer breakers cannot close except when only one transformer feeder is closed and one open.
Procedure to Start the Diesel Generator Engine and Parallel with the Main Switchboard from the ICAS The following procedure describes how to put the diesel generator into symmetric mode, manually start it and then connect it to the 6.6 kV main switchboard. a) Ensure that the engine is ready for starting. b) At the local control panel, ensure that the selector switch is in the REMOTE position. c) At the ICAS in the MCR, select the Power Management screen and click on the DG icon to reveal a menu list. d) On the menu list click on SYMMETRIC. e) On the menu list click on START to start the diesel generator engine. f) Once the diesel generator engine has started, return to the diesel generator to ensure that the engine is running satisfactorily and without any leaks or excessive noise. g) Allow the engine to run for 10 minutes before deciding to parallel the generator with the main switchboard. h) To parallel the diesel or turbine generator, select the PMS screen and click on the DG or TG icon to reveal a menu list. i) On the menu list click on the CONNECT button to parallel the generator with the main switchboard. If on test, allow the diesel generator to be paralleled for at least 30 minutes.
Procedure to Manually Connect the Diesel or Turbine Generator to the Main Switchboard a) At the main 6,600V switchboard power management panel, turn the Remote/Auto switch to the Local/Manual position. The synchroscope lights will turn on to indicate if the generator is turning too fast + or too slow -. b) Raise or lower the speed of the generator, using the Lower / Raise switch until the synchroscope light revolves slowly in a clockwise + direction. c) Turn the CB Trip / Close switch to the CLOSE position and the generator will connect to the main switchboard when the revolving light reaches the top position on the synchroscope. d) Turn the Remote / Auto switch to the Remote / Auto position. The synchroscope lights will turn off and the power management system will control the generator to remain in parallel with the main switchboard. (Note : The selector switch Local / Auto position is similar to Remote / Auto position. After putting the switch to the Local / Auto position, the close switch must be operated to start the synchronizer. The synchronizing function (lower / raise and comparison of voltage) is still carried out by the synchronizer.)
5.4.3
Shore Power
Procedure for the Operation of Shore Power Reception The vessel is being supplied by the diesel generator. a) Isolate all non-essential services, including the sequential start system. Reduce the load at the 440V main switchboards to the absolute minimum. Set the PMS to MANUAL to ensure that the diesel generator does not start when the vessel blacks out. b) Isolate the emergency generator to ensure that it does not start. c) At the shore connection box turn the shore power switch on. d) At the both 6,600V main switchboards open breaker. Stop the diesel generator. e) At the 440V main switchboards close breaker to feed the port and starboard main switchboards. f) Proceed to supply essential services such as fire detection, lighting, etc. g) The shore supply should be closely monitored to ensure the 1,000A current is not exceeded. Procedure for the Transfer from Shore Power to Diesel Generator a) Isolate the emergency generator to ensure that it does not start. b) Isolate all non-essential services, including the sequential start system. Reduce the load at the main 440V switchboards to the absolute minimum. Set the PMS to MANUAL to ensure that the diesel generator does not start when the vessel blacks out. c) Run up the diesel generator on local control. d) At the power management panel turn the Remote / Auto switch to the Local / Manual position. e) Lower or raise the generator speed until the synchronizer light slowly revolves in the + direction. f) Turn the breaker Trip / Close switch to the CLOSE position to connect the generator to the main switchboard when the synchronizer light passes the top position. g) At the 440V main switchboards open the breaker to black out. h) At the 440V main switchboards close breaker to feed the switchboards from the main transformers. i) At the 6,600V switchboards close breaker to feed the 440V switchboards via the main transformers. j) Supply consumers as required and return the switchboards and generators to automatic operation, if conditions allow. WARNING Do not attempt to close the circuit breaker for the shore power source while the main transformers or the diesel generator are supplying power to the main switchboards. Do not attempt to close the circuit breaker for the main transformers or the diesel generator while the shore power is supplying power to the main switchboards.
A shore power connection box of 440V is included in the emergency switchboard. It is used during dry docks and refits to provide the vessel with power from ashore when the vessels normal power generator facilities are unavailable. The maximum current rating for each shore connection is 1,000A. When the bus tie breaks control switch is selected feed back mode on emergency switchboard, power to shore connection box can supply both the 440V main switchboards. A phase sequence monitoring system is fitted on the shore supply connection box. The phase sequence should be checked before connecting shore power to the main switchboard. If the phase sequence is correct, the bright light will be lit. If the phase sequence is incorrect, the dark light will be lit. In this situation, the shore supply must be isolated and two supply phases changed over. The supply should then be re-connected and the phase sequence checked once again. When shore power is connected and operational, the 6.6kV / 450V transformer breakers will always be open. If a diesel generator starts and one of the transformer breakers close, the secondary side of 6.6kV / 450V transformer breaker cannot close.
5.4.4
Main Alternators
Bearings ICAS Alarms Turbine Driven Alternator Tag No. Description 241 Bearing turbine side 242 Bearing free end 243 Winding U 244 Winding V 245 Winding W 249 Air cooler FW leak 259 Load current Diesel Driven Alternator Tag No. Description 311 Bearing turbine side 312 Bearing free end 313 Winding U 314 Winding V 315 Winding W 316 Air cooler outlet air 317 Air cooler outlet FW 307 Air cooler FW leak 329 Load current
Steam Turbine Driven Alternators Maker : Taiyo Electric Co.,Ltd. Type : HPW 65B-4 Capacity/rating : 6,600V, 3ph, 60Hz, 4,000 kVA, 350A, 0.8pf, IP44 Speed : 1,800 rpm Weight : 13,900kg Heating : 220V, 726W
The main bearings are of the self-lubricating sleeve type using oil ISO VG68 for turbine generator and SAE #40 for diesel generator. The bearings also have PT100 temperature sensors which can be monitored from the ICAS screen mimic and will raise alarms when the temperature set points are exceeded. One bearing is of insulated type to prevent harmful circulating current.
High 85C 85C 125C 125C 125C 297A
Diesel Driven Alternator Maker : Type : Capacity/rating : Speed : Weight : Heating :
Taiyo Electric Co.,Ltd. HPW 558C-10 6,600V, 3ph, 60Hz, 2,000 kVA, 175A, 0.8pf, IP44 720 rpm 10,000kg 220V, 726W
Electrical
The alternator output voltage is kept constant by a microprocessor based automatic voltage regulator (AVR). The alternators employ the Automatic Voltage Regulator which precisely controls the output voltage of the alternators by controlling the amount of current supplied to the exciter field. One turbine alternator will provide electrical power under normal conditions at sea and in port, with the diesel alternators on standby. During standbys, manoeuvring or cargo operations, two turbine alternators will be on load supplemented by the diesel alternator if necessary.
Description
Two main steam turbine generators and two diesel generator are fitted. They are all of the totally enclosed, cylindrical rotor, self-excited, brushless type fitted with an integral air to fresh water cooler. Generator cooling is provided by passing air over the integral fresh water cooler, using a closed circuit air supply. The cooler is constructed of double tubes, the outer tube has internal grooves. The grooves drain any leakage water from the primary tubes, which is drained out via a clearance between the primary and secondary tube plate to the leakage detector, which will raise an alarm via the ICAS alarm system. Space heaters are fitted which are energised when the generator vacuum circuit breakers are open. These protect against internal condensation during shutdown periods. Nine PT100 sensors are embedded in the stator to monitor the temperature in each phase winding, six are active and three are spare. These temperatures can be monitored from the Integrated Control and Automation System (ICAS) screen mimics and will raise alarms when the temperature set points are exceeded.
High 85C 85C 125C 125C 125C 49C 43C 148A
Emergency Cooling
If the cooling system fails, the alternator may still be run on reduced load the emergency ventilation in place, as follows ; a) Open all side cover plates on both sides of the alternator b) Remove the plates but do not remove the nets behind them. c) Close the emergency cooling plate on the top of the generator to block the top module air flow. During emergency cooling the alternator protection is lowered to IP 21, therefore the ingress of dirt must be kept to a minimum. The winding temperatures must be closely monitored when operating in this condition.
5.4.5
Emergency Alternator
Taiyo Electric Co., Ltd. FBT 45DL-4 450V, 3 phase, 60Hz, 787.5kVA, 1010A, 0.8pf, IP44 1,800 rpm 4,780kg 220V, 645W Manual Operation: Generator Start and Connection onto Dead Bus a) The emergency generator interlocks are normal, the engine is ready to start. b) The emergency generator operation switch is set to MAN at the generator engine control panel. c) Put and hold the START-OFF toggle switch on START position at the instrument panel for 3 to 10 seconds and put the crank toggle switch to ON. d) When the emergency generator speed reaches approximately 350 rpm, the electric starter will disengage automatically. The engine controller will stop further start attempts. e) Select CLOSE of ACB control switch on emergency switchboard. f) The emergency generator will now supply the emergency switchboard 440V busbar. Manual Stop of the Emergency Diesel Engine a) Normal ships power has been restored and the emergency switchboard is being supplied from either the port or starboard 440V main switchboard. The operator selector switch is in the MAN position. b) At the Selco M2000 control panel (or the remote stop pushbutton), press the START / STOP pushbutton until 'INOPERATION' starts flashing slowly. c) When 'INOPERATION' starts to flash slowly, the stop solenoid will remain energized for approximately a further 50 seconds. The diesel engine cannot be restarted while the stop solenoid is energized. d) When the stop solenoid is de-energized after approximately 50 seconds, 'INOPERATION' will stop flashing and the engine is available for restart. Automatic Stop of the Emergency Diesel Engine a) Normal ships power has been restored and the emergency switchboard is being supplied from either the port or starboard 440V main switchboard. The operator selector switch is in the AUTO position. b) As soon as a stop signal is received, 'IN OPERATION' on the Selco panel will start to flash slowly to indicate acceptance of the stop signal but the engine will continue to run for approximately 2 minutes to cool down. c) After cooling down, the engine speed will be decreased to approximately 450rpm and the stop solenoid will be energized for approximately 50 seconds. d) At the end of 50 seconds, the stop solenoid will be de-energised and 'IN OPERATION' will stop flashing and the engine will be available for restart. Emergency Generator Testing Emergency generator sequence test button is provided in the emergency switchboard. Following emergency generator start sequence can be confirmed by pushing of the test button. a) Trip bus tie breaker for LV main switchboard, and initiate black out. b) Start emergency generator. c) Close E / G ACB after 30sec. from bus tie breaker trip. d) Emergency generator is unload running, in case the bus tie breaker is recovered within 30 sec. by ships staff. Back-Feeding from the Emergency Switchboard to the 440V Main Switchboard It is possible to perform a cold start of the vessel from total blackout by back feeding from the emergency switchboard to the 440V main switchboard. This will provide sufficient power to start the necessary equipment to enable running of the turbine generator.
Maker : Type : Capacity/rating : Speed : Weight : Heating : Description
A self-contained emergency diesel generator, rated at 630kW, is installed in the emergency generator room for use in an emergency or during refit. The generator is of the self-excited, brushless type and can be set for manual or automatic operation. Automatic mode will be normally selected, with the manual setting being used for testing the generator and emergency operation of the generator in the event of automatic start failure. The emergency switchboard is normally supplied from either of the 440V main switchboards. When automatic mode is selected, the emergency generator is started automatically by detecting zero volts on the emergency switchboard bus bars. The emergency generator circuit breaker will connect automatically to the emergency switchboard after confirming the continuation of no-voltage. The bus tie breakers on the emergency switchboard, which connect to the 440V main switchboards, are opened automatically when zero volts is detected on the emergency switchboard. The emergency generator will supply the emergency switchboard 30 seconds from zero volts being detected at the emergency switchboard. The alternators automatic voltage regulator is located within the emergency switchboard. There is a potentiometer at the generator cubicle to enable the voltage to be manually adjusted. The generator is fitted with a space heater to prevent condensation when the generator is stationary or idling. The heater is interlocked with the generator circuit breaker. The generator has sufficient capacity to enable the starting of the required machinery to power up the vessel from a dead condition.
Emergency Generator Automatic Start and Automatic Breaker Closure onto Dead Bus a) The emergency generator interlocks are normal, the engine is ready to start. b) The emergency generator operation switch is set to AUTO at the generator engine control panel. c) The Emergency switchboard bus-tie breaker opens due to a zero volt situation (440V switchboard blackout). d) The emergency switchboard bus voltage drops to zero, the emergency generator receives a start command. e) The generator starts via its air starter and 'RUNNING' on the generator engine control panel. will flash. f) When the emergency generator speed reaches approximately 550 rpm, the air starter will disengage automatically and ' RUNNING ' will be lit constantly.
g) If the emergency switchboard bus voltage is still zero, the emergency generator breaker closes. The emergency generator now feeds the emergency switchboard. Emergency Generator Failure to Start in AUTO Should the diesel engine fail to reach 350 rpm within 25 seconds from the time of the first start, a second automatic start attempt will be made. Should the engine not start, a third attempt is made. At the third failed start, 'START FAIL' on the generator engine control panel will be lit and any further attempt to start the engine is blocked. To restart again with 3 start attempts press the RESET pushbutton twice. Main Switchboard Power Restoration Upon restoration of normal power, changeover from emergency power to normal power will occur automatically. The emergency generator will then continue to run unloaded for a cooling down period of approximately 2 minutes before stopping automatically.
5.4.6
Preferential Tripping and Sequential Restarting
Preferential Tripping The power management system matches the generator capacity to the power requirements of the vessel. However, should a main generator or main transformer be overloaded for a set period of time, certain service groups will be disconnected. If the overload occurs in the 440V services (main transformers), the disconnection is detected by an overload relay in the following sequence : 1) 2) If the main transformers experience a 105% overload for a period of 30 seconds (high winding temperature), Case-A will be initiated. If the running generator. experience a 105% overload (over current), Case-B will be initiated. POS.OF STOP
HVCSB1 HVCSB1 HVCSB1 HVCSB1 HVCSB1 HVCSB2 HVCSB2 HVCSB2 HVCSB2 HVCSB2 LVMSB1 LVMSB1 LVMSB1 LVMSB1 LVMSB1 LVMSB1 LVMSB2 LVMSB2 LVMSB2 LVMSB1 LVMSB1 LVMSB1 NO.1 C.TANK NO.1 CARGO PUMP NO.2 C.TANK NO.1 CARGO PUMP NO.3 C.TANK NO.1 CARGO PUMP NO.4 C.TANK NO.1 CARGO PUMP NO.1 VAPOUR RETURN COMPRESSOR NO.1 C.TANK NO.2 CARGO PUMP NO.2 C.TANK NO.2 CARGO PUMP NO.3 C.TANK NO.2 CARGO PUMP NO.4 C.TANK NO.2 CARGO PUMP NO.2 VAPOUR RETURN COMPRESSOR NO.1 STEER ENG. RM ROOM HEATER NO.1 AIR COND.UNIT NO.1 SW.BD RM PACK.AIR COND. NO.6 DECK MACHINE NO.9 DECK MACHINE NO.2 STEER ENG. RM ROOM HEATER NO.2 AIR COND.UNIT NO.2 SW.BD RM PACK.AIR COND. ELEC. & INST.WORK SHOP PACK. AIR COND. NO.7 DECK MACHINE NO.8 DECK MACHINE NO.10 DECK MACHINE
Case-A
Case-B

Case-C
POS.OF STOP
GSP3 GSP3 FWDDA FWDDA FWDDA FWDDB FWDDB WRKDB WRKDB WRKDB WRKDB WRKDB WRKDB WRKDB WRKDB WRKDB WRKDB WRKDB PP42 PP42 PP42
NO.1 SANITARY SPACE EXH.FAN NO.2 SANITARY SPACE EXH.FAN
Case-A

Case-B

Case-C
If the overload occurs in the 6.6 kV services, the disconnection is detected by the power management system with the following sequence : 3) If the overload (over current) is maintained on the running main generator after Case-B activation, Case-C will be initiated.
NO.1 DECK MACHINE NO.4 DECK MACHINE NO.1 FWD STORE RM HEATER NO.5 FWD STORE RM HEATER NO.2 FWD STORE RM HEATER ELECT.ARC WELDER LATHE PEDESTAL GRINDER PEDESTAL DRILL MACHINE COMB.BORING / MILLING MACHINE. W / SHOP WELDING SPACE EXH.FAN ENG.WORK SHOP PACK.AIR COND. LABORATORY PACK.AIR COND. TEST PANEL ELECTRIC HOIST PLASMA CUTTER NO.1 EL.EQUIP RM PACK.AIR COND. NO.1 CSB RM PACK.AIR COND. NO.2 CSB RM PACK.AIR COND.
5.4.6
Preferential Tripping and Sequential Restarting

Blackout Restart (UVR Auxiliaries) The following auxiliaries will restart automatically according to the table below. These auxiliaries are arranged for step wise sequential restart for avoiding the disconnection of generator breaker due to the rush current at start. (UVR : when the switch of auto start / stop is set at Auto position) Time Delay A. 0 sec. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 Lighting Radio. Navigation & I.C. equipment Instrumentation Miscellaneous Steering gear Lift Control oil pump Stern tube L.O. pump T/G L.O. priming pump D/G L.O. priming pump Main feed water pump aux. L.O. pump Cargo & ballast V. control hyd. oil pump Engine room bilge pump Hot water circulation pump Gland exhaust fan Boiler flame eye seal air fan Comp. motor room supply fan W/H & CCR unit cooler fresh water pump Electric heat trace & room heaters Package air conditioners kW 161 1 2 3 4 Time Delay C. 10 sec. Aux. L.O. pump Main cooling sea water pump Vapour return comp. L.O. priming pump Fuel gas comp. L.O. priming pump Time Delay D. 15 sec. Fresh water pump Drink water pump No.1 & 2 E/R supply fans Drain pump Vacuum pump Vent duct exhaust fan Time Delay E. 20 sec. No.3 & 4 E/R supply fans Time Delay F. 25 sec. No.1 Forced draft fan Time Delay G. 50 sec. No.2 Forced draft fan Time Delay H. 75 sec. No.1 main air compressor Time Delay I. 80 sec. No.2 main air compressor Time Delay J. 85 sec. No.3 main air compressor kW 37 55 2.5 2.5 kW 11 5.5 30 22 22 3.7 kW 30 kW 130 kW 130 kW 75 kW 75 kW 75 Time Delay M. 110 sec. F.O. pump room exhaust. fan F.O. heating room exhaust. fan Emergency. fire pump room supply fan Steering engine room supply fan CO2 bottle room exhaust. fan (cargo mach room) Under deck pass. supply fan Cargo machinery cooling fresh water boost pump kW 1.5 1.5 0.4 7.5 0.4 5.5 5.5 Time Delay K. 90 sec. Main or aux. circulating pump D/G starting air compressor kW 80 5.5
Sequential Restarting Blackout reconnection of breakers will only be necessary for the transformer supply breakers and the 440V switchboard incoming breakers. The transformer breakers will be reconnected immediately after voltage is restored to the 6.6 kV switchboard, the 440V incoming breakers will be delayed .(Note : The reconnection will be timed out if voltage is not established on the main bus within 120 seconds.)
1 2
90 15 2.2 0.75 3.7 2.2 1 5.5 1.5 1.5 1.5 3.7 5.5 5.5 230 19.1
1 2 3 4 5 6
1 2 3 4 5
Time Delay L. 95sec. F.O. burning pump Fire fight fresh water pump Fire line press. pump Engine room exhaust fan Cargo machine room exh. fan
kW 15 7.5 11 18.5 11
1 2 3 4 5 6 7
1 2 3 4
Time Delay B. 5 sec. Main condensate pump Central cooling fresh water pump D/G cooling fresh water pump D/G cooling sea water pump
kW 45 55 7.5 22
5.4.7

ICAS UPS Units The output from the UPS is fed to Power Distribution Units (PDU). The power distribution units in turn supply the process control stations and the operator stations of the ICAS. A manual bypass switch in the UPS allows the user the opportunity to isolate the UPS from the load. This is achieved by first putting the UPS in static bypass by entering the configuration mode using the front panel and scrolling down to the Manual Bypass option. Refer to the UPS operational manual for further information. To operate the manual bypass switch : a) Make sure that the load is being fed by the mains input of the UPS and not the batteries. b) Verify that there is now no AC input into the cabinet. c) Turn the manual switch to the Bypass position. This will cause a short break in the output feed. To reinstate the UPS : a) If maintenance has been carried out on the UPS or batteries, ensure that all connections have been carried out correctly. b) Turn the manual bypass switch to the UPS position. This will once again result in a short break in the output feed. c) Confirm that output voltage is present on the load circuit breakers. WARNING The manual bypass switch should only be operated by qualified and trained personnel. Incorrect procedure may result in a breakdown of the load feed. The front of the UPS unit contains an LCD panel, three buttons and four LEDs. The three buttons are : UP / DOWN SCROLL button ON / OFF button ENTER button The four LEDs are : UPS ON ON BATTERY ON BYPASS ALARM (green) (yellow) (yellow) (red) By use of the LCD panel, the UPS settings and current state of the batteries can be viewed. Use the UP / DOWN SCROLL button to scroll through the settings : O/P VOLT = xxx.xV : O/P Cur = x.xA : O/P Power = xkW : O/P FREQ = xx.xHz : BYPASS VOLT = xxx.xV : I/P VOLT = xxx.xV : BAT VOLT = xx.xV : BAT Cur = x.xA : INT TEMP = xx.x Back Up Time = xxxxM : Output voltage Output current Output power Output frequency Bypass voltage Input voltage Battery voltage Battery current Interval temperature Battery backup time
The ships battery / Uninterruptible Power Supply (UPS) systems are as follows : 1) General 24V DC power is supplied from 24V DC Battery and the emergency switchboard 440V section. 2) The radio / GMDSS equipment has its own 24V battery back-up system. 3) The ICAS is fed from two UPS units of 100V AC. No.1 is fed from 204V DC battery, No.1 low voltage main switchboard 440V section or the emergency switchboard 440V section and No.2 is fed from 204V DC battery, No.2 low voltage main switchboard 440V section or the emergency switchboard 440V section 4) General 220V AC UPS unit is supplied from two 204V DC Battery and each battery is connected with No.2 low voltage main switchboard 440V section and the emergency switchboard 440V section. 5) Four 110V DC Battery chargers are installed for control of the 6.6kV high voltage main switchboards breakers. Two of them are fed from 110V DC Battery and No.1 and No.2 low voltage main switchboard 440V section respectively and the remains are fed from 110V Battery and the emergency switchboard 440V section, as back-up system for the formers. 5) The emergency generator starter has its own 24V battery back-up system for the emergency generator starting arrangements. The batteries are normally on a floating charge with the rectifier supplying the load. The batteries are maintained by the charger in a fully charged state. The charging panel contains three meters, one voltmeter measuring output voltage, one output ammeter which measures the current that the load is consuming and one insulation level meter. There is also a DC insulation measuring relay mounted on the front of the rectifier. This measures the insulation with respect to ground of both the positive and negative legs. When one of these legs falls below the limit set by controls on the front of the unit an alarm is activated. Activation of any of these alarms will generate an alarm in the control room.
The UPS uses an Advanced Battery Management (ABM) technology which doubles the life of the batteries compared with normal trickle charge systems. ABM uses a three stage charging technique which not only doubles battery life but also optimises battery recharge time. Batteries can be replaced without powering down the UPS. Emergency Generator Batteries Two battery units, one for electric starter, the other for black start control, are charged from each bulkhead-mounted battery charger located in the emergency generator room. The charging power is supplied from AC 220V emergency feeder panel (EF220). The charger is fitted with an ammeter and voltmeter to monitor the charging supply. The boards and chargers are designed for continuous operation and are practically maintenance free. However, the units should be kept clean and dry and a visual inspection of connection integrity, cable condition etc, made once a year. At this time the charging voltages should be checked using a high quality digital voltmeter. All batteries should be kept clean and dry. The battery poles and connections must be kept covered with acid free vase line. The cell voltages should be checked and logged once a month and the connection terminals checked for tightness once a year.
The UPS has an audible alarm feature to warn of potential power problems. When the alarm is activated, the UPS beeps in different intervals according to a particular condition. Refer to the operational manual for a full list of the fault conditions. To silence the alarm press, one of the front panel buttons. The alarm cannot be silenced for a low battery alarm.
5.4.7a

ESB EM'CY SWBD
EG
ACO
CHE
BATTERY CHA. & DISCH. PANEL FOR GENERAL USE
W/H GROUP PANEL

AC 440V 1200AH DC 24V
INTERNAL COMMUNICATION etc. AUTOMATION INSTRUMENT DC110C No.3 DC 110V BATTERY CHARGER
1200AH
DC 110V
No.1 HVCSB BREAKER CONTROL No.1 HVMSB BREAKER CONTROL
RTMC
GMDSS RADIO STATION
LVMSB1 NO.1 440V SWBD
FROM EF220
DC 24V
GMDSS No.4 DC 110V BATTERY CHARGER
200AH AC 440V
DC110D
AC6600/450V DC 110V 3300kVA
LVMSB2 NO.2 440V SWBD
AC450/105V AC 100V
UPS-1
No.1 UPS FOR ICAS
300AH AC 440V DC 204V
ICAS EQUIPMENT DC110A
No.1 DC 110V BATTERY CHARGER
AC6600/450V DC 110V 3300kVA
AC450/105V AC 100V
UPS-2
No.2 UPS FOR ICAS
HVMSB1 NO.1 6600V SWBD
300AH AC 6600V
ICAS EQUIPMENT
DC 204V
T/G1 D/G1
DC110B
No.2 DC 110V BATTERY CHARGER
DC 110V
UPSG
UPS FOR GENERAL USE
HVMSB2 NO.2 6600V SWBD
150AH DC 204V
AC 6600V
T/G2 D/G2
DC 204V
AC 220V
150AH
COS FROM AC220V ACCOMMO. FEEDER PANEL FOR MAINTENANCE
GAS ALARM ESDS GYRO COMPASS INMARSAT etc.
PART 6: AUXILIARY MACHINERY
6.1 6.2 6.3 6.4 6.5

6.1a 6.1b 6.1c 6.2c 6.3a 6.4a 6.5a
Main Feed Water Pump Distilling Plant Incinerator Nitrogen Generator System Inert Gas Generator System
Main Feed Water Pump Sectional View Main Feed Water Pump Turbine Sectional View Main Feed Water Pump Trip System Distilling Plant Systems Incinerator Nitrogen Generator System Inert Gas Generator System
Illustrations
6.1
Main Feed Water Pump

Shinko Industries Ltd. DMG100-3 3-stage horizontal, centrifugal Single stage velocity compound impulse DE 510kW 2 sets 5.88 MPa at 510C 0.17 MPa 140 m3/h at 7.84 MPa D.P. 6,600 rpm 7,3907590 rpm 7,2607460 rpm 0.40 MPa 0.27 MPa 0.32 MPa 0.100.15MPa 0.06 MPa 0.05 MPa 53C 80m 140m 0.5mm 0.7mm Woodward UG-10DM There are two shafts, one for the turbine end and one for the pump end, joined together with a gear coupling which is spray lubricated from the turbine LO system. The turbine shaft has two split white metal force lubricated bearings, one at each end with the governor end bearing incorporating a thrust bearing which allows the turbine to expand freely towards the pump end. The pump shaft is supported in a similar fashion with the thrust bearing provided in the non-drive bearing and white metal bearings which are also force lubricated from the turbine LO system. The turbine shaft is fitted with a bearing casing at both ends. In addition to the bearing support duty, the governor end bearing housing has the governor/trip casing fitted on top of it with the main oil pump fitted below the bearing casing. The bearing casing additionally serves as an oil reservoir. The oil temperature throughout the LO system is controlled by a shell and tube type oil cooler, installed independently of the feed pump. The main turbine shaft serves the additional purpose of providing power to the governor drive shaft through a worm gear. This vertical shaft is connected to a further vertical shaft through a spline coupling to drive the gear type main oil pump mounted below the turbine. The main turbine shaft further drives the eccentric ring mechanical overspeed trip at the free end of the governor side of the shaft. The turbine shaft is sealed using labyrinth packing and a gland leak-off arrangement which prevents steam leakage to atmosphere under the normal backpressure conditions experienced whilst the pump is running. The pump shaft is sealed using a floating sealing ring inside a stuffing box. This arrangement uses injected condensate to effect a seal at both ends of the pump shaft. The sealing ring arrangement allows a portion of the feed water to pass out of the pump where it mixes with the condensate sealing water before being led to the atmospheric drains tank. Small clearances reduce the amount of leakage. The sealing water also serves to cool the sealing arrangement. Sealing water passes through a water jacket prior to injection into the seal ring unit to further cool the stuffing box. Control of the feed pump is provided by a Woodward UG-10DM hydraulic governor mounted on top of the turbine drive end bearing casing. It is driven by a vertical shaft through a worm gear at about 1,000 rpm. The governor unit consists of two parts, a lower and an upper part which forms the speed detection / constant speed and speed setting mechanisms respectively. For full operating description of the governor, refer to the manufacturers manual. The output shaft of the governor is connected to the governor valve through a mechanical linkage lever which in turn regulates the steam flow to the turbine. The governor unit acts to keep the speed of the pump constant against changes in load and steam condition. The governor unit is rated to a speed fluctuation of 9% from full to no load, with the speed settling within 1% of the original speed. It can also be used to set the pump speed at any desired setting, from the local or remote positions. The governor valve also operates as the emergency stop valve though use of a hydraulic servomotor. This hydraulic servomotor holds the governor valve open through the same mechanical lever as the governor, by hydraulic pressure from the LO system against a closing spring. Should the hydraulic pressure be lost for any reason, the spring will act on the servomotor piston, closing the governor valve. The oil pressure in the servomotor can be released through either the action of the mechanical trip lever or by an electrically operated solenoid valve which vents the oil pressure back to the sump. There are several ways to activate both of these mechanisms, which include the following : The Mechanical Overspeed Trip Should turbine revolutions exceed 115% of the rated speed (at approximately 7,590 rpm), the mechanical overspeed device will operate and close the governor valve, bringing the turbine to a standstill. The mechanism comprises a spring loaded eccentric weight which is thrown outwards under centrifugal force as the turbine speed rises. The weight eventually comes into contact with a spring loaded trip lever which loses support and moves under the compression of a spring. The trip lever drops, activating a limit switch which, in turn, operates the tripping solenoid valve, venting the servomotor. This trips the pump and avoids excessive rotor stresses. The Electrical Overspeed Trip An electrical overspeed trip is fitted which detects the turbine speed from the turbine tachometer and activates the tripping solenoid when the turbine revolutions exceed 113% of the rated value (at approximately 7,460 rpm). The solenoid vents the closing servomotor, the governor valve and brings the turbine to a standstill. The High Exhaust Back Pressure Trip If the exhaust pressure should rise, the high pressure alarm will initially activate .Should the pressure rise further, a pressure switch will activate the tripping solenoid and thus stop the turbine. The trip is set at 0.32 MPa. The sentinel valve will finally activate a whistle giving warning of the pressure rise. Loss of Lubricating Oil Pressure Loss of LO oil pressure causes the same action as the high exhaust back pressure mechanical trip. This trip is set at 0.05MPa.
Specifications Maker : Pump model : Pump type : Turbine model : Turbine type : Power : Number of units : Steam conditions : Exhaust pressure : Capacity : Operating speed : Overspeed trip, mech : Overspeed trip, elec : Sentinel valve : Back pressure alarm : Back pressure trip : Operating oil pressure : Low oil pressure alarm : Low oil pressure trip : High oil temp. alarm : Vibration alarm : Vibration trip : Axial disp. Alarm : Axial disp. Trip : Governor :
Description The turbine feed pump consists of two main sections : Turbine assembly Pump assembly The turbine is a single stage velocity compound impulse type mounted on a single shaft which is directly coupled to the single pump shaft through a gear coupling. Speed control and hence differential pressure control is effected by a Woodward UG-10DM governor in combination with an integral pressure control unit. The driving steam enters the axial flow turbine through the top of the unit by way of the combined governor valve/emergency stop valve. It then passes through the steam chest and is guided to the nozzle block by way of the steam chest manifold. After expanding through the turbine wheel, the steam exhausts from the lower portion of the turbine casing directly adjacent to the nozzle block.
6.1

Turbine Extra Nozzle One turbine extra nozzle is provided to permit more efficient operation of the turbine at loads other than the normal design rated load. This nozzle is operated by a hand wheel positioned at the bottom of the unit. As mechanical wear takes place in the feed pump between rebuilds, its efficiency drops. The extra nozzle is provided to allow additional steam to be supplied to bring the pump up to rated output. It is also used when the steam inlet pressure drops or the exhaust pressure rises, bringing the pump back to its rated capacity. It is important that this valve is closed when normal operating conditions have been re-established to prevent overstressing of components. The feed pumps supply feed water to the boilers. One feed pump is sufficient to supply both boilers and the pumps are arranged as duty and standby units. At ICAS control, the feed pumps are controlled on the basis of the differential pressure between the feed pump discharge pressure and the steam pressure in the boiler steam drum. The feed pump discharge pressure is controlled to higher pressure of boiler steam drum + 1.0MPa, but the control pressure is kept minimum 7.2MPa. Failure of the feed pump recognized by low pump discharge pressure or low differential pressure case, providing the transfer conditions are met, the standby pump will automatically start. Inhibition of automatic starting is provided in the event of deaerator low-low level and by the occurrence of a blackout. Once steam is available and one of the pumps is running, it is then possible to start and stop automatically the feed pumps from ICAS.
Manual Trip The manual trip mechanism is located adjacent to the mechanical overspeed trip and uses the same tripping lever. The tripping lever is moved by the action of a separate hand tripping lever mounted adjacent to the overspeed tripping lever. This hand tripping lever is fitted with a spring operated stopper unit which prevents inadvertent operation. To activate the manual trip, the stopper mechanism is first disengaged by pulling the hand tripping lever upwards. The spring loaded stopper unit will disengage and move out of the way, allowing the hand tripping lever to be fully pushed down. This action moves the tripping lever in a similar fashion to the overspeed weight, producing the same results.
Pump assembly The pump assembly is of the three stage double volute centrifugal type, with a horizontally split casing for easy handling/maintenance. The first stage impeller is of the double suction type with the remaining two stages being only single suction. The double suction first stage allows the pump to operate with a small NSPH at very high revolutions. The double volute arrangement reduces any radial thrust load to a minimum and the whole unit is fixed at the suction end to allow expansion towards the discharge end. The mouth rings at the inlets to the impellers have double step labyrinth seals, improving volumetric efficiency. A balance piston is fitted after the final stage impeller to provide hydrodynamic balance. Any leakage water passing the lengthened seal on the balance piston is returned to the suction side via the balance pipes. This arrangement has the added benefit of reducing the pressure on the discharge side stuffing box to the suction pressure. Lubricating Oil System The main LO pump for each unit is a double helical gear arrangement, driven from the main shaft through the same worm gear arrangement which drives the governor drive shaft. The oil delivered from the main LO pump has its pressure adjusted by the regulating valve before being filtered and then cooled by the external oil cooler. The oil is then delivered to each bearing and gear meshing section where it is sprayed onto the mesh. During the start-up and standby periods, LO is supplied to the LO system by an electrically driven priming pump. This centrifugal pump is submerged in the sump and is operated by pressure switches from the priming pump starter which normally operate the pump automatically. The priming pump cuts-in at 45 kPa as the feed pump slows down, then stops at 95 kPa as the feed pump speeds up. The emergency stop hydraulic servomotor operates on main LO pressure. This has the added benefit of preventing the start of the feed pump without LO pressure. Operation of the Main Feed Water System from the Integrated Control and Automation System (ICAS) The FEED WATER SUPPLY graphic screen is used by the ICAS to control the main feed water system. Three feed water pumps are fitted, two steam driven main feed pump, and one electric motor driven cold start feed pump for initial priming of the boiler during the warming through period. The electric feed pump can be started and stopped from the ICAS but does not have any form of output control from the ICAS. Each of the two main feed pumps is fitted with a governor device which receives a 4-20mA signal from the ICAS which operates to increase or decrease the discharge pressure as required. This is achieved by regulating the steam supply to the feed pump though a governor valve fitted in the main steam supply lines, as previously described.
Manual Operation of the Main Feed Water Pumps The feed pumps can also be operated from an independent control system panel, which is installed locally by the machines. This panel automatically performs the correct start-up and stop sequences for both main feed pumps and also provide the facilities for the automatic changeover of the pumps in the event of trouble with the duty pump and control of recirculation valve. These panels will be used when the pumps are at the warmed through stage. Therefore any cold start of the pumps must be operated locally. To prepare for automatic starting, a number of manual steps must first be taken. These are as follows : a) Ensure that the instrument and gauge valves are open and that instrument air is supplied to the control units. b) Set the valves / components as per the following table. Valve
002/003VPF 012/014VPF 037/038VPF
Turbine Assembly The turbine casing is also split horizontally with the sentinel valve mounted on the upper casing. The rotor disc has two rows of moving blades attached to the periphery and has four balance holes to reduce axial thrust. The nozzle plates and stationary blades are attached to the inside face of the casing. Baffle plates are provided around the ends of the moving blades to reduce agitation losses. The blades themselves are made from stainless steel and are buffed smooth to reduce friction losses. Moving blades have an I-shaped root fixing for maximum strength and are fitted with a caulked stainless steel shroud to provide strength and impart anti-vibration characteristics. The governor valve itself is a double seated valve to eliminate any unbalanced steam forces produced by the steam flow. The wearing components are stellite coated to increase service life. A strainer is fitted at the inlet to the governor valve to protect the unit from small solid particles which become entrapped in the steam flow.
041/042VPC
Description Pump suction valve Pump discharge valve Pump warming through valve Pump sealing water supply Pump air vent Turbine line drains Turbine exhaust valve Turbine warming through valve Trip cause Governor LO cooler
Position
Open Open Open Operational Closed Open Open Open Reset Set to minimum Operational
6.1

The recirculation valve 033VPF is automatically opened by the following condition at AUTO mode. (1) (2) Plant mode is maneuvering. Both main feed pumps are run. It is assumed the one boiler is now producing sufficient steam to operate the feed pump. c) Prepare the pump side of the feed pump for use as follows and refer to the valve table on the previous page as necessary : 1) Procedure to Prepare the Feed Water System for Use and to Start a Turbine Feed Water Pump a) Start to warm through the main superheater lines to the main feed pumps. Prepare the main and auxiliary feed systems for operations including the electrical and cold start feed pump. Line up the valves as follows : Valve
001VPF 002/003VPF 031/032VPF 033VPF 036VPF 037/038VPF 025VPF 012/014VPF 051VPF 052VPF 053/055VPF 054VPF 056VPF 057/058VPF
c) Check the LO levels in the governor and the sump. d) Set the selector switch for the LO priming pump to AUTO. e) Set the selector switch for the recirculating valve to AUTO. f) Check that power is available at the local control panel and press the TRIP RESET button. All trip lights should extinguish. g) Place the local control panel position selector switch in the desired position. The control position selector switch has three positions. These are : (1) (2) (3)
MANUAL : This position is selected if it is intended to start the machine manually from the machine side. LOCAL : When this position is selected, it is possible to start and stop the feed pump using the START and STOP pushbuttons on the local panel. REMOTE : When this position is selected, control is passed to the ICAS
Ensure that the instrument and gauge valves are open and that instrument air is supplied to the control units. Check the LO levels in the pump bearings by viewing the level through the oil sight glass at the bottom of the bearing housing. Open the sealing water inlet valve so that condensate can be supplied to the pump stuffing box and check the differential pressure is more than 0.05MPa. Close the pump casing drain valve. Open fully the pump suction valve and ensure that there is sufficient suction pressure on the pressure gauge. Open the pump casing vent valve and close it when water begins to come out. Ensure that the automatic recirculation valve is fully open. Open the pump discharge valve approximately 25% to avoid a sudden load on the pump and turbine during starting. Open the pump warming through valve 037 and 038VPF.
2) 3)
screen. The ICAS screen has a selector switch which provides two starting options. These are : (1) (2)
MANUAL : This position provides manual start and stop of the feed pumps using START and STOP icons on the screen. AUTO : In this position, the feed pump is placed on standby and will start
automatically should there be an abnormal drop off in the discharge pressure of the running pump. There are several start interlocks provided for the feed pumps. If these conditions are not met, the controller will prevent the start-up sequence for the feed pump. These are as follows : Valve
002/003VPF 033VPF 041/042VPC
Description Pump suction valve Pump recirculation valve Turbine exhaust valve Trip Cause Priming LO pump
Position
Open Auto Open Reset Auto
Description Position Open Deaerator feed outlet valve Open Feed pump suction valves Open Feed pump recirculating valves Auto Feed pump recirculating control valve Open Feed pump recirculating line to deaerator Open Feed pump warming through valves Open Cold start feed pump line discharge valve Open Feed pump main feed discharge valves Open Main feed spray water to desuperheater Open Auxiliary feed spray water to desuperheater Open Desuperheater spray water control valve inlet and outlet valves Operational Desuperheater spray water control valve Close Desuperheater spray water control valve bypass Open Desuperheater spray water recirculating valves
4) 5) 6) 7) 8) 9)
d) Prepare the turbine side of the feed pump for use as follows and refer to the valve table on the previous page as necessary : 1) 2) 3) Check the feed pump lubricating oil (LO) sump for water and drain as necessary through the sump drain valve. Check the LO level on the dipstick and in the governor and top up as necessary. Open the cooling water inlet and outlet valves to the LO cooler. Start the LO priming pump in AUTO mode and confirm that the LO pressure is above 0.03 MPa. Turn the LO strainer handle several times to clean the screen. Open the drain valves on the main steam line. Open main line valves 011and 012VPA. Open the turbine casing drain valves. Open the turbine exhaust valve very slowly and carefully monitor the turbine casing pressure. When open, allow the turbine and casing temperature to rise to that of the exhaust steam temperature over a period of 30 minutes.
b) Arrange the boiler feed inlet valves as required (See 4.3.2 Main Boiler Operation). For initial filling and firing, the cold start feed pump can be used. This low duty pump is only designed to provide feed water at low pressures. It has an extra suction valve 008VPF which draws water from the distilled water tanks. This allows water to be supplied to the boilers when the condensate system is unavailable. It is important to start operation of both the deaerator and condensate systems as soon as possible to provide as much feed heating as possible to the cold system. For operating procedures for the deaerator and the condensate system, See 3.2.1Condensate Water System.
4) 5) 6) 7) 8) 9)
When all of the above conditions are met, the STANDBY indication lamp on the local control panel will light and READY and STANDBY indicators on the ICAS screen will show that the pump is available for automatic start. Automatic start is only available when the REMOTE position is selected at the local panel. The automatic sequence is controlled by the governor and involves slowly ramping up or down the speed setting. Once running, all start interlocks are disabled except trips. Once stopped, the governor speed setting is set to minimum and the STANDBY lamp ignites.
6.1

Procedure to Place the Feed Water Pump Ready for Use 10) Reset the turbine trip lever and ensure that the governor steam valve is in the CLOSED position. 11) Check that the local control panel is on MANUAL control and reset any TRIP alarms. 12) Crack open the bypass valve on the main steam supply valve. 13) Once the warming through steam has been applied for a minimum period of 15 minutes, the feed pump may now be started. 14) Open the manual steam valve gradually and run the pump up at approximately 500 rpm, ensure that water is being delivered through the recirculating line. Check for any abnormal noise or vibration in the turbine and pump. 15) Close the turbine and steam line drain valves. 16) After sufficient warming through open the manual steam valve, bringing the speed up to 70% over a period of 10 minutes, using feed water discharge pressure controller on the local panel in MANUAL mode. Press the INCREASE pushbutton to raise PV reading to equal the SV set point. 17) Ensure that the priming LO pump stops automatically. 18) Ensure that the governor has control of the turbine speed. 19) If the pump is performing satisfactorily, open the main steam inlet valve slowly until it is fully open. 20) Increase the set point on the controller to bring the discharge pressure up to the preset value (7.8 MPa). 21) Place the running pump on REMOTE control. Stopping a Feed Pump Stopping of a feed pump is normally carried out from the ICAS panel by selecting MANUAL and then pressing STOP. It is good practice to stop a running pump by using or simulating one of the trip devices, which has the advantage of testing the trip and testing the automatic start of the standby pump. After the pump has stopped, check for water leakage from the mechanical seals, this commonly occurs when the pump is stopped and takes up with the pump running. Reset the trip device and place the pump in AUTO mode as previously described. A trip of the feed pump may be caused by : (1) (2) (3) (4) Local trip i.e. high back pressure, overspeed, manual trip Excessive vibration Excessive axial displacement Low-low lubricating oil pressure With the system now operating normally it is important to make regular checks of the feed pumps paying particular attention to the following : (1) (2) (3) (4) LO level and drainage of water from the sump Leakage from the mechanical seals Correct flow of cooling water to the mechanical seals Offline feed pump is warmed-up. For the pump to be in standby the following conditions need to apply : a) b) c) d) e) f) g) h) i) j) k) All trips are reset The pump suction and discharge valves are open The recirculating line valves are open and the control valve switch is in the
AUTO position
The sealing water valves are open and sealing water is flowing All vent valves are closed All drain trap inlet and outlet valves are open and bypasses are closed Fresh water cooling valves are open to the LO cooler The LO pump is on AUTO and running Turbine warming through valve is open and turbine is turning at 700 rpm The local panel selection switch is in the REMOTE position The 24V DC supply on the control panel is set to the ON position
At the ICAS screen in the MCR : (1) (2) Move the cursor to the Change Over Mode area and click on the MANUAL / AUTO icon and ensure it is showing AUTO. The standby pump icon indicates READY To START.
Procedure for Starting a Feed Pump via the ICAS When all the above conditions are met, the operator may request to start of standby pump from graphic screen FEED WATER PUMPS.
In the event that a trip condition has existed, the operator must reset the system before a start may be attempted. Reset is not possible if the condition still exists.
Once one feed pump is running, the other feed pump can be set to standby once the feed pressure is above the automatic cut-in pressure. The procedure for placing the stopped pump on standby is described earlier in this section. It should be noted that the level in the deaerator must be maintained as both feed pumps will trip if the level reaches the low-low alarm level. The standby pump must be run at about 500rpm for warming. The driving steam is supplied through the bypass valve on main steam supply valve. Once the feed system is running, the feed water treatment system should be started at the earliest opportunity. For the procedure to operate this system, See 3.2.3 Boiler Water Sampling and Treatment System. If the running pump trips for any reason, or if the differential between the feed pump discharge pressure and the boiler drum pressure becomes too low and providing that there is no deaerator low-low level, then a standby start command is issued. The same start sequence occurs as for the operator initiated start.
6.1a
Main Feed Water Pump Sectional View

FROM CONDENSATE PUMP DIRECT TYPE PRESS. CONTROL VALVE
PART NO. NAME OF PART

1 2 3A 3B 7-1 7-2 8-1 8-2 9 10 16 17-1 17-2 18 19-1 19-2 20 21-1 21-2 21-3 21-4 22 24 27-1 27-2 27-3 38-1 38-2 38-3 39 42 46-1 46-2 46-3 46-4 46-5 46-6 47 48 49 70 73 74 77 78 79 102 103 104 110 111 112-1 112-2 113 114 120 121 372
TO SUC. PRESS.
70
20
8-1
42
77
78
47
49
22
16
24
112-1
79
21-1 27-2 19-2 17-1 112-2 38-3
17-2 21-3 27-3 21-2 46-6 46-4 46-3
49
47
102
78
8-2
77
110 21-4
10
VOLUTE CASING VOLUTE COVER PEDESTAL PEDESTAL BEARING HOUSING BEARING HOUSING BEARING CAP BEARING CAP BEARING COVER BEARING COVER PLUG IMPELLER IMPELLER IMPELLER IMPELLER SHAFT IMPELLER KEY IMPELLER KEY COUPLING KEY STAGE SLEEVE KEY SLEEVE KEY BALANCE PISTON KEY THRUST COLLAR KEY SLEEVE STAGE SLEEVE SPLIT RING SPLIT RING SPLIT RING MOUTH RING MOUTH RING MOUTH RING BALANCE PISTON BEARING METAL HOLDER HOLDER COVER SEAL RING SPRING LANTERN RING SEAL RING RETAINER GLAND BUSH FLINGER
VENT CAP
74
73
7-1
102
48
3B
46-2 372
121 46-1 46-3 46-4 46-5 46-6 21-2 38-1 19-1 38-2 27-1
18
38-3
113
39
22
46-5 46-1 372
46-2
48
7-2
42
3A
114
103 111 104 120
TO ATMOS. DRAIN TANK
COUPLING SLEEVE GEAR HUB COUPLING BOLT THERMOMETER VENT PLUG VENT VALVE OIL GUARD CARRIER RING THRUST PAD ADJUSTING RING THRUST COLLAR STAGE PIECE STAGE PIECE BALANCE BUSH OIL SEAL RING THRUST NUT PIN O-RING
6.1b
Main Feed Water Pump, Tuebine Sectinal View
6.1c
Main Feed Water Pump Trip System
Running Condition
Speed Setting Motor
Trip Condition
Speed Setting Motor
- +
Manual Adjust DC24V Source
Turbine Starter
Manual Adjust DC24V Source
Turbine Starter
Reset Button (Push Before Starting) AC440V Source AC440V Source
Reset Button (Push Before Starting)
From Main Steam Line Governor and Emergency Stop Valve
From Main Steam Line Governor and Emergency Stop Valve
+ To Turbine Nozzle
Press Switch For High Back Pressure Trip
Close
Press Switch For High Back Pressure Trip
Governor Lever
Trip Servomotor Lubricating Oil Pressure Above 0.3kg/cm2 Hand Trip Knob (Pull Before Starting) Reset Knob (Pull Before Starting)
Press Switch For Low Lubricating Oil Pressure Trip Lubricating Oil Pressure Below 0.3kg/cm2
Governor Lever
Trip Servomotor
Press Switch For Low Lubricating Oil Pressure Trip
(Pull and Push at Tripping)
Limit Switch
Limit Switch
Plug
Plug
Solenoid Valve 15% Of Rated Speed
Solenoid Valve
To Lubricating Oil Tank Overspeed Trip Orifice Overspeed Trip Orifice
Pressure Oil From Main Lubricating Oil Line (1.0 - 1.5kg/cm2)
Transmitter For Tachometer
Pressure Oil From Main Lubricating Oil Line (1.0 - 1.5kg/cm2)
Transmitter For Tachometer
6.2
Distilling Plant
Distilling Plant Cooling Sea Water Pumps Distillate from the plant is discharged to the domestic fresh water and distilled water tanks. Water from the distilling plant flows directly to the distilled water tanks and flows to the domestic fresh water tanks (fresh water tank and drinking water tank) connecting to the deck filling pipe rail via silver ion sterilizer. The distilling plant cooling sea water pumps are single-stage centrifugal type. The pump dedicated to No.2 sea water cooled distilling plant supplies the sea water for its condenser, drive water for the brine ejector system and feed water for evaporation. Because the No.1 distilling plant produces condensate from the main steam system in its condenser, the sea water pump only supplies the drive water for the brine ejector and feed water for evaporation. Distillate Pump The distillate pump is a single-stage centrifugal type that extracts the fresh water produced from the condenser and discharges it to the distilled and fresh water tanks. Salinometer The salinometer continuously checks the salinity of the produced water and the circulating water for heating. If the salinity of the fresh water produced is found to be outside the set limits, the controller will dump the out of tolerance fresh water back to the evaporator by a solenoid valve. The salinometer for the circulating water is fitted on the overflow from the circulating water tank and monitored on the ICAS. Control Panel A salinity panel is located on the evaporator vessel of the distillation plant with LCD indicators ranging from 0.5 - 20 ppm. The panel also contains a 5 ppm test function and control buttons to set the alarm point. Alarms Tag No. 912 912 837 837 Description Distilled water salinity high Circulating water salinity high Heater outlet heating water temperature high Heater outlet heating water temperature low Set point 4.0 ppm 4.0 ppm 110C 75C
Specifications Maker : Type : Model : Capacity : Number of units : Sasakura Engineering Co.,Ltd. Plate type EX-45E (condensate cooled) EX-45E (sea water cooled) 45 tons / day Each 1 set
Main Components A distilling plant consists of the following components :
Description There are two fresh water distillation plants installed and these operate at low pressure using boiler feed in the deaerator as the heat source. No.1 distillation plant is condensate cooled and No.2 distillation plant is sea water cooled. Each plant is self-contained with its own combined brine / air ejector and distillate pump. The combined brine / air ejector is driven by the distillation plant cooling SW pump (See 3.5.2Cooling Sea Water Service System) which creates a vacuum in the system in order to lower the evaporation temperature of the feed water. The feed water is introduced into the heater section through a spring operated regulating valve and is distributed into every second plate channel via the evaporation channels. The heating water which the temperature is controlled by mixing boiler feed water from the deaerator and re-circulating water is distributed into the remaining channels, thus transferring its heat to the feed water in the evaporation channels. Having reached boiling temperature, which is lower than at atmospheric pressure, the feed water undergoes a partial evaporation and the mixture of generated vapour and brine enters the separator vessel (evaporator). Here the brine is separated from the vapour and extracted by the combined brine/air ejector. After passing through a demister the vapour enters every second plate channel in the condenser section. The sea water supplied by the distilling plant cooling SW pump distributes itself into the remaining channels, thus absorbing the heat being transferred from the condensing vapour in the No.2 SW cooled distilling plant. This heat transfer is between the generated vapour and main condensate for No.1 condensate cooled distilling plant. The produced fresh water is extracted by the distillate pump and discharged through a salinometer which monitors the salinity of the water. Should the salinity rise above a preset value an alarm is sounded and the condensate is discharged back to the evaporator. Heater Section The heater section consists of a plate heat exchanger that is enclosed in the bottom section of the distilling plant. It is in this section that the sea water is fed. It passes through the heat exchanger where it is heated by hot water such that the sea water separates into water vapour and brine. The water vapour leaves the heater and enters the evaporator. The hot water used as heating source is cooled in the heater and returned to the circulating water tank. The water in the circulating water tank is pumped by a dedicated circulating pump into the heater again after mixing with the boiler feed water from the deaerator. An additional water amount which is supplied from the deaerator for heating overflows to the atmospheric drain tank and it is returned to the steam plant system by the drain pump. Evaporator The evaporator incorporates a filter type demister that separates any residual brine from the water vapour as it rises to pass to the condensing section. Condenser Section The condenser section consists of a plate heat exchanger enclosed in the upper section of the unit. In this section the fresh water vapour is condensed so that it can be pumped by the distillate pump to the fresh water tanks or distilled water tanks. Condensate water from the main condenser pumped by the main condensate pump is supplied for cooling this section of No.1 plant. This heat transfer recovers heat loss due to the production of distilled water. Combined Brine/Air Ejector The ejector extracts brine and incondensable gases from the evaporator vessel and the condenser. The ejector is supplied with driving water from the distilling plant cooling S.W. pumps that take suction from the sea bay.
6.2
Distilling Plant
Evaporation
Operating Procedure Condensate Cooled Distilling Plant Starting Procedures The following procedure is for the operation of the condensate cooled distilling plant. a) b) Ensure that all pressure and temperature gauge root valves are open. Set the condensate cooled distilling plant cooling S.W. pump valves as described in section 3.5.2Cooling Sea Water Service System ensuring that the overboard discharge valve 070VPH is open. Close the vacuum release valve on the evaporator vessel. Open the heater and condenser ejector air suction valves. Start the No.1 cooling S.W. pump for the distilling plant locally to create a vacuum of -85kPa. k) l) m) n) o) p) q) r) j) When there is -85kPa vacuum (after a maximum of 10 minutes). f) g) h) Adjust the feed water regulating valve with a flow meter. (Rated flow 8.5 to 9.4 m3/h) Open valve for the feed water treatment. Ensure that the chemical dosing tank is full. Open the condensate cooling valves to the evaporator, 128VPF and 129VPF and close the bypass valve 130VPF, it is assumed that the gland condenser is already in operation with inlet and outlet valves open. Open the heater condensate outlet drain valve 123VPF to the circulating water tank. Open the control air supply to the deaerator water cut off valve 085VPF and temperature control valve 086VPF and check the cut off valve 085VPF is open. Ensure that the circulating water tank. is filled with condensate from the drain pump. The filling valve 186VPF leaves open. Open the No.1 circulating water pump suction and discharge valves 115VPF and 116VPF. Start the circulating water pump. Open the temperature control valve 086VPF by adjusting the temperature controller until the desired water temperature is reached (maximum 85C). Press Power Switch on the salinity panel. Open the supply valves to the distilled water tanks or fresh water tanks as required. Once the flow of produced water is confirmed at the sight glass, start the distilled water pump at local starter. Open the distillate water pump discharge valve and confirm that the sight is not filled up. Normally a pressure regulating valve controls the discharge pressure so that the produced water flow can meet this indication.
i)
c) d) e)
The pressure at the combined brine/air ejector inlet should be a minimum of 0.4 MPa. The back pressure at the combined brine/air ejector outlet should be no more than 0.06 MPa.
(Note : Avoid the sight glass being filled up with the water absolutely.)
6.2a
Distilling Plant
NO.2 DIST W. TK
NO.1 DIST W. TK
066VPH
TO CONDENSATE LINE
125
130VPF
125
125
FROM CONDENSATE LINE
T
125
128VPF
108VPG
107VPG
EVAPORATOR
FROM DIST.PLANT EJECT.W.PUMP
125
EVAPORATOR CODENSER CODENSER

T V
125
129VPF
T
40 40
NO.2 S.W.C. DIST. PLANT NO.1 C.C. DIST. PLANT

T FI
HEATER
FI
HEATER
S
069VPH 124VPF
S
068VPH 123VPF
125
064VPH
WATER EJECTOR
40 150
WATER EJECTOR
150
FI
125
104VPG
CHEMICAL INJECTION UNIT

125
TAL 837 TAH 837
FI
105VPG
125
SM 921
SAH 921
SM 912
SAH 912
CHEMICAL INJECTION UNIT

TAL 837 FROM DIST.PLANT EJECT.W.PUMP TIC 837 TAH 837
837
TIC 837
25
DIST.PUMP
I/P
DIST.PUMP
A
FROM DEAERATOR
837
109VPG
I/P
40
25 80 S 65
088VPF 087VPF
150
S 65
085VPF 086VPF
TO OVERBOARD
DIST.PLANT CIRC.W.TK
186VPF
40
TO F.W. TANKS
25
FROM DRAIN PUMP
150
150
TAH 736 TM 736
150
PUMP START INTERLOCK
150
P
118VPF
FS
P
116VPF
NO.2
150
NO.1
150
DIST.PLANT CIRC.W.PUMP
RM 619 RO 619 SA 619
15
SM 912 SAH 912
DIST.PLANT CIRC.W.PUMP
RM 619 RO 619 SA 619
TO CLEAN DRAIN TK
25
TO ATMOS DRAIN TK
150
6.3
Incinerator
Operation Volcano Co., Ltd VIM - 50 581 kW 58 kg/h at 8,600 kcal/kg calorific value 30 kg/h 1 set Waste oil atomizing burning Induced draft Diesel oil pressure jet direct ignition Diluting air cooling type JHM-SM-215SN High press. air jet PBL-VIM-2 Electric ignition Trochoid type, 230 kg/h x 0.19 MPa D.P. Solenoid type, 12 kg/h x 0.69 MPa D.P. Centrifugal type, 265 m3/min x 0.88 kPa Photo-conductive cell type 2 x 1 m3 1 x 1 m3 The combustion system is designed so that the incinerator can be operated for the following conditions : Maximum furnace temperature 1,200 Minimum furnace temperature 850 Maximum exhaust temperature 350 Normal exhaust temperature 200 The furnace internal pressure is maintained in the negative with the induced fan and the exhaust temperature from the furnace is maintained less than 1000 with the combustion air damper and diluting air damper. The incinerator can be started and stopped automatically and sequentially by 'Auto start / Auto stop' of the switch. Preparation a) b) c) d) Ensure that the temperature of waste oil settling tank is controlled about 90 through a steam control valve. Drain the water in the waste oil settling tank. Ensure that the compressed air is available for burner atomizing. Solid wastes may be charged through the single door before running of incinerator. After charging, Close the door securely.
Specifications Maker : Type : Capacity : Disposal quantity : Solid disposal quantity : Number of units : Combustion system : Draft system : Ignition system : Exhaust gas cooling system : Waste oil sprayer : Pilot burner : Waste oil pump : Pilot burner pump : Induced fan : Flame eye : Waste oil settling tank capacity : Diesel oil service tank capacity :
Warming up a) Set the following switches on the control panel. "FUEL FO MAIN BNR" to "DO SUBSTITUTION" "PILOT BNR ASSIST" to NOR "ALL MANUAL OPERATION SWITCH" to "AUTO" Close furnace air damper to reduce the air into combustion chamber. Ensure that the waste oil settling tank suction valve 361/362VPL Close. Open the diesel oil tank suction valve 363VPL, diesel oil supply non-return valve to the main burner 364VPL. Set the three-way valve for changeover of burner return oil to waste oil pump suction side. The return oil should not be returned to the waste oil settling tank. Select Auto start. The incinerator will warmed up automatically with DO by sequential control of the ignition burner and the main burner.
Incineration When the incinerator receives a start signal, the waste oil pump and induced fan will start for waste oil circulation and furnace purge respectively. Prepurge takes place for a period of 10 seconds, followed by start-up of cam timer, and 20 seconds after the start-up, pilot burner will start. When the flame eye detects the flame of pilot burner, combustion indicator lamp will light up and, 7 seconds after the ignition of pilot burner, waste oil shut-off valve will open to start on continuous combustion by waste oil burner. The pilot burner is automatically extinguished 60 seconds after ignition. Subsequently, cooling valve will open 30 seconds after extinction, so that cooling air is supplied to the atomizer of pilot burner. When the furnace temperature has increased up to the OFF set point (1,000) of waste oil burner ON / OFF temperature controller, the waste oil shut-off valve will close, so that waste oil burner goes out automatically. When the furnace temperature has decreased to the ON set point (900) of waste oil burner, the waste oil burner will start on combustion automatically in the same way as in the foregoing (2). Unless the flame eye detects combustion during the period of 10 seconds after the ignition of pilot burner, the pilot burner and waste oil burner are shut off forthwith, and ignition failure indicator lamp comes on to give an alarm. Subsequently, the furnace after-purge takes place for a period of 90 seconds and induced fan comes to a stop in the case of the furnace temperature below 50 or, alternatively, the induced fan keeps running in the case of the furnace temperature above 50 and then comes to a stop when the furnace temperature has dropped to 50 and less. Since restarting is prevented as long as the ignition failure indicator lamp is lighting up, investigate into the cause and reset the trouble, followed by restarting the operation. (Note : In the case of burner cut affected by interlock, the incinerator will automatically restart simultaneously with resetting after the cause has been removed to restore the normal state.) b) c) d) e)
Description An incinerator and associated tanks are situated in the incinerator room at the upper deck starboard side in the engine casing. A garbage store is located next door to this room in accommodation area. Contain in the separated bilge oil tank is discharged to the waste oil settling tank or shore connections as required through the waste oil transfer pump which will stop automatically by a high level of either waste oil settling tank which will be selected for transfer. Contain in the waste oil tank is settled and heated up with steam and discharged to the incinerator through the waste oil pump in the unit. A dedicated diesel oil tank is provided. The diesel oil is supplied to the pilot burner through the solenoid pump and for warming up and pipe cleaning of the main burner. The incinerator has a cylindrical steel frame with air cooled jacket between the inner and the outer plating and the furnace is lined internally with castable heat-resistant material. A solid waste inlet port of bucket type double door and an ash removal port are fitted at the side of incinerator. The atomizing of waste oil combustion is performed by a high pressure air jet burner. The pilot burner of diesel oil burning can assist the combustion when the high water content (more than 40%) in the waste oil.
f)
Waste oil burning a) b) c) d) e) f) Provided that the temperature in combustion chamber is higher than preset lower limit (850), the waste may be burned in the incinerator. Close diesel oil supply non-return valve 364VPL and Open waste oil settling tank suction valve 361/362VPL. Change over the three-way for valve burner return oil to waste oil settling tank. Set "FUEL FOR MAIN BNR" switch to "NOR". Set PILOT BNR ASIST to ASSIST RUN in case high water content waste oil is burned. Adjust the burner air damper depending on the burning rate of waste oil after the chamber has warmed, and when solid wastes will be burned, Adjust the furnace air damper depending upon the conditions of solids.
6.3
Incinerator
2. Other 1) In the event of followings, the fuels will be shut off and indication lamp will illuminate. Flame fault Exh. gas temp. high : Comb. chamber temp. high W.O. press low : IDF / WO pump trip : W.O. temp. low : Ignition press. Low : Furnace press. high : Atomize air press. low : 350 1200 0.019 MPa 60 390 - 0.049 190 kPa kPa kPa
Waste oil pipe cleaning a) b) c) d) Set "FUEL FOR MAIN BNR" switch to "DO SUBSTITUTION". Close the waste oil settling tank suction valve 361/362VPL. Open the diesel oil tank suction valve 363VPL, diesel oil supply non-return valve to the main burner 364VPL. The three-way valve for burner return oil is kept as it is (to waste oil settling tank). Long time cleaning causes loss of diesel oil. It is recommended to complete the cleaning as short time as possible. Select Auto start .
e)
Control 1. A thermocouple is provided to control the temperature in the furnace. 1) Upper set point : 1,000 In the event of temperature rising to the upper set point, the fuels will be shut off. 2) Lower set point : 900 When the temperature lowers into the lower set point, the ignition will restart. 3) Low limit point : 850 When the temperature lowers into the low limit point after the chamber has once been heated up, "COMBUSTION CHAMBER TEMP LOW" lamp will illuminates. This informs completion of warming up. 4) Overheat point : 1,200 In the event of temperature reaching the overheat point, the fuels will be shut off and "COMBUSTION CHAMBER TEMP HIGH" lamp will illuminate. 5) Finish point : 50 When the chamber is cooled down to the finish point in the shutting down process, the induced fan will stop.
2) In the event of W.O. temperature rising above 95. W.O. Temp. High lamp will illuminate. 3. The level of waste oil settling tank will stop automatically. 1) the waste oil transfer pump by high level 2) the incinerator by low level
Igniting
Main Switch ON Emergency Stop Auto.Start SW. ON Not Flame Detecting Not Flame Fault Ash Outlet Port Shut Strating Condition I.D. Fan Running W.O. Pump Running Not Flame Detecting Ignition Sparking Stop Pilot Burner Pump ON Not Furnace Temp. High Solid Inlet Port Shut Not W.O. Level Low Not Atomize. Air Press. Low Not W.O. Temp. Low Not Furnace Press. High Not Exh. Gas Temp. High Not Ignition Press. Low Not W.O. Press. Low Not I.D. Fan & W.O. Pump Trip
900 ON
Furnace Temp. Controller
Pilot Burner Firing
Flame Detecting
Ignition Sparking Stop Flame Fault Alarm Nozzle Cooling Valve Open
T
10 sec
Not Flame Detecting W.O. Solenoid Valve Open D.O. Pump Stop
T
30 sec Temp. Controller OB/OFF Cycle
T
7 sec
Flame Detecting
W.O. Firing
Pilot Burner SW. NOR
T
80 sec
Pilot Burner Stop
T
30 sec
Extinguishing
1000 ON
Furnace Temp. Controller Furnace Temp. Low

50
W.O. Solenoid Valve Close Auto.Stop SW. ON W.O. Pump Stop Nozzle Cooling Valve Close
I.D. Fan Stop
- W.O. Temp. Low - Flame Fault - Exh. Gas Temp. High - I.D. Fan Trip - W.O. Pump Trip - W.O. Press. Low - Furnace Temp. High - Furnace Press. High - Atomiz. Air Press. High
W.O. Solenoid Valve Close W.O. Pump Stop Nozzle Cooling Valve Close
Furnace Temp. Low

50
I.D. Fan Stop W.O. Solenoid Valve Close Nozzle Cooling Valve Close
Low Voltage 85V
6.3a
Incinerator
FUNNEL
TO SHORE CONNECTION
EXHAUST FAN
100
100
INCINERATOR CONTROL PANEL

SOURCE
FLAME PRESENT FLAME FAULT EXH. GAS TEMP HIGH W. OIL PRESS LOW
50 65 25
328VPL 366VPL
FROM E/R BILGE PUMP
127VPJ
IDF/W.O.PUMP TRIP
W. OIL TEMP LOW
W. OIL TEMP HIGH
COMB. CHAMB. TEMP HIGH
COMB. CHAMB. TEMP LOW
65 25
IGNITION PRESS LOW
FURNACE PRESS HIGH
ATOMIZ AIR PRESS LOW
EXH. GAS TEMP
COMB. CHAMB. TEMP HIGH
COMB. CHAMB. TEMP LOW
I.D. FAN
100
A ~
365VPL
327VPL
INCINERATOR DIESEL OIL TK

FS
AS
643
LAH FS 728
PUMP STOP
168VPB
AS 643
FS
NO.2 WASTE OIL SETT. TK

TAH 727
NO.1 WASTE OIL SETT. TK

TAH 727
LAH 728 AS 643

PUMP STOP
LAH FS 723 LAL 724 1.0MPA STM

FS
WASTE OIL TRANS. PUMP

P
142VPJ
65
FIRE
ES
643
RO
643
SA
643
RM
AUTO START
BUZZER STOP
NOR
D.O. CHANGE
TEST
BUZZER - NOR - LAMP
AUTO STOP
RESET
PILOT BURNER
NOR ASSIST RUN
FS
164VPB
SOURCE
W.O. PUMP I.D. FAN MANU. ON PILOT BNR MANU. ON W.O. BNR MANU. ON
1.0MPA STM
165VPB 166VPB
167VPB
LI
163VPB
161VPB 162VPB
205VPB
LI
326VPL
STOP
MANU. ON
STOP
STOP
STOP
TO F.O. TRANS. SYSTEM
AUTO
AUTO
AUTO
AUTO
TO DRAIN CLR
136ZPD 135ZPD 405ZPD
TO DRAIN CLR
25
50
50
50
25
25
65
107VPK
FROM LO SUMP TK
65 25
65
141VPJ
364VPL
325VPL
EXH. GAS
25
900
EXH. GAS
25
TS
25
SEP. BILGE OIL TK W.O. INLET
F.O. DRAIN TK
RETURN
INDUCE FAN
900
PS S S
INDUCE FAN
DILUTION DAMPER AIR

900
DILUTION
TS
CHAMBER DILUTION DAMPER CHARGING DOOR
D.O. PUMP
PS
900
S S
PILOT BURNER
TS TS
W.O. PUMP
MAIN BURNER FLAME EYE

900
FURNACE
ASH DOOR
BURNER
LS 900
FE
ASH DOOR
XA 900
900 LS
FURNACE AIR DAMPER

AIR
WALL COOLING AIR DAMPER
WALL COOLING AIR DAMPER
FURNACE AIR DAMPER
6.4 Nitrogen Generator System

Specifications Maker : Type : Model : Capacity : Discharge pressure : Typical gas composition (on dry basis) Oxygen : Carbon dioxide : Nitrogen : Temperature : Dew point : Air Products AS Hollow-fiber membranes permeation type 60 Nm3/h 2 0.6 MPa less than 3 vol.% less than 30 ppm balance max. 60 N2 -65 at atmospheric pressure Process description Compressed air is directed to a filter package to protect the membranes from any harmful particles, oil and water condensate, then it is heated by an electric small heater to rise the temperature to approximate 50 deg.C from minimum 8 deg.C, which is the optimal temperature to reach the design capacity. The compressed air is filtered by a prefilter and microfilter. Contaminations and water are now separated. Further, oil vapour is reduced by means of a carbon bed filter and dust is separated by an after filter. To prevent a pressure shock in the filter line and membrane at start-up, valve should be opened slowly. Each membrane unit consists of one module. Separation of nitrogen and oxygen occurs in the membrane module, where the compressed air flows into the hollow fibers. The compressed, cooled, cleaned and heated air (oxygen, water, carbon-dioxide) permeate through the fiber walls. Nitrogen is separated from the air and leaves the membrane at essentially the same pressure as the entering air. The oxygen-enriched flow is directed to permeate discharge and is to be vented to a safe area (open-air). The capacity of the module is adjusted by the oxygen control valve, membrane inlet pressure and inlet temperature. Adjustment is done in such a way that the total nitrogen outlet capacity and oxygen content of the membrane system complies with the requirements. By means of the O2 analyzer it is possible to deliver nitrogen with pre-adjusted constant oxygen content. The control valve is led up to regulate the pressure in the membranes. If, on account of malfunctioning of the nitrogen generator, the oxygen level in the nitrogen outlet exceeds the alarm setting of the oxygen analyzer, the delivery and dump valves will switch in blow-off position. The delivery and dump valves shall automatically switch to delivery when the maximum admissible O2-quality is measured. The sample line to the O2 analyzer goes via a pressure-reducing valve to a ventilated area. For calibration of the analyzer, a calibration line can be connected. It is also possible to connect a test gas to the analyzer. If, due to malfunctioning of the compressor, dryer or heater, the compressed air temperature fed to the membranes exceeds the set point, the nitrogen generator will be switched-off giving an alarm. For visual indication of temperature and pressure, some pressure indicators and temperature indicators are installed. Both generators are provided with a dew point meter. Compressed air for the nitrogen generator is supplied from the control air system in engine room The nitrogen produced is stored in a 10 m3 buffer tank, where high and low service pressure set points actuate the start and stopping of the generators as demand from the system is activated. In case of a problem with one of both units, it is possible to run in cross-operation. For this purpose manual valves are installed at the inlet of each unit. Both units will be started / stopped from the local panel. Except local start-up / stop the units also can be started / stopped by using pressure signals from the buffer tank. At automatic operation on external start / stop contacts the units will operate in lead and follow principle. Leader will be selected on the local panel. To prevent ingress of the water in the ambient air into the nitrogen system during shutdown periods, dew point preservation back purge lines are installed between the nitrogen system and the buffer tank. Electrical Equipment Local control panels Each skid has its own control panel, which contains the equipment like relays, fuses, lamps, terminal strips etc. for : Automatic starting Operation Autonomous safeguarding A fixed O2 content analyzer and a fixed dew point analyzer are installed on the package unit and they are connected before the remotely operated outlet and vent valve. The system conditions are also monitored by the ICAS. Plant Safety Interlocks The following circumstances with cause an alarm and subsequent shutdown of the system : Sensor DPS TR TR TR TR PT Analyzer Analyzer Analyzer Shut Down Level SD1 SD1 SD1 SD1 SD1 Function Feed air filter diff. pressure Feed air temperature Heater rise temperature Heater overheat Separator feed temperature Separator feed pressure Dew point Oxygen content Oxygen content Set point PAH TAH TAL TAH TAH PAL XAH XAH XAH 60kPa 50 5 350 70 400kPa -60 3.5 % 4.0 %
Description Two nitrogen generators, installed in the engine room upper deck port, produce gaseous nitrogen which is used fro the pressurization of the barrier insulation spaces, as shaft seal gas for the vapour return and fuel gas compressors, fire extinguishing in the vent mast risers and for purging various parts of the cargo piping and BOG system. The two high capacity units (60 m /h each), are able to produce almost pure nitrogen, which is mainly required for the topping up of the barrier insulation space during loading, cooling down and other services, such as compressor sealing, BOG line and system sealing etc. Both generators will be operated in parallel to supply maximum demand during cooling down such as post docking. This double unit nitrogen system uses hollow-fiber membranes to separate air into nitrogen and oxygen. The principle of separation is based on the selective permeation of nitrogen and oxygen. Each gas has a characteristic permeation rate. Nitrogen permeates slowly, oxygen, CO2 and water rapidly, through the membrane. This allows nitrogen to be separated from oxygen. Membrane modules consist of a bundle of numerous hollow fibers. Compressed air connected to a bundle of membranes will leave this bundle as pure nitrogen, while oxygen enriched air will be vented. Continuous monitoring of the gas ensures that it is always of the correct purity.
3
SD2
SD1 Shutdown of complete system SD2 Shutdown of N2 delivery valve
6.4a Nitrogen Generator System

TO E/R BOG LINE N2 PURGE SYSTEM TO GAS COMPR SEAL SYSTEM TO CARGO PART N2 SYSTEM TO N2 CHARGE SYSTEM
G902 G902
PAL
PM
G903 G903
PAL
PM
G901 G901 G901
PAH
PAL
PM
P
G921
UA XA XA
SD
CONTROL PANEL
SD
G928 SD SD SD SD
G917
AY
G917
AIC
G917
AAH
AAAH
G929
SD
G917
AT
MAH
G918
G916
FIC
G923
TAH
PDAH
G933
TDAL
G926
G924
TAH
T
G934
G922
PAL
G917
FI
G918
MM
G916
FY
TM
N2 CHARGE COMPR
P G931
PM
T G932
TM
PDSH
G927
TAH
G934
TIC
P G935
PM
G918
MT
G936
PM
FT
TS
S
DPI
DPI
G925
S S S
LA
SD
ELECT. HTR.
MENBRANE SEPARATORS
FE
0.4 MPA PRESS. RED. V.
NO.2 N2 GENERATOR UNIT
CONTROL AIR LINE

CONTROL PANEL
G921
UA XA XA
SD
SD
G928 SD SD SD SD
G917
AY
G917
AIC
G917
AAH
AAAH
G929
SD
G917
AT
MAH
G918
G916
FIC
FAH 915 FM 915

G914
G923
TAH
PDAH
G933
TDAL
G926
G924
TAH
T
G934
G922
PAL
G917
FI
G918
MM
G916
FY
PAL PM
TM
P
PM
G918
G914
G911
AST PS
G911
AST PS
G911
ASP PS
T G932
TI
PDSH
G927
TAH
G934
TIC
P G935
MT
G936
PM
FT
P G931
SET AT 1.1 MPA
PM
TS
S
DPI
DPI
G925
S S S
LA
SD
ELECT. HTR.
N2 BUFF. TANK
MENBRANE SEPARATORS
FE
NO.1 N2 GENERATOR UNIT
6.5
Inert Gas Generator System

Description for Generator Air Products AS 1 set 11,000 Nm3/h 25 kPa Rotary silica gel R-404A, 222kW at 1,200 rpm 3 sets, 155kW at 3,600 rpm 2 m3/h, 2.5 kW x 1,800 rpm 11kW at 3,600 rpm 9kW at 1.800 rpm 1,000 m3/h at 40mTH, 185 kW x 1,800 rpm The generator is manually started from the control panels mounted locally. The inert gas generator contains an O2 analyzer for the indication of oxygen content in the inert gas. The analyzer is fitted with maximum and minimum setting alarms (1.5% and 0.1%). The gas is led to the deck main via pressure control valve and delivery valve depending on the gas analysis. The valve is normally controlled by the O2 and dew point analyzers and the gas is led to the deck line only when the gas analysis meets with the set requirements. High O2 levels result in the delivery valve closing and purge valve opening to vent the IG to atmosphere at the funnel. The generator consists of the following items ; Combustion air blower Burner unit Scrubber unit Cooler & dryer unit Refrigeration compressor Mist filters Wet gas blower Dry gas blower Combustion Air Blowers Working Principle An electrical motor driven blower, of the single stage centrifugal type, supplies the combustion air to the inert gas generator via flexible bellows connection and regulating valve. A Stand-by blower can also be operated either as a combustion air blower or as a dry gas blower. The blower motors are fitted with standstill heating elements. The heating is automatically switched on as soon as the motor is stopped. The pressure of the air into the combustion chamber is regulated with a blow-off valve situated just above the front of the generator. This valve will contribute to a soft start during ignition of main burner by going into a preset start-up value. The valve will be completely shut after start-up and with inert gas to the dryer / cooler unit.
Specifications Maker : Number of units : Capacity : Discharge pressure : Absorption dryers : Refrigeration plant : IGG air blower : Fuel oil pump : Wet gas blower : Chilled water pump : IGG cooling SW pump (Scrubber pump)
Inert Gas Composition Oxygen : Carbon dioxide : Carbon monoxide : Sulphur oxides : Nitrogen oxides : Nitrogen : Dew point 1.0 vol % maximum 15 vol % maximum 100 ppm maximum 10 ppm maximum 100 ppm maximum Remainder -45 @ atmospheric pressure
Inert gas produced by the combustion of gas oil supplied by the fuel oil pump with air provided by the blower, in the combustion chambers of the inert gas generator. Good combustion is essential for the production of a good quality, soot free, low oxygen inert gas. The products of the combustion are mainly CO2, water and small quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The nitrogen content is generally unchanged during the combustion process and the inert gas produced consists mainly of 85% nitrogen and 15% CO2. Initially, the hot combustion gases produced are cooled indirectly in the combustion chamber by a sea water jacket. Thereafter cooling of the gases mainly occurs at the scrubber section in the cooing tower where the sulphur oxides are washed out. A pressure control valve located at the dryer outlet maintains a constant pressure throughout the system, thus ensuring a stable flame at the combustion chamber.
Description The inert gas system is used for the inerting and freeing of cargo tanks, cargo pipes and void spaces when required. The inert gas is produced by a combustion process, which takes place in a combustion chamber where gas oil is used as the fuel. The inert gas contains approximately 85% N2, 15% CO2 and about 0.5% O2 and is at a temperature approximately 5 above the sea water temperature. After combustion, the inert gas has a level of corrosive sulphur oxides from the combustion process which have to be removed. The inert gas enters a sea water cooling tower and water separator where the gas is scrubbed and cooled with a sea water spray. The inert gas is then dehumidified to a dew point of about +5 in the inert gas cooler where glycol water (chilled water) is used as the cooling medium. The chilled water is cooled in the chiller from a separate R-404A refrigerating system and circulates in a closed loop. The gas is further dried to a dew point of about -45 in a dryer unit which consists of inlet filter, rotor unit of silica gel absorbent, regeneration gas steam heater, wet gas blower, and dry gas blower.
Burner Unit The burner unit comprises of a main burner, a pilot burner and a combustion chamber. Pilot Burner The fuel oil burner is ignited by a long flame from the pilot burner which is fitted alongside. The unit consists of an oil atomizing nozzle and electrical spark plug which operates from a 115V AC. which is activated before the pilot burner fuel oil valve is opened to admit fuel oil to the burner. Main Fuel Oil Burner The fuel oil burner is of the vortex turbulent type. The fuel oil is directed to the burner tip. The oil is sprayed into combustion air of vortex flow which is formed in the combustion chamber inlet by the turbulator. The main flame is monitored by a photoelectric cell connected to an electric flame relay. This relay will shut down the main burner, via the main programming unit, if the flame is too weak or has failed to ignite. Flame sensors and gauge glasses of the burner unit are protected by a separate air-cooling system, branched off from the combustion air supply line. The main burner initially receives the total air quantity from the blower. If this quantity is more than required, the front of the generator has a separate atmosphere outlet where the surplus air is ventilated to atmosphere.
Dry-Air Production The generator can produce dry-air at the same rate. For the production of dry air there is no combustion, no oxygen content measurement and the oxygen signal is overridden when the mode selector is get to dry-air (compressor only) production. As long as the dew point is correct after the processes of cooling and drying, the dry-air is supplied to the cargo system.
6.5

Refrigeration is the transfer of heat from the substance to be cooled to some other substance. During the refrigeration process, the refrigerant undergoes a number of changes in state or condition, and various terms are used to indicate when and how these are achieved. Mist Filter Saturated Inert gas from the cooler passed through a filter to eliminate any mist due to gas saturation before this gas is passing the dryer. Filter elements are installed in cassettes that have easy access for replacement and maintenance. Dry Gas Blower The dry inert gas system is fitted with one blower, designed to carry 100% of the dry inert gas capacity. The design is identical to the combustion air blower. The blower provides a sufficient supply of dry inert gas to consumers at the necessary flow rate and pressure. Back up Blower The system is also fitted with one back up blower, with identical design as combustion air blower designed to carry 100% of the capacity either as a Dry Gas Blower or as a combustion air blower. Wet Gas Blower The inert gas system is fitted with one wet gas blower, designed to carry 100% of the required inert gas capacity for regeneration of dryer rotor. The blower is driven by an electric motor. Blower and motor are mounted on a joint framework. The units are equipped with flexible connections. The wet gas blower provides regeneration loop of the metal silicate by transporting dry inert gas via a steam heater through a quarter of the dryer rotor back to the cooler inlet The speed of the wet gas blower is controlled by a frequency converter. A software controller receives input from a flow transmitter installed down stream of the blower. An output signal (4mA 20mA) to the frequency converter is determining the speed of blower. Parameters are set in the operator terminal The blower motors are fitted with standstill heating elements. The heating is automatically switched on as soon as the motor is stopped. Dryer Unit The main parts of the dryer are the adsorption rotor, casing for regeneration gas with regeneration heater and wet gas outlet. The inert gas is dehumidified in the rotating adsorption dryer. This is a rotating, heat regenerated, dryer where the drying is performed by a metal silicate rotor with high adsorption capacity. Rotation speed of the dryer is controlled by a frequency converter.
Heated Inert Gas for Regeneration
Combustion Chamber The combustion chamber is an open vessel where the combustion is performed. The heat of combustion is removed by the seawater flowing in the cooling jacket outside of the combustion chamber. The combustion takes place in the combustion chamber. The chamber is water-cooled and requires a steady sea water supply throughout the inerting process and the following cooling period after shutdown.
Fuel Oil System The generator requires Marine Diesel Oil for the pilot burner and the main burner. The fuel pump needs positive pressure to the fuel pumps suction side (maximum 0.3MPa). From the main fuel pump the fuel is delivered to the main burner. The pump motor speed and the fuel rate / pressure are controlled by the flow rate of the inert gas leaving the generator. A differential pressure transmitter gives the input signal, which is measured across the flow venturi by the flow transmitter. The pilot fuel pump regulates the pilot fuel oil pressure. The pilot burner is activated during the start-up sequence only. The fuel pumps are fitted with their own fuel safety re-circulation arrangement. Cooling Water System The sea water is supplied by the eductor driving and IGG cooling sea water pump and is mainly used for cleaning the inert gas in the scrubbing tower. It is also used to cool the cooling jacket of combustion chamber. The seawater flowing in the cooling jacket is ejected into the lower part of the scrubber tower through small holes situated around the outside of the burner outlet into the cooling chamber. No.3 ballast pump can supply the cooling water alternatively if the IGG cooling sea water pump is not available. The cooling F.W. from CCS is supplied to refrigerant condenser and oil cooler. Drain System
Scrubber Unit The scrubber unit comprises a: Scrubber tower Sea water spray nozzles Demister Inspection hatch Level switch The lower part of the scrubber tower receives the hot flue gases from the combustion chamber. The scrubber cools and cleans the combustion gas through direct contact with sea water sprayed from nozzles in the top of chamber. The gas then flows upwards through water droplets generated by spray nozzles. The droplets clean the inert gas before it passes through a stainless steel demister at the top of the tower, which prevents any water droplets being carried away from the tower. The gas leaves the unit via the inert gas outlet at the top of the scrubber unit, and it now forms a humid inert gas with dew point in the range of +35-40C. Cooling Unit The cooler unit is served by a refrigeration compressor operating a chilled water loop. The cooler is of the finned type and designed to reduce the humidity to +5C dew point before the inert gas is led into the dryer. The cooling effect in the cooler is provided through a glycol / water based system from the separate refrigeration plant. The Chilled water pump circulates a mixture of glycol and water in a loop between the cooler and the separate refrigeration plant. This glycol / water mixture will cool down the inert gas while it passes the cooler finned surface. Water vapour is condensed on the surface into water drops that leaves the cooler unit via the bottom drain line.
Return Gas to Cooler Inlet
Wet Inert Gas from Cooler for Regeneration
Dry Inert Gas, -45
Wet Inert Gas from Cooler
The sea water effluent from the scrubber is controlled by a regulating valve so as not to allow any inert gas to flow overboard. This is achieved by a differential pressure control system which controls a water column level in the effluent pipeline, by measuring the pressures in the effluent pipeline and the inert gas outlet pipeline. The discharge valve 090VPH is controlled to maintain the water column level.
6.5

Shutdown Level Inert Gas System SD1 Shutdown of scrubber outlet valve Shutdown of fuel supply and combustion Shutdown of dry air blower Shutdown of scrubber pump SD2 Shutdown of scrubber outlet valve Shutdown of fuel supply and combustion Shutdown of dry air blower SD3 Shutdown of scrubber outlet valve Shutdown of fuel supply and combustion SD4 Shutdown of delivery to deck Dry Air System SD5 Shutdown of scrubber outlet valve Shutdown of regeneration heater Shutdown of dryer unit and dry gas blower SD6 Shutdown of scrubber outlet valve Shutdown of regeneration heater SD7 Shutdown of scrubber outlet valve SD8 Warning Control Panel The control panel contains the programmable controller which takes care of the starting, stopping alarm / trip functions and the running mode of the plant. On the front of the panel the IG plant is in the form of a mimic diagram with motor running lights and automatic valve open / closed indicating lights. All alarm initiators are displayed on the mimic diagram with normal operation. Operation Pressing the MAIN MENU membrane key will display the current status on display. Further operating instructions including calibration are displayed on the front of the unit.
The overboard valve 091VPH is operated remotely and has a limit switch that prevents operation of the plant while the valve is closed. During flame failure, the discharge valve 090VPH will close and the discharge to bilge valve 095VPH will open to prevent the discharge overboard of un-burnt fuel.
Monitoring The ICAS monitors the IG system with facility to start and stop the IG generator via Soft keys. IGG cooling sea water pump will start automatically when the ICAS receives an Auto Start signal from the IG control panel. The pump automatically stops when it receives an Auto Stop signal. An oxygen analyzer is installed and monitors the gas after the water separator.
Checks before starting at local control panel Ensure that there at least two main electric generators connected to the main switchboard. Ensure that the control panel is energized at all time, because alarms and trace heating need to be operative even if the plant is shut down. Ensure that the control air supply is on and that the R404A compressor crankcase heater is operational. Check that there is no alarm condition and reset any alarms by pressing the ALARM RESET pushbutton on the control panel. Check the oxygen analyzer for correct calibration and ensure that the tower rinsing valves 151VPG and 152VPG are closed. Open the scrubber tower overboard discharge valve 091VPH. The valve 091VPH is interlocked with the scrubber water pump and No.3 ballast pump starters.
Plant Safety Interlocks The following circumstances with cause an alarm and subsequent shutdown of the inert gas generator : Sensor Pressure PT PT PT PT PT PT PT PT PS Temperature TR TR TR TR TR Level FS Others UV Analyzer Analyzer Analyzer Shut Down Level SD2 SD2 SD1 SD4 SD4 SD5 SD4 SD3 SD2 Function Set point
Combustion air Cooling sea water Cooling sea water Dryer outlet gas Dryer outlet gas Dryer outlet gas Inert gas discharge Fuel oil Control air
PAL 400mmWG PAL 100 kPa PAH 350 kPa PAL 500mmWG PAH 3,000mmWG PAH 3,500mmWG PAL 50mmWG PAL 100 kPa PAL 450 kPa
In the event of a flame failure in port, the system rinses the furnace with water and changes over the scrubber tower discharge to drain to bilge. The bilge drain valve switch, situated inside the IG generator cabinet, must be turned to the AUTOMATIC position before stating the plant in port. Operation Mode Following three modes are provided for operation of the plant. 1. Generator Mode This mode of operation is used for inerting the cargo tanks. In this mode air is blown into the combustion chamber where it is mixed with fuel and burned to give an inert gas of certain oxygen content. This hot gas is then cooled and washed in the scrubber tower of the generator before the humid inert gas is delivered to a cooler and dryer unit. In the cooler the humidity is reduced to a +5C dew point. Finally the dryer reduces the gas humidity by adsorption to between 45C and 65C
SD2 SD2 SD8 SD6 SD5
IG cooling jacket Inert gas Regeneration gas Regeneration gas Dry Inert gas
TAH TAH TAH TAH TAH
60 65 150 165 65
SD1
Scrubber water
LAH
A - Main Menu: Return to main menu. B - ENTER: Activates changes in parameters to the PLC. C - Arrow keys: Used to move cursor up/down and left/right. D - Alarm List: Move to alarm list. E - NUM key: Used for entering new set points/alarm limits etc. F - Function keys: Function changing between different views. G - Global function keys: Fixed function in all views.
SD3 SD7 SD7 SD7
Burner flame failure Oxygen content Oxygen content Dry IG dew point
XAH XAH XAH
1.5 % 0.1 % -45
2. Generator Reduced 50% Mode This mode of operation is identical to Generator mode, used for inerting the cargo tanks at reduced capacity and with less fuel consumption. 3. Fresh Air Mode Fresh air mode of operation applies when all tanks are to be gas-freed by diluting with dry fresh air. The scrubber and inert gas generator is then shut down and the dry gas blower simply supplies air to deck (or to atmosphere when desired) through the dryer & cooler unit.
6.5

m) Set up the fuel oil system by opening the following valves : Procedure for Stopping of the Plant a) b) On completion of inertingpress the DELIVER TO ATM button. The delivery valve will close and the purge valve will open. Pressing the STOP SYSTEM will extinguish the burner and stop the fuel pump, but the blowers will keep running. After approximately three minutes, the furnace purge will be complete and the blowers will stop automatically. The two systems will then shut down in parallel in a safe manner which will ensure all heated components are cooled down safely before they are stopped together with the refrigeration plant. During the system stop operation the LED attached to the stop button will be flashing in order to indicate the operation in action. The scrubber pump is then automatically stopped after some time (when the system has been properly cooled) Stop the refrigerator compressor with chill water pump. (as described in the vendor manual) Check that the motor heaters of blower and scrubber pump have been switched on.
Starting Procedure for the Plant in Generator Mode This start procedure is to be used when testing the plant after inspection or maintenance work and if the automatic controls are not functioning. It is assumed that the sea water crossover is fully operational. a) b) Ensure that all pressure gauge and instrumentation valves / cocks are open and that the instruments are reading correctly. Set the water valves as shown in the following table : Position
Open Open Close Close Open Open Open Open Operational Operational Open
Valve Description 041VPJ IGG cooling SW pump suction valve 046VPJ IGG cooling SW pump discharge valve to IGG 042VPJ IGG cooling SW pump discharge valve for eductor 045VPJ No.3 ballast pump discharge valve 061VPG R404A condenser cooling FW inlet valve 062VPG R404A condenser cooling FW outlet valve 063VPG Ref. compressor oil cooler cooling FW inlet valve
064VPG 095VPH 090VPH 091VPH Ref. compressor oil cooler cooling FW outlet valve
Valve Description Position Open IGG gas oil tank quick-closing valve Open Main fuel oil pump suction and delivery valves Open Pilot oil pump suction and delivery valves Operational Burners solenoid valves n) At the fuel oil pump starter panel, turn the main switch on the pump panel to the position 1 to ensure that the pump will start when the IG generator is started.
221VPL
o) p) q) r)
Arrange the deck distribution and ventilation system according to the cargo handling operation instructions. Ensure the stationary oxygen analyzer power is activated. Select GENERATOR mode and the equipment to be started as shown in the description of the operator terminals. Start the system by pressing the Start System button on the front of the terminal.
c) d) e) f)
c) d)
Tower outlet drain to bilge valve Tower level control valve Overboard valve Turn seawater manual control valve to a nearly closed position.
(Note: More than three consecutive starts within one hour causes overheat the blower motors.) s) t) u) Check the blower and motor for vibrations Check sample flow to the stationary oxygen analyser. Adjust sample flow if necessary by means of the sample flow meter. When the oxygen content is below the alarm limit and the system is stable the IG READY LED on the top of the terminal will be lit, and the system is ready for delivering inert gas Cooler/dryer. Press IG TO DRYER for delivering inert gas to the dryer Check that the plant temperatures and pressures are normal. If the inert gas is required to the cargo tanks, turn the gas flow to deck by pressing DELIVER TO DECK function key. If so desired, the gas flow can be returned to atmosphere by pressing DELIVER TO ATM function key. All gas will be supplied to deck as long as the deck pressure is significantly below the set point. When the deck pressure approaches the controller set point, more and more of the gas will flow to atmosphere via the atmosphere control valve. If the plant is not stopped, all gas will finally be led to atmosphere.
Start the scrubber pump either locally at the pump starter using the START / STOP pushbuttons if the seawater line has been drained or remotely from ICAS. If started locally, the pump should be changed to remote control once satisfied that it is operating correctly. Adjust the seawater manual control valve slowly until the water supply pressure to the generator unit has the value given in the performance test. After checking the oil level in the refrigeration compressor crankcase and the oil separator, open all valves on the refrigeration compressor. Prior to start up make sure that compressor oil heater has been turned on for last 12 hours Open cooler chill water loop inlet and outlet valves. Check the chill water loop is filled with water and glycol (25%) Start the chill water pump at starter panel. Check the expansion tank has been filled with 0.1MPa air pressure. Verify pressure on chill water loop to be the same as air pressure at expansion tank inlet. Start the refrigeration compressor at local start panel.
(Note : Do not switch off the electrical supply to the main panel, as this will render the system alarms inoperative. g) h) Drain the sea water pipe by use of the DRAIN switch inside the panel. Once drained, close this valve 095VPH and shut the overboard 091VPH. Shut the fuel and instrument air supply valves to the unit.
e) f) g) h) i) j) k)
Pilot Burner Test Switch (In Generator Mode) While the blower is running in generator mode, and there is no combustion going on, it is possible to test the operation of the pilot burner. For this purpose the generator is equipped with a test switch mounted on the generator itself. The switch is key operated, 3 position. The switch stays at position 1 and 2 and has a spring return from position 3 to position 2. Position 1 Position 2 Position 3 Off Pilot pump on Ignition transformer on
v) w) x)
l)
Once the acceptable O2 content, dew point and IG outlet temperature has been achieved, the inert gas supply main valve M12VUJ will be opened, the vent valve M13VUJ will close and gas will be supplied to the deck. (Note : The main IG supply valve M12VUJ is controlled by the O2 content and dew point. If the O2 content is too high or too low and the dew point is too high, the valve will not open. If either the O2 content, the dryer or the refrigeration plant should reach alarm limits during normal operation the vent valve M13VUJ will open and the supply valve M12VUJ will close.)
When keeping the key operated switches in position 3 the operators can easily do adjustments of the fuel air ratio for the pilot burner if the flame is not operating properly. Warning: Do not leave key switch in position 2 for a long time, because this will keep the pilot pump operating in re-circulation mode, which is in effect a closed loop. When operating like this heat will be accumulated in the pump and there is risk of the fluid boiling if the pump runs for a long time.
6.5
Starting Procedure for the Plant in Reduced 50% Mode Follow the start up procedure for Generator mode. The Operator must also in addition to select Generator mode also select Reduced 50% Mode as shown in the description of the operator terminals. This mode can also be selected when system is running in Generator mode (100%) without stopping the system by following the order bellow: 1. Deliver dry inert gas to atmos. 2. Deliver inert gas to atmos. 3. Select reduced 50% mode. 4. Deliver Inert gas to dryer. 5. Deliver inert gas to deck. Procedure for Stopping of the Plant Follow the shut down procedure for Generator mode Starting Procedure for the Plant in Fresh Air Mode 1. Arrange the deck distribution and ventilation system as described in the cargo handling manual. 2. Ensure that controllers are in auto mode and pre set with the correct set point. 3. Select Fresh Air mode on the terminal. 4. Check that there are no active shutdown alarms. 5. Start the refrigeration compressor with the chill water pump as described in the vendor manual. 6. Press the System Start button. 7. Press Delivery to Deck and the dry air is then automatically delivered to deck. Warning: The safety procedures must be strictly observed during tank entry. Procedure for Stopping of the Plant 1. On completion of gas freeing the system can be stopped by pressing the Stop System button and this will stop the inert gas blower and close the delivery valve. 2. Check that the blower motor heating is switched on.
6.5a

I.G.G. GAS OIL TK
TO ATMOS.DRAIN TK FROM 1.0 MPA STM 15 40
158VPB 157VPB
15 15 15 40 40 40 400 400
090ZPD 089ZPD 088ZPD
FUNNEL
TO I.G.MAIN TO GAS DETECTOR
M12VUJ
400
G817-1
221VPL
G884 G884 G884
SD SD
M13VUJ
XM
XAL
XAH
FRESH AIR INTAKE
TAHH
G817
G890 G890
TAH TM
G891 G807
FIC
G817-2
P 50 TO D.O.TRANS.PUMP
O2 ANALYZER
10
M07VUJ
G837 G817-3
TM
G889
TM
250
400
350
F.O. PUMP UNIT

25
WET GAS BLOWER

TM
G886
M
TO COMBUSTION AIR BLOWER 400 FI
MAH MM
G816-4
SD
G885
FM
250
M
25
G813-6
SD
P 25
40 FROM F.W.SERV.LINE
G812-4
40
151VPG
G836 G836
TAH TM
G835 G835
PAL SD PM
G815-3
PIC FIC PM
P 400
G888
COOLER
DPI
G882 G882
TAH
TM
B 600
G883 G883
SD PAH
152VPG
MAIN
15
G814-2
SD
P
PM
G813-4
G832
SD PAL
G822 G822
PAL
P
M03VUJ
G832 G832
PM
G887
TM
15
40
UPP.DK
TO ATM.
ROTOR DRYER EXP. TK

PAH PAL
G816-2 G816-2 G806-2
SA
G816-1 G816-1 G806-1
SA
ESD RM
ESD RM
PILOT
S S
P
G813-3
200
S S
G833 G833
TAH TM
SD
G815 G815
SCRUBBER UNIT
P PS
P T 200
PIC PIC
TM
DRY INERT GAS BLOWER
NO.2
NO.1
G812-3
FROM NO.2 DRY I.G. FAN

G813 G812 G806-3
BURNER
G825
SD
G838
200
023VUJ
021VUJ
LAH
50
50
50
SA
ESD
RM
PM
FS
WATER CHILLER
PS P
COMBUSTION AIR BLOWER

400
400
PIC
G825 G813-2
PAL
SD
400
M01VUJ
S
700
G841-4
TO BALLAST STRIP.EDUCTOR C
G812 G809
PS P
ESD
RM
042VPJ
P 400
046VPJ
REF.COMPR
350
G838 G811
ECONOMIZER
G841-7
400
50
RM
G837
TAH
G816-3
SD PAH
G881 G881
PM
PIC
LM
TS
LIC
P
G841-5 G841-6
EDUCTOR DRIV.& IGG COOL.S.W.PUMP

TO BALLAST LINE C P
047VPJ
400
G811
PIC
PS
TO & FROM CCS 125 125
PS
045VPJ G810 G810 G810
RO
OIO
OIS
G811
860
RO
OIO
860
OIS
860
OIL SEPARATOR
50
062VPG
125 125
061VPG
NO.3
150
350
095VPH 090VPH 091VPH 064VPG
CONDENSER
S
BALLAST PUMP
TO BALLAST LINE
OIL COOLER
063VPG
TO BILGE WELL
50
PART 7: ENGINE ROOM BALLAST SYSTEM
7.1 7.2 7.1a 7.2a
Engine Room Ballast System Ballast and Fuel Oil Valves Control System Engine Room Ballast System Ballast and Fuel Oil Valves Control System
Illustrations
7.1 Engine Room Ballast System

Specifications Water ballast pump Maker : Capacity : Water spray pump Maker : Capacity : Teikoku Machinery Works. Ltd. 1 1,050 m3/h 100 mTH 420 kW 1,800 rpm Teikoku Machinery Works. Ltd. 3 2,800 m3/h 35 mTH 375 kW 1,200 rpm The valves marked with R can be controlled remotely at voluntary opening position and the valves marked with "R" are operated at either full open or full close position. Discharge of ballast can be accomplished in three steps. 1) Discharge by gravity 2) Deballasting by use of the ballast pump 3) Stripping by use of the ballast stripping eductor The pumps take their suction from the sea bay, with a high and low sea suction being available at both port and starboard sides. The ballast water is discharged through the dedicated overboard discharge valve 036VPJ. No.3 ballast pump is used also for inert gas generator cooling water supply. Niikura Low pressure type 1 350 m3/h A draft gauge sensor for aft of the ship is provided at 3rd deck in the engine room. Following gauges are monitored on the ICAS. Description The purpose of the Ballast System is to provide the distribution of sea water ballast throughout the ship under varying load conditions. The load varying of the hull and trim of the ship are affected by cargo loading and unloading, bunkering, fuel oil transfer and fuel consumption. The ballast system is used to compensate for all of these operating conditions. Three vertical centrifugal ballast pumps are provided in engine room for operating the ballast water. The pumps can be operated either in parallel or in single as required. A ballast stripping eductor is provided to strip the ballast tanks. The driving water for eductor is supplied from either the eductor drive and IGG cooling sea water pump or No.3 ballast pump. A vertical centrifugal pump is provided to supply sea water to water spray system and a steam heating shell and tube type heater is arranged for heating the sea water in winter condition. The bilge in the double bottom pipe passage is discharged with a dedicated bilge eductor which is situated in the passage. The driving water for eductor is supplied from the bilge and G.S. pump. The valves in the ballast system are hydraulically operated with open / close or valve position indications from the ballast control console in cargo control room. Ballast main pressure Ballast pump suction and discharge pressures Ballast stripping eductor driving water inlet pressure Ballast stripping eductor suction pressure Aft water ballast tanks level
Eductor Drive & IGG Cool. Sea Water pump Maker : Capacity : Ballast stripping eductor Maker : Type : Capacity : Teikoku Machinery Works. Ltd. 1 1,000 m3/h 40 mTH 185 kW 1,800 rpm
The ballast pumps are started and stopped using the ICAS screen, provided that the switches on the main switchboard group starter panel are set to remote. The pumps have an automatic stop sequence control for tank level status. When on local control, the pumps can be started and stopped from the local panel, and can be stopped from this panel regardless of the position of the local / remote switch. The local panels always take priority and can take control from cargo control room at any time. The ICAS has to send a Power Available signal to the switchboard prior to the start signal. When starting in local mode a Power Request signal is sent from the switchboard to the PMS in ICAS. All hydraulically operated valves in the system are also operated the on screen menu / keyboard in conjunction with the ICAS Ballast screen.
7.1a Engine Room Ballast System

SEA CHEST (HIGH)
OIS
G1316
OIO
G1316 R
RO
G1316
053VPJ
650
036VPJ
LAH
G1331
150
40
LAL
G1331 R R
LM
250
550
013VPJ 003VPJ
550
G1331
125
051VPJ
R
D.B.PIPE PASSAGE
AFT W.B.TK (P)

400
550
010VPJ
C
PM
G1304
BALLAST PUMP
ASP 641 SA 641 RO 641 RM 641
250
NO.3
PM
G1305
FOR PORTABLE VENT.FAN
500
029VPJ
550
WATER DETECTOR
550
(300A)
027VPJ
P
R
007VPJ
500
028VPJ
R R
500
450
037VPJ
R
G1301
PM
005VPJ
550
012VPJ 002VPJ
550
008VPJ
300
C
550 650
PM
G1304
BALLAST STRIP. EDUCTOR

400
047VPJ
R
SEA BAY
BALLAST PUMP
SA 641 RO 641 RM 641
550
P
PM
G1302
NO.2
PM
G1305
026VPJ
R R
SA 642
RO 642
RM 642
400
024VPJ
P
500
025VPJ
004VPJ
500
EDUCTOR DRIVING & IGG COOL.S.W. PUMP

P
041VPJ
400 TO IGG COOL.W.

046VPJ
R
400 MOORING DK
LM
G1337 R R
042VPJ
300
R
500
045VPJ
300
WATER DETECTOR
006VPJ
TO CCR
550
011VPJ 001VPJ
550
550
550 (300A)
FOR PORTABLE VENT.FAN
550
PM
G1304
DRAFT GAUGE
BALLAST PUMP
2ND FLAT
SA 641 RO 641 RM 641
NO.1
PM
G1305
250 500
023VPJ
LAH
R G1331
25
AFT W.B.TK (S)
009VPJ
021VPJ
P
150 250 500 500
022VPJ
LAL
G1331
LM
G1331
061VPJ
65
SEA CHEST (LOW)
REMOTE CONTROL VALVE WITH OPEN/SHUT IND.
40
150
REMOTE CONTROL VALVE WITH POSI.IND.
7.2 Ballast and Fuel Oil Valves Control System

Specifications Maker : Type : Main pump capacity : Small pump capacity : Accumulator : Working pressure : Pressure switches : Nakakita Seisakusho Co., Ltd NS 4 x 25.0 litres/min x 5.5 kW x 1,200 rpm 2 x 14.3 litres/min x 3.7 kW x 1,200 rpm 4 x 60 litres preloaded to 7.0 MPa 11.5 Mpa normal, 13.7 MPa maximum Main pump : Loading : 10.5 MPa Unloading : 12.5 MPa 13.7 MPa 950 litres Hydraulic Power Packs The units consist of a 950 litre oil tank, with the two main pumps and a small pump for sea going situated on top of the tank. The lead pump has a delivery rate of 25.0 litres / min at the working pressure of between 10.5 MPa and 12.5 MPa. There is a bank of four accumulators of 60 litre capacity, capable of restoring 20 litres of oil between the working pressures, under low pressure demand conditions. The system is protected by a safety relief valve set at 13.7 MPa, which returns to the tank via the main return line. The starter panel consists of the following : Changeover switch to select either automatic or emergency use Changeover switch to select either duty or standby pump Pushbuttons for: Pump start and stop Acknowledging and canceling audible alarms Lamp test Indicator lamps for: Electrical power available Pump running Pump stopped Pump failure due to high temperature Alarms due to low oil level and high and low oil pressures 2.0 cc / cycle 11.5 MPa 0.7 litre The system has the following alarms Capacity tank low level at 312mm from tank top Oil pressure low-low at 9.0 MPa Oil pressure low at 9.5 MPa Oil pressure high at 13.0 MPa The main pumps are each capable of: Operate three of the 700mm valves in 60 seconds Operate two 300mm - 400mm globe valves in 98 seconds Operate all the manifold valves in 30 seconds Operate three 1000mm - 1,400mm butterfly valves in 30 seconds An electric heater is provided in the oil tank, which starts at 0 and stops at 10 by a thermostat. j) k) Emergency Shutdown System The ESD system is supplied by two accumulators, each fitted with a rupture disc, safety sequence valve, power supply, non-return valve and isolating valve. The accumulators operate the manifold ESD valves in an emergency situation and are capable of two closing operations within 30 seconds.
Procedure for Operating the Remote Valve Operating System a) b) c) d) e) f) g) h) i) Ensure that the oil system is fully charged and that there are no leaks evident. Turn the Automatic / Manual select switch to the control required. Turn the pump select switch to either PUMP 1 or to PUMP 2 position. Turn the power switch to the 1 (ON) position and ensure that the power light illuminates. Press the start button on the selected operating pump and ensure that the RUNNING light illuminates when the pump is running. Check the pressure rise on the pressure gauge and check that the pump cuts out at the pressure of 12.5 MPa. Check that the second pump unit is operational. The system is now ready for operation. Press the OPEN or CLOSE buttons for the selected valves on the mimic panels in order to open or close the selected valves when setting the pipeline system. When the pipeline is set, start the selected pump and check that the system is pumping as intended. Each day press the LAMP TEST button in order to check that the lamps are illuminating.
Relief valve setting : Oil tank capacity : Pump Shutdown Level-low low : Press.-low low :
412mm from top of tank 8.5 MPa
Emergency Hand Pump For cargo and deck part (3sets) Stroke : Pressure : Oil tank volume : For engine room (1set) Stroke : Pressure : Oil tank volume : 33.0 cc / cycle 11.5 MPa 6.5 litre
General Description All the valves necessary for the operation of the cargo, engine room and emergency shutdown system are hydraulically operated by a hydraulic power pack, which can be cross-connected to the cargo hydraulic power pack in an emergency. The power packs are situated in the hydraulic pump unit room on the port side of upper deck and the solenoid valve boards and boxes are distributed and arranged in several places. The power pack is started locally and valve operation is from the ICAS graphic screens in the central control room, situated on G Deck. Emergency operation is carried out by using one of the three for deck and cargo part and one for engine room portable manually operated pumps and by manually operating the solenoid valves. The solenoid valves operate at 230V.
7.2a Ballast and Fuel Oil Valves Control System

NOR. PRESSURE MAX. PRESSURE FIRE EQUIP. ROOM ( "F" - DECK ) CENTRAL CONTROL ROOM ( "G" - DECK ) ELECT. EQUIP. ROOM ( "E" - DECK ) : 10.5 ~ 12.5 MPa : 13.7 MPa
HAND PUMP
ICAS
VDU
I.S. TYPE BARRIER UNIT ( FOR DOL. V. )
I.S. TYPE BARRIER UNIT WITH SIGNAL CONVERTER
SIGNAL CONVERTER
HYD. PUMP ROOM
POWER UNIT FOR BALLAST LINE

STARTER STARTER
POWER UNIT FOR CARGO LINE
FOR CARGO & HULL PART
P
P P P P
TM G1110
LI
TM G1110
LI
P
ACCUMULATOR UNIT
P R
P R
P R
R P P R P
No.9 BALLAST VALVE SOL. V. BOARD ( 7SETS ) No.8 BALLAST & F.O. VALVE SOL. V. BOARD ( 28 SETS )
D.B. PIPE PASSAGE
R
JUNC. BOX JUNC. BOX JUNC. BOX JUNC. BOX
HAND PUMP
S S O S S O S S O S S O S S S O S O
B.T.F.V. 10 SETS ( OPEN - SHUT ) 036VPJ 001VPH 002VPH 003VPH 004VPH 091VPH
B.T.F.V. 1 SET ( OPENNING ) 020VPH
ENGINE ROOM
B.T.F.V. 14 SETS ( OPENING ) 001VPJ 002VPJ 003VPJ 022VPJ 023VPJ 025VPJ 026VPJ 028VPJ 029VPJ 042VPJ 047VPJ FOV04 FOV05 FOV06
B.T.F.V. 10 SETS ( OPEN - SHUT ) 004VPJ 005VPJ 006VPJ 007VPJ 011VPJ 012VPJ 013VPJ 031VPJ 033VPJ 037VPJ
B.T.F.V. 2 SETS ( OPENING ) 009VPJ 010VPJ B.T.F.V. 2 SETS ( OPENING ) 718VPJ 728VPJ
PART 8: INTEGRATED CONTROL AND AUTOMATION SYSTEM
8.1 8.2 8.3
ICAS Overview ICAS Operator Station Operations Graphic Displays Integrated Control and Automation System Overview
Illustrations
8.1a
ICAS Graphic Displays

8.3a Custum Graphic Main Menu
1. Macinery Overview 2. Main Turbine 3. Main Turbine L.O. System 4. Main Turbine Bearings 5. Main Condenser 6. Main Turbine Trip & Auto Slow Down 7. Main Turbine Remote Control Monitoring 8. Boiler Sub Menu 9. FD Fans and Air Heaters 10. Soot Blower 11. BMS Overview 12. No.1 Boiler BMS Overview 13. No.2 Boiler BMS Overview 14. Boiler Trip and BMS Fatal Condition 15. ACC Overview 16. Boiler Condition Overview 17. No.1 Boiler ACC Overview 1/2 18. No.2 Boiler ACC Overview 2/2 19. No.2 Boiler ACC Overview 1/2 20. No.2 Boiler ACC Overview 2/2 21. ACC Signal Monitor 22. Superheated Steam 23. Auxiliary Steam 24. 1.0MPa Auxiliary Steam 25. Steam Dump 26. Exhaust and Gland Exhaust Steam 27. HP Feed System 28. LP Feed System 29. Sea Water Circulation System 30. Sea Water Sevice 31. Ship Side Valve 32. CCS Fresh Water Service 33.D/G Cooling Line 34.Distilled Water Plant 35.Domestic Water Service 36.Bilge / Waste Oil and Sewage 37.Fire Fighting Sea Water 38.No.1 Boiler F.O. Supply 39.No.2 Boiler F.O. Supply 40.F.O. Filling and Transfer 41.L.O. Purifier and Transfer 42.Stern Tube L.O. System 43.E/R Gas and Fire Fighting 44.Fire Detector 45.E/R Vent Fan 46. Ventilation 47.Compressed Air System 48. Refr1gerator and Air Conditioner 49.Steering Gear and Miscellaneous 50. Motor List
8.3b Power Management System Screen

1. Electric Distribution (High Volt) 2. Generator Control 3. Frequency Control Sensor Select 4. No.1 Turbine Generator 5. No.2 Turbine Generator 6. No.1 Diesel Generator 7. No.2 Diesel Generator 8. Emergency Generator 9. Insulation and UPS Status 10. Blackout Recovery
8.3c Gas Handling Screen

1. Fuel Gas Compressor
8.1 ICAS Overview

Maker : Model : Mitsubishi Heavy Industries, Ltd. MCS-6100A Control Stations The control stations are interface and processing units. They are related to particular pieces of equipment, or plant, and provide the interface between the ICAS system and the actual plant or equipment. Process stations also contain the operating software for the associated equipment. The ICAS system on board is called a distributed processing system, because the process control functions are defined locally in the process stations and not in the operator stations. The operator stations function independently, so they can be located at the ship control centres. This also means that each station is capable of controlling any process, provided it has control of the appropriate command group and the user is logged on with the correct access code. Each station computer has a hard disk containing the software files for the fitted equipment. Process values to be displayed at the operator stations are generated in the control stations and transferred to each station as required. The Operator Interface The graphic displays are shown on the monitor of the operator stations. These displays show all or part of a system or process using standard symbols to represent the actual plant / equipment (valves, motors etc). Events (alarms and messages) are also shown on the displays. The operator panel is used to interact with the display and control the process. This is achieved by the use of the trackball and buttons to point and click on symbols and menus. Displays and Views The system is made up of the following types of views : Process Flow Event Trends Equipment The Display and Control of System Processes The number of views in a system depends upon the equipment under system control. The operator can select views with varying levels of detail. When a view is selected showing an overall process, there may not be enough room to display all the detail on a single view. To account for this, the system will therefore have number of views, accessed from the main view, that show these details. System Peripheral Equipment Printers Certain operator stations are connected directly to a dedicated printer for printing out events and may be interfaced to one or more network printers for event and report printing. An operator station may also have the facility to print to the network colour printer, providing colour screen dumps. Monitoring and Control Monitoring and control is performed by software modules. The basic modules are : Buttons Analogue measurement modules Digital measurement modules Pulse measurement modules Motor / pump control modules Valve control modules PID controller modules All display views are made up from a set of standard modules. The symbols on the screen are the symbols associated with these modules, valves, motors, measurements etc. Symbols The symbols indicate the operational mode and status of the represented equipment (motor / pump etc) by means of tag mark characters and changes in colour and appearance.
The ICAS system is a machinery monitoring and control system which covers all the important plant on board the vessel, such as propulsion, power generation, boilers, auxiliary machinery and cargo / ballast systems etc. The basic functions include : Process and system monitoring Event logging and monitoring Control functions (motor control, valve control and PIDs) The main applications to which these functions are applied are : Power management Propulsion plant control Gas handling Cargo and ballast control Watch call system Main Components The ICAS system is made up of operator, data server, control and input / output stations connected by a dual bus to the network units. Operator Stations The operator stations are the main interface between the operator and the processes under the operators control. The operator station has a colour monitor, an operator panel with buttons and trackball and a controller computer (EWS). These are installed in the central control room, the bridge and the machinery control room. Data Server Station A data server station is installed in the cargo control console and engine control consol respectively in the central control room. They are a specific computer on the network which runs the operator station software. It also contains the historical database, storing an historical (time / date) series of process (samples). These series are used to produce trends and reports at the operator and history stations. Communication Network The network used is a dual Local Area Network (LAN) connecting the operator, data server and control stations. All the communication between the operator and the controlled / monitored equipment takes place on this network. Network Systems The Network System composes of Unit Network and Local BUS Network. The unit network is an upper side network system which connects the operator, data server, control stations and gateway controller. The local BUS network is a field side network which connects the control station and I/O station.
8.1a Integrated Control and Automation System Overview

Central Control Room No.1 Electric Equipment Room
UPS
UPS
UPS
UPS
LC D2 0
LC D2 0
LC D2 0
LC D2 0
OP EP
OP EP
OP EP
OP EP
EW
EW
EW
EW
CC
DS S
B1S
CC
CC
HDC1
B21
B11
CC
CC
B12
B22
CC
B13
ALMPRM1
LOGPRM1
C/E Office
U PS
HUB3P
HUB3Q
HUBMPR1
LC D2 0
EW
Machinery Control Room

U PS UPS UPS UPS
MAIN BOILER CONTROL

LC D2 0 LC D2 0 LC D2 0 LC D2 0
OP EP
OP EP
OP EP
OP EP
EW
EW
EW
EW
MC
DS S
B13
MC MC B12 MC
B22
MAIN TURBINE CONTROL
MC
B23
HDC2
B11
MC
B21
MC
B3
ALMPRM1
LOGPRM1
HUB4P
HUB4Q
HUBMPR1
8.2 ICAS Operator Station Operations

Operation Panel The systems operator / user interface is the monitor screen, operation panel and alphanumeric keyboard or mouse device. The screen displays the system views and the operation panel is used to interact with those views. The alphanumeric keyboard or a mouse device is used for set-up and maintenance purposes. The operation panel is used to interact with the views on the screen, display a new view or to act upon an element within a view. The layout of the pushbuttons, lamps and controls on the operation panel are divided into functional groups, as shown in Illustration ICAS Operator Station Panel. 9
OPE (Operation) mode This mode covers normal operation of the plant monitoring and control. ENG (Engineering) mode This mode covers OPE mode operation and engineering operation such as parameter and engineering function setting. SYS (System) mode This mode covers all system functions such as hardware setting, system maintenance. Alphabet / Display Select Keys Group The buttons of the views group select and display the views representing the various process areas. The most important and commonly used views are assigned to these buttons so that they are instantly accessible from the operation panel. Each button is labeled with the name of the view. To display the views assigned to these buttons, the user should press the appropriate button.
Control Menu This function button opens the menu for plant control operation. System Menu This function button opens the menu for system utility and engineering function. Alarm Summary This function button calls ALARM SUMMARY on the alarm function window. Event Summary This function button calls EVENT SUMMARY on the alarm function window.. Control Key Group The buttons of this group are used to enter values into control panel and monitoring panel on the Graphic display, when setting parameters or required levels. Alphanumeric Keyboard The alphanumeric keyboard is a standard, QWERTY keyboard that is located in a compartment under the operation panel. A keyboard selection switch is fitted to select the keyboard. When the keyboard is selected, the buttons of the keypad group are disabled. For a desktop operator station, the keyboard selection switch is a toggle switch located on the back of the operation panel.
A/M
A/M
A/M
A/M
A/M
A/M
A/M
A/M
ENG OPE SYS
PANEL CLOSE
PANEL SELECT
SHIFT
SV
REF
V. SLOW
SLOW
FAST
PANEL CLOSE
10
ON OFF
TAB DETAIL
CUSTUM GRAPHIC
MONITOR MENU
CONTROL MENU
SYSTEM MENU
ALARM SUMMARY
EVENT SUMMARY
1
F8 F9 F10
2
CSR SET
FOCUS 1 SELECT
SHIFT
F1
F2
F3
F4
F5
F6
F7
ALPHA
GAPS
Main Turbine
M/T Remocon
Elect Dist (HV)
Elect Dist (LV)
Gen Control
Overview
System Status
4
9 6 3
ENT DEL BS
EXEC
5 6 7 8
A
FD Fans
B
BMS Overview
C
ACC Overview
D
SH Steam
E
Aux Steam
F
Steam Dump
G
Exh Steam
7 4 1 0
8 5 2 .
CANCEL
2 SELECT
H
J
LP Feed SW Circ
K
CCS FW
M
Dist Plant
N
Fire Fight
O
SWAP Boiler FO FO
P
LO
Q
Gas
R
Fire
S
E/R Fan
U
Vent
ALARM ACK
V
CLOSE Air
W
Refrig
X
Miscellaneous
Y
Motor List
Z
Control Overview
SPACE
3 11
BZ STOP
14 13
12
ICAS Operator Station Panel 1. 2. 3. 4. 5. 6. 7. 8. OPS Power Key Switch Operator Mode Key Switch Track Ball Cursor Click Key Execute Key Cancel Key Alarm Acknowledge Key Buzzer Stop Key 9. 10. 11. 12. 13. 14. Control Key Function Key Ten Key Alphabet/Display Select Key Custom Graphic Window Control Key Cursor Key
Above each button is a red status LED, which will flash when any unacknowledged alarms are active in the view assigned to that button. When all the active alarms in the view are acknowledged, the LED illuminates steadily. If there are no active alarms in the view, the LED will be off. There are several different ways to navigate through the views of the ICAS system : Using the views buttons on the operation panel Using the previous view and next view buttons on the tool bar Using the history function which records the last 20 screens viewed Using the navigator Using the context menu of a module Function Key Group This group contains FUNCTION and SUB FUNCTION buttons. The function buttons (F1 to F10) are user-definable. The sub function buttons provide the following display operation. Tag Detail This function button is active by selecting the monitoring or control point on the main display area of custom graphic. CHANNEL DETAIL or CONTROL PARAMETER TUNING display is called on the system display window. Custom Graphic This function button is active by selecting the monitoring or control point on the main display area of custom graphic. The custom graphic display associated with the selected point is called on the custom graphic display area. Monitoring Menu This function button opens the menu for monitoring point management.
System Functions The functions composing the system are arranged on the hierarchical structure configurations and they are concentrated on the system display for human-machine interface for monitoring and operation of a target plant. Top Menu / Main Menu All operator stations have plant monitoring function for the cargo and machinery parts, and the monitoring system of each part is selected on TOP MENU. The custom graphic display functions are assigned effectively for operation and those screens are called on Main Menu screen by click of button.
Track Ball Operation The trackball is used to position the cursor on the screen and the command that the cursor is placed in the view is executed by pressing the cursor click key put at the upper side of track ball.. Operation Mode Control Operation mode of the system privilege is selected by the operation mode key switch or the user ID with password protection. The key switch allows the user to select following three modes and the system privilege control.

Basic Display Format The basic display consists of five areas and each area has the following function.
3. ALARM WINDOW AREA 5. SUB FUNCTION BUTTON AREA 2. TITLE AREA
5. Sub Function Button Area In addition to the function buttons, this area displays the buttons of eleven menus, of which seven have context sensitive commands and five have fixed commands.
SUB FUNCTION
TAG CUSTOM GRAPHIC MONITORING MENU CONTROL MENU SYSTEM MENU ALARM SUMMARY EVENT SUMMARY AUTO ALARM DISPLAY TEST WINDOW RESET HARD COPY
System Display Operation All system functions are integrated in the system display. The display selection is executed with the following operation. 1) Custom Graphic Window Operation The custom graphic window is controlled by five custom graphic window control keys on the operation panel.
HELP
1. MAIN DISPLAY AREA
DETAIL
a) Window Open A new custom graphic window and the graphic being requested are displayed by pressing either No.1 or No.2 window select button before change of display on the main display area. b) Window Close The selected custom graphic window is closed by pressing the window close button. c) Focus All system operations on the display are effective for focused display including the main display area. The focus condition of the main display area and the custom graphic window varies by the focus button. d) Display Swap The displayed custom graphic sheet and the selected custom graphic window are swapped by the swap button after selection of the custom graphic window. 2) Alarm / System Function Window Operation The alarm and the system function windows are controlled by he following operation. a) Window Open
Window Display Function

4. FUNCTION BUTTON AREA
The following window display functions are provided in addition to the above basic display. 1. Custom Graphic Window The custom graphic window is opened for custom graphic display and the same display function as the main display area is provided without control operation. Maximum two windows are available for the custom graphic window at a time. 2. Alarm Function Window The alarm function window is opened for ALARM SUMMARY and EVENT SUMMARY functions. One window display is available for the alarm function window.
1. Main Display Area An individual custom graphic for the monitoring and control operation is displayed and the plant monitoring and control are performed in this area. 2. Title Area The title area displays the status of current screen being displayed as follows:
TITLE BAR
REPOSE STATUS MARK UNACKNOWLEDGED ALARM STATUS MARK INHIBIT STATUS MARK SCAN STOP STATUS MARK
POP-UP
DISPLAY TITLE
LMT : 2008/11/06 14:15 UTC : 2008/11/06 05:15

ALARM STATUS (self-diagnosis) (Flicker : OPS normal, Stop/No mark : OPS trouble) CURRENT MONITORING PART (C : Cargo, M : Machinery) OPS NODE NAME
M M1
3. System Function Window The system functions except the above functions are displayed on the system function window. One window display is available for the system function window.
3. Alarm Window Area The latest two alarm message lines of ALARM SUMMARY are displayed in this area. 4. Function Button Area This area displays 10 function buttons for basic display operation. The contents of function buttons are arranged automatically in accordance with the type of current focused display window..
FOCUS 1 SELECT 2 SELECT
WINDOW FOCUS BUTTON
The alarm / system function window is opened by the sub function key of the monitoring, control or system menu on the operation panel, or the button on the custom graphic display. b) Window Close The window is closed by the close function button or close icon which is provided on all alarm / system function window. c) Focus
No.1 WINDOW SELECT BUTTON
No.2 WINDOW SELECT BUTTON
DISPLAY SWAP BUTTON
FUNCTION
f1
SWAP
TOP MENU
f2
HISTORY
f3
RETURN
LAST SHEET UPPER SHEET PRE SHEET NEXT SHEET
f4
f5
f6
f7
f8
DISPLAY SELECT
f9
CANCEL
f10
All system operations on the display are effective for focused display including the main display area. The focus condition varies by access to the displaying area of alarm / system function window. d) Minimize The minimize icon button is provided on all alarm / system function windows. It minimizes the window to the window title bar.
EXECUTE
WINDOW CLOSE BUTTON

CLOSE

3) Display Select All CUSTOM GRAPHIC DISPLAY sheets are selected by the basic function of the display selection. Both monitoring parts for Cargo and Machinery have independent system function structure. a) Selection by Basic Function and Function Buttons The system display is selected by the track ball operation to control the cursor pointer or the basic system function keys on the operation panel. The system display is called by access to the touch target (sheet jump button) with the track ball. The system display selection is available with the following functions. TOP MENU
TOP MENU of the system is called directly from MAIN MENU screen of the custom graphic display. TOP MENU button is displayed only on the function button area in the main menu screen. TOP MENU selects the
b) Pop Up Menu The pop up menu is displayed by the POP UP button on the title area bar. Five buttons are arranged for calling the associated custom graphic sheet. c) Display ID Input The display ID input window is displayed by the DISPLAY SELECT function on the displayed screen. The associated display is called directly for input of display ID or tag number in the display ID input window. d) Display ID Input The display ID input window is displayed by the DISPLAY SELECT function on the displayed screen. The associated display is called directly for input of display ID or tag number in the display ID input window. e) Operation Panel The display can be called from ALPHABET/DISPLAY SELECT key on the operation panel as well. Alarm Management Function The alarm management function is composed of the following basic functions. a) Alarm detecting function for analogue and digital monitoring. b) Alarm suppress and scan stop functions Alarm Repose: The repose function suppresses the alarm of monitoring points registered in the same repose group except range and I/O error detection. Alarm Repose: The alarm inhibit function suppresses the alarm of each monitoring point individually by user except range and I/O error detection. Scan Stop: The scan stop function suppresses all alarms and hold process data updating of each monitoring point individually. c) Alarm buzzer and acknowledge control d) Extension alarm control Alarm Summary ALARM SUMMARY gives user the current abnormal plant condition and displays the alarm point on the alarm summary list in time sequence. The alarm message line is inserted at the top of the alarm summary in alarm condition and it is erased automatically if the plant recovers in the normal condition. Maximum 500 message lines are displayed (25 alarms per page). The display filtering function for GROUP ALARM SUMMARY sorts the alarm messages based on the selected monitoring group.
The following items are displayed for an alarm message on the alarm summary. Date and time at detection of the alarm Tag number (touch target) Service name (touch target) Monitoring group number (touch target) Status of alarm Current process value and status Unit for analogue monitoring The associated custom graphic, channel detail and group alarm summary are displayed on the alarm summary by the display call function. The alarm summary is opened automatically if a new alarm is detected when AUTO ALARM MODE is set on the sub function button area. Alarm Window The latest two alarm messages of the selected monitoring part are displayed on ALARM WINDOW area on the top of screen. Event Summary The events of alarming and recovering are listed on EVENT SUMMARY with colours (red for alarm, white for recovery). Maximum 500 records are displayed (25 alarms per page) in turn from the latest. . The layout of EVENT SUMMARY is the same as ALARM SUMMARY. Alarm / Recovery Log The messages of alarm events are printed out by the alarm printer. The alarm message is printed out with an alarm mark and under line, and the recovery message is with RECOVERY message. Alarm Demand Log The contents of the current alarm summary are printed out as ALARM DEMAND LOG from the alarm printer. The command for printing out is executed on Printer Function Control Display by the user. Event Trace Display The predetermined event messages are listed on EVENT TRACE DISPLAY. The event massage data are stored in Data Server Station (DSS). The maximum 2500 events x 100 files are available for the event trace display function. Display Control Function The following event record sorting functions are provided for the event trace display.
monitoring part either Cargo or Machinery. MAIN MENU

MAIN MENU of the current monitoring custom graphic display is called
directly. HISTORY The last twenty displays which have been selected can be called again on the history list by HISTORY button. RETURN The display sheet which called the present display sheet in the same window is recalled. LAST SHEET Each custom graphic and main menu window has the independent history storage function. The last ten displays selected on the same window can be recalled and the history of the window is erased when the system window has closed. UPPER SHEET The display allocated to the upper stream in the hierarchical structure is recalled. PRE SHEET The previous display in the same display group is recalled in turn. NEXT SHEET The next display in the same display group is recalled. PAGE UP The data on the displays of list style system such as ALARM SUMMARY, EVENT SUMMARY and TAG LIST are shifted one page upward. PAGE DOWN The data on the displays of list style system are shifted one page downward.

a) Message Type Selection The messages are sorted out by the selection button on the system window. b) Tug Number Selection There are following two styles to select the tag number. Setting the tag number Setting the wild card c) Even Message Line Search The event message lines are searched by means of a keyword. Monitoring Point Management Function This function consists of the following three basic displays which are displayed hierarchically. Monitoring Group List Monitoring Group Display Channel Detail Display a) Monitoring Group List All monitoring points are classified as the several groups. Information of the monitoring group is summarized on the monitoring group list and the details are displayed by clicking of the group name. b) Monitoring Group Display The information of monitoring which is necessary for the normal operation is displayed on this sheet and the details are called by clicking the service name. c) Channel Detail Display The information of monitoring point is detailed on this display. Two display types are provided, one for analogue monitoring point and the other for digital. The change or adjustment of alarm management parameter can be done on these displays. d) Free Monitoring Group Display User can make arbitrary monitoring groups on the display with the same display format and function as Monitoring Group Display. The free monitoring group display function provides ten display sheets (20 lines x 10 pages) and the tag number for them is set from each operator station. e) Repose Set and Status Display The current conditions of repose groups are shown by the following two categories. Auto repose by external signal condition Manual repose by manual set on operator station Graphic Display Function The system gives human interface for monitoring and control by the following graphic display function. Custom Graphic Display Bar Graph Display Analogue Meter Display a) Custom Graphic Display The custom graphic display can be designed arbitrarily by combination of the basic display elements. b) Bar Graph Display The current process values are indicated on the bar graph display with bar graph elements. The user can make arbitrary bar graph groups by Bar Graph Display Function. The function provides maximum twenty bar graph groups, in which maximum ten analogue monitoring tags are registered. .The setting of bar graph group is available on each operator panel individually. c) Analogue Meter Display The current process values are indicated on the analogue meter display with analogue meter elements in the system window. The user can make arbitrary analogue meter groups by Analogue Meter Display Function. The function provides maximum twenty bar graph groups, in which maximum eight analogue monitoring tags are registered. .The setting of bar graph group is available on each operator panel individually Trend Graph Function The system gives two trend graph function types, one is the real time trend graph and the other is long time trend graph. a) Trend Group List All trend groups are listed as the display selection menu of the trend graph display. The trend graph is called from the list. b) Trend Graph Display The trend graph display indicates process data of analogue monitoring with plotted graph. c) Trend Graph Set Display The user can layout arbitrary trend groups on the trend group set display of each operator station b) Control Panel There are two types of the control panel, one is for digital control and the other is for analogue. Digital Control Panel The digital control panel is used for the control, such as Start / Stop and Auto / Manual mode selection of auxiliary machinery. The digital control panel is composed of maximum ten elements as shown in the figure below. The buttons on the panel are operated by the track ball or the control key on the operation panel. Analogue Control Panel The analogue control panel is used for analogue control loop such as temperature, pressure and level control. The analogue control panel is composed of maximum ten elements as shown in the figure below. The panel is operated by the control key on the operation panel. Control Function The operator station (OPS) makes it for the user to control the machinery and tune the parameters of control processing through VDU operation, and the human-machine interface gives effective circumstance for the plant control operation. a) Monitoring Panel The plant condition is normally monitored by CUSTOM GRAPHIC DISPLY. The monitoring panel is called from the custom graphic display when the details for monitoring point are requested, and the monitoring panel calls CHANNEL DETAIL DISPLAY for alarm parameter setting operation. Two panel types are provided, one is for digital monitoring and the other is for analogue.
M034VPA
EDSHTR DUMP STM IN VV
ALM RPS INH S/S
MTIST621B
2B SHTR
SERVICE NAME & MONITORING TAG NO. STATUS MARK (alarm, repose, inhibit, scan stop) ALARM STATUS PROCESS STATUS (signal status)
600C
OUT TEMP.
ALM RPS INH S/S
SERVICE NAME & MONITORING TAG NO. STATUS MARK (alarm, repose, inhibit, scan stop) PROCESS VALUE ALARM STATUS
100%
PROCESS VALUE
NORMAL OPEN
I/O ERR
400 LOW
OPEN CLOSE INTERMED INTERMED
ASSOCIATED SIGNAL STATUS I NDICATOR (individual signal condition indication)
PROCESS VALUE & ALARM SET POINT (bar graph indication)
MONITOR GROUP
0C
0%
M44
I/O CHANNEL
MONITORING GROUP NO. I/O CHANNEL ASSIGNMENT
MONITOR GROUP
M41
I/O CHANNEL
MONITORING GROUP NO. I/O CHANNEL ASSIGNMENT CHANNEL DETAIL DISPLAY CALL BUTTON
M21-01-07
CHANNELDETAIL
CHANNELDETAIL
CHANNEL DETAIL DISPLAY CALL BUTTON
DIGITAL MONITORING PANEL
ANALOGUE MONITORING PANEL

f) Control Parameter Tuning Display
MEISB321C_C1 T1 ACB CONTROL
OPE PV SV MV
260.0
b) Tag List Display All tags being registered in the system are displayed on the tag list display and related channel detail display for the monitoring tags and control parameter tuning display for control tags are called from this display directly. The following functions are provided for the tag number selection. Tag type selection (monitoring and control) Tag number set (tag number input) Wild card set (tag number input with wild card) Keyword search c) System Clock Adjustment Display Two system clocks of UTC and LMT for system function are managed on the system clock adjusting display. d) Printer Function Display The system provides the following printer functions and they are managed on the printer function control display. Logging Function 1) Noon Report Log The predetermined process data are collected at 16:00, 20:00, 0:00, 4:00, 8:00 and 12:00 everyday based on LMT. All collected data are automatically printed out at 12:00 on the format with the logging printer. 2) Noon Report Log of the Last Data The last days noon report log data are stored in the system and they can be printed out again on the same format of Noon Report Log. 3) Demand Log The instantaneous data at the demand requested time and the latest 5 samples of noon report log data are printed out on the format from the logging printer. 4) Periodical Report Log 5) Alarm Parameter List 6) Control Parameter List Printer Control The printer management functions are provided on the printer function control display for control of the above printer operations. The following displays and functions are provided for the system utility and engineering function besides the above. a) b) c) d) Parameter Management Display Program Management Display Logic Program Monitoring Display System Maintenance Function
MLCW811_C1 1ST FW HTR LEVEL CONT

OPE
CONTROL TAG NO. CONTROL SERVICE NAME PROCESS VALUE SET VALUE MANIPULATE VALUE
-50 -25 68.5

100.0
mm mm %
The details of information in the control loop are shown on the control parameter tuning display in the system window. Additionally, the change or adjustment of control parameters of each loop is available on the display. The following items are displayed. Tag number and service name Trend graph for SV, PV and MV Current value for SV, PV and MV Attribute data of control program Control parameters (indication and setting) g) Control Parameter List The control parameter list is provided in addition to the channel detail display and the control parameter tuning display which access to the system parameters for monitoring and control function. The control parameters are listed on the display and they can be accessed from this display exclusively. h) Control Overview Display The summarized information of analogue control panel and monitoring panel is displayed on the control overview display. The relevant control group display, control panel and monitoring panel can be called from this display. System Utility and Engineering Function The System Utility and Engineering Function is called on the system window and the custom graphic display This function allows the user to carry out the system operation such as system maintenance through VDU. a) System Status Display The system is composed of various kinds of system components being connected by the network system. All system components are monitored by means of the system diagnosis function. The current system conditions are displayed on the system status display and the user can get the information at the system abnormal condition. The system provides the following status monitoring function. OPS status (overview) OPS status (details) Printer status PCS status Network status (Unit network) Network status (Local bus network) IOS status I/O board status GWC status GWC communication status DSS status System power source status Console and system cabinet status
DISCORD ALARM
NORMAL NOT AVAIL CLOSE INTERMED OPEN CONT OFF

06
0.0
50.0
DATA INDICATOR
-200.0
08
-300.0 mm
0.0 %
CASCADE
AUTO MANUSL
RTN PRE NEXT CH DTL RTN PRE NEXT CH DTL PRE TUNE PRE TUNE
CONTROL STATUS INDICATION CASCADE MODE SELECT BUTTON AUTO/MANUAL MODE SELECT BUTTON DISPLAY CONTROL FUNCTION BUTTON
DIGITAL CONTROL PANEL
ANALOGUE CONTROL PANEL
c) Control Display The plant control operation is done by the monitoring / control panel. The maximum two panels can be displayed simultaneously on the control display, monitoring panel is at the left and the control panel is the right side. The monitoring panel is called on the main display area by clicking the process data indicator on the custom graphic display. The control panel is called on the main display area by clicking the control panel calling box which is assigned on the target equipment such as auxiliary machinery and control valve on the control display on the main display area. The monitoring / control panel call function is not provided is called on the main display area by clicking the process data indicator on the custom graphic display. d) Control Group Display (8 Loop Control Display) The control group display is a specialized display for the plant control purpose. The maximum eight control panels and monitoring panels are distributed on one control group display. The display makes it possible to start or stop the auxiliary machinery or to control the valve by the track ball or the operation panel keys. e) Free Control Group Display The user can make arbitrary control group with the free control group function. This function has maximum 50 free groups, in which the maximum 8 control panels and monitoring panels can be registered. The free control group is set on each operation station.
8.3 Graphic Displays

The following custom graphics are available.
Custom Graphic Main Menu

Machinery Overview Main Turbine
1. Main Turbine L.O. System 2. Main Turbine Bearings 3. Main Condenser 4. Main Turbine Trip & Auto Slow Down 5. Main Turbine Remote Control Overview 6. Main Turbine Remote Control Monitoring
Steam Piping System

1. Superheated Steam 2. Auxiliary Steam 3. 1.0MPa Auxiliary Steam 4. Steam Dump 5. Exhaust and Gland Exhaust Steam
Boiler F.O. Supply Piping System

1. No.1 Boiler F.O. Supply 2. No.2 Boiler F.O. Supply
Power Management System

1. Electric Distribution (High Volt) 2. Electric Distribution (Low Volt) 3. Generator Control
F.O. & L.O. Piping System

1. F.O. Filling and Transfer 2. L.O. Purifier and Transfer 3. Stern Tube L.O. System
4. Frequency Control Sensor Select 5. No.1 Turbine Generator 6. No.2 Turbine Generator 7. No.1 Diesel Generator 8. No.2 Diesel Generator
Main Boiler
1. Boiler Sub Menu 2. FD Fans and Air Heaters 3. Soot Blower 4. BMS Overview 5. No.1 Boiler BMS Overview 6. No.2 Boiler BMS Overview 7. Boiler Trip and BMS Fatal Condition 8. ACC Overview 9. Boiler Condition Overview 10. No.1 Boiler ACC Overview 1/2 11. No.1 Boiler ACC Overview 2/2 12. No.2 Boiler ACC Overview 1/2 13. No.2 Boiler ACC Overview 2/2 14. ACC Signal Monitor
Boiler Feed Piping System

1. Boiler Level 2. HP Feed System 3. LP Feed System
Fire Fighting System

1. E/R Gas and Fire Fighting 2. Fire Detector
9. Emergency Generator 10. Insulation and UPS Status 11. Blackout Recovery
Sea & Fresh Water Piping System

1. Sea Water Circulation System 2. Sea Water Service 3. Ship Side Valve 4. CCS Fresh Water Service 5. D/G Cooling Line 6. Distilled Water Plant 7. Domestic Water Service 8. Bilge / Waste Oil and Sewage 9. Fire Fighting Sea Water
Miscellaneous
1. E/R Vent Fan 2. Ventilation 3. Compressed Air System 4. Refr1gerator and Air Conditioner 5. Steering Gear and Miscellaneous
Motor List
1. Motor List
Custom Graphic Main Menu

1 MACHINERY
02
OVERVIEW
11 9 21 20 ELECTRIC BLR SUB MENU DIST(HV) 3 12 10 22 21 31 23 33 M/T LO FD FAN & BMS ELECTRIC SYSTEM AIR HTR OVERVIEW DIST(LV) 4 13 11 23 22 32 24 34 M/T GENERATOR NO1 SOOT BLOWER BEARING CONTROL BLR BMS 5 12 25 14 24 35 FREQ CONT MAIN NO2 CONDENSER BLR BMS SENSOR SEL 6 26 15 13 25 36 NO1 BLR TRIP M/T TRIP & T/G &BMS COND SLOW DOWN 7 16 14 26 NO2 M/T T/G REM-CONT 8 17 15 27 REM-CONT NO1 SYS D/G MONITOR MAIN TURBINE
16
30
34
41 39 SH STEAM BLR LEVEL
27
28 NO2 D/G
3A 35 42 40 AUXILIARY HP FEED STEAM SYSTEM 28 3B 36 43 41 BLR COND LP FEED 1.0MPaG OVERVIEW SYSTEM AUX STEAM 29 37 3C 44 NO1 BLR STEAM DUMP ACC(1/2) 30 3D 38 45 EXH & NO1 BLR GLAND EXH ACC(2/2) STEAM 31 3E NO2 BLR ACC(1/2) 32 3F NO2 BLR ACC(2/2) 33 3G ACC OVERVIEW
ACC SIGNAL MONITOR
51 42 61 SEA WATER CIRC SYS 52 43 62 SEA WATER SERVICE 53 44 63 SHIP'S SIDE VV 45 64 CCS FW SERVICE 46 65 D/G COOL LINE 47 66
DIST WATER PLANT
71 53 81 56 91 58 A1 E/R GAS & FO FILL & E/R VENT FIRE FIGHT FAN TRANSFER 52 72 54 82 57 92 59 A2 NO2 BLR LO PURIF& FIRE VENTILATION DETECT FO SUPPLY TRANSFER 55 60 83 A3 S/T LO COMPRESSED AIR SYSTEM SYSTEM 61 A4 REF & AIR COND A5 62 STEERING GEAR&MISC
51
66
M1
NO1 BLR FO SUPPLY
MOTOR LIST(1/15)
67
M2
MOTOR LIST(2/15)
68
M3
MOTOR LIST(3/15)
69
M4 M5
MOTOR LIST(4/15)
70
MOTOR LIST(5/15)
71
M6
MOTOR LIST(6/15)
72
67 DOMESTIC WATER SERV 49 68 BILGE/WO & SEWAGE

50 69 FIRE FIGHT SEA WATER
48
M7
MOTOR LIST(7/15)
73
M8
MOTOR LIST(8/15)
74
17
29 E/G
M9
MOTOR LIST(9/15)
75
18
2A 2B
MA MB MC MD
INS & UPS STATUS

19
MOTOR LIST(10/15)
76
BLACK OUT RECOVERY
MOTOR LIST(11/15)
77
MOTOR LIST(12/15)
78
MOTOR LIST(13/15)
79
ME MF
MOTOR LIST(14/15)
80
MOTOR LIST(15/15)
MAIN TURBINE
81
ELECTRIC
82 83
BOILER
84
STEAM
85
FEED SYSTEM
86
WATER SYSTEM
FO & GAS SYSTEM

87
FO GO & LO SYSTEM
88
SAFETY SYSTEM
89
MISCELLA -NEOUS
90 91
MOTOR LIST
GM01 CUSTOM GRAPHIC MAIN MENU
4-2-1
Machinery Overview
208 ELECTRIC
PORT
STBD
29
No2 T/G
No2 D/G
(GM21)
No1 D/G
9
No1 T/G
No2
No1 FG
38
0 kW 30 0A 0 0
ACC Master
26
25
0 kW 21 0A
HVMSB2
20
0 kW
18 14
0A
MSB1
10
0 kW 2 0A
0
41
(kg/h) ACC Master
0.0 % 0.0 MPa

No2 BLR Trip
49 43 48
47
0
42
FO
39
19
15
0.0 % 0.0 MPa

35 34 17 16
33
212 BOILER
0C
(GM30)
No1 BLR Trip Boiler Deaerator

27 209 HP FEED SYSTEM
37
0 C
12
1
FDW PP
6
Steam
44 MAIN TURBINE 213 SH STEAM 211
0 mm
22
(GM52)
0.0 knot 0 kW 0 rpm

46 45
(GM11)
(GM41)
L/P
32 31
R/G H/P
36
Conds PP
Main Condenser
210
LP FEED SYSTEM
13
11
2 0.0
MPa
1
28
0 kPa 0 mm
24
23
(GM53)
Drain PP
40 201 WATER SYSTEM FO & GAS SYSTEM 202 FO GO & LO SYSTEM
M/T Trip
203 SAFETY SYSTEM 204 MISCELLA -NEOUS 205 MOTOR LIST1 206
ATMOS DRAIN TK
0 mm
207 CONT OVERVIEW
GM02 MACHINERY OVERVIEW
4-2-2
S2229/30
Main Turbine
217
(GM53)
0 C
67
55
0 C
56
1st FDW HTR
0.00 MPa
LP T VIB & POS Pos 83 PosH 3rd Bleed VV
68
0.0 MPa
50
AST Guard VV
42
* Gov A
41
AST M VV
35
General M a i n T u r b i n e R u n h o u r
0.0 mm
0 %
29
28
Stop
1 2
* A
45
0 h
3
0.00 mm
Vib
84
72
LP FEED SYSTEM
211
Ship' Speed Shaft Power Torque Shaft Revolution Rev Counter Scoop System
0 knt
4
LP Turbine
VAH
AST T
AST Water Spray VV * M a r k e d

REM-CONT
(GM53) V V
215 37
0 kW
5
73
A Water Spray VV
36
0 kNm 0 rpm
7 6
0 m 0.00 MPa 0.00 MPa

64 51 63 57
( G M 1 6 )
46
0 Rev
SCOOP SYSTEM
x10
M
47
0 % 0 %
43
212 AUX STEAM
44
M HP T VIB & POS Pos 88 PosH HP Turbine Out In

78 94 216 65 66
(GM42)
30
104
0
C
26
Off
14
(GM61) No2 Main Conds Pump No1 12 22 15 D D R

23
208
0.00 mm
Vib
89
77
0 C 0 C
MCGP1 HP 1st STG Drain VV
52
31 48
53
VAH
0 m
102
Main Condenser 38 0 kPa

39
AST Manoeuv Drain VV
209 LP FEED SYSTEM
0 C
32
R
16
(GM53)
A
59
93
LO System LO Filter Diff Press
0.00 kPa
9
0.00 MPa
103
1st Stage STM
0 C
99
0.0 MPa
98
58
0 % AHD NZ VV 0.0 mm Gov *

* 54 A
49 61 60 213
0 mm
MAIN CONDENSER
40
LO In Temp LO In Press
33
0.0 C 0.00 MPa

17 11 10
82 69
Emerg Shut
100
(GM14)
2nd Bleed VV
218 AUX STEAM 71
0.00 MPa 0 C
70
0.0 MPa
101 96
0.0 MPa AHD Stop 0 C

95 205 62
M/C SW In Temp M/C SW Out Temp

214 SH STEAM
0.0 C 0.0 C
Control Oil Cont Oil Press DPAH 24 18 No1 13 27 No2 D D R

25
Drain VV
34
0.0 MPa
210 REM-CONT CONTROL
0.0 MPa
A
97
1st Bleed VV
M/T LO SYSTEM 201 M/T BEARING 202 MAIN CONDENSER 203 M/T TRIP & SLOW DOWN 204
0.0 %
206
(GM41)
R
19
(GM16)
207 CONT OVERVIEW
M/T REM-CONT
REM-CONT SYS MONITOR
GM11 MAIN TURBINE
4-2-3
S2229/30
Main Turbine L.O. System

E/R Oil Mist Detect System
LO GRAVITY TK
23 37
LAL
Normal
36
High
Auto Back-Wash Filter
0.00 kPa
C 0.0 19
11
1 5 3
0.0 C
0.0 %
0.00 kPa 18
15
LO CLR No2
PAL
Steady BRG 3 2 1
LP Turbine Astern Turbine HP Turbine No1
0.0
31
0.0
C
30
0.0
C
29
R/G C
Main LO PP
Filter
32
DPAH Lock
No2
35
Aux LO PP
26 24 20 17
No1 34 Lock
PP No 13
ASS Function ASS Mode Set ASS Status 9 6 ASS by
ACO Function ACO Mode Set 4 ACO Status
Shaft Rev
D R
28 33 25
D R
21
2 1
No2 PP ASS No1 PP ASS
No2 ASS-Off No1 ASS-Off
0 rpm
LO P Low
ACO
ACO-Off
14
10
0 C 0 mm
27
Off
LO SUMP TK
201 MAIN TURBINE M/T BEARING 202 MAIN CONDENSER 203 M/T TRIP & SLOW DOWN
208 LO PURIF SYSTEM 205 M/T REM-CONT REM-CONT SYS MONITOR 206 CONT OVERVIEW
(GM82)
207
204
GM12 M/T LO SYSTEM
4-2-4
S2229/30
Main Turbine Bearing

0.0 C
20 18 14 8
A B C D
HP Turbine Thrust Bearing HP Turbine Forward Bearing HP Turbine Aft Bearing LP Turbine Thrust Bearing LP Turbine Forward Bearing LP Turbine Aft Bearing HP 1st Pinion Forward Bearing HP 1st Pinion Aft Bearing HP 1st Wheel Forward Bearing HP 1st Wheel Aft Bearing HP 2nd Pinion Forward Bearing HP 2nd Pinion Aft Bearing LP 1st Pinion Forward Bearing LP 1st Pinion Aft Bearing LP 1st Wheel Forward Bearing LP 1st Wheel Aft Bearing LP 2nd Pinion Forward Bearing LP 2nd Pinion Aft Bearing 2nd Wheel Forward Bearing 2nd Wheel Aft Bearing Main Turbine Thrust Bearing
207 CONT OVERVIEW
0.0 C
R/G Vib
0.0 C
0.0 C
0 m
28
VAH
23
Q P
O
9 1
0.0 C
N
15
0.0 C
LP Turbine
6
F G
D
10
H I
Main Thrust Bearing

30
0.0 C
Reduction Gear
13
0.0 C 0.0 C
0.0 C
PosH
Astern Turbine
J K
Pos
31
0.00 mm
S
16
L M N O
0.0 C
27 21
0.0
C H
0.0 C
0.0 C
G
11
0.0 C
B A
3
HP Turbine
R/G Vib
0.0 C
VAH
25
0.0 C
P Q
0 m
29
R S
0.0 C
22 19
0.0 C 0.0 C
17
0.0 C
12
T U
201 MAIN TURBINE M/T LO SYSTEM
202 MAIN CONDENSER
203 M/T TRIP & SLOW DOWN
204 M/T REM-CONT
205 REM-CONT SYS MONITOR
206
GM13 M/T BEARING
4-2-5
S2229/30
Main Condenser
S T M D u m p V V
212 33 STEAM DUMP 29 11 25 209 M/T REM-CONT LP FEED SYSTEM 208
0.0 %
(GM16) M F Water Spray VV

16 3
(GM53)
(GM44) Aux Condenser
EXH STM
31 34 32
0.00 MPa
0.0 %
213 EXH STEAM DUMP
B
210 AUX CONDENSER
(GM42)
Main Condenser
A/S G
12
0 kPa
(GM45) 26 C
211 24 23 21
22
0 C
19
C D G E
M/C Level Control VV
214 NO2 T/G EXH
(GM26)
AUX CONDENSER
0
mm
0
mm
20
Dump STM Box
Main Conds PP 5 No2 D R H

13 7 6 1 2
F A PAL PAL
D (GM45)
27
215 NO1 T/G EXH
C H
(GM25)
R No115 Main Conds Vac PP 35 9 D No2 Lock

39 37
43 44 38
PAL PAL
ATMOS DRAIN TK
216 1ST FDW HTR
36
30 28
M/C SW In Temp D M/C SW Out Temp
0.0 C 0.0 C
17
ACO E No1 Lock 42
ACO-Off
10 40
18
D R
(GM53)
201 MAIN TURBINE M/T LO SYSTEM 202 M/T BEARING 203 M/T TRIP & SLOW DOWN 204 M/T REM-CONT 205 REM-CONT SYS MONITOR 206
41 207 CONT OVERVIEW
GM14 MAIN CONDENSER
4-2-6
S2229/30
Main Turbine Trip & Slow Down
12 13 14 15
EMCY TRIP Manual Trip Over Speed
11
PRE-WARNING
2 3 4 5 6 7 8 9 10
SLOW DOWN
PRE-WARNING
BLR Steam Drum Level H BLR Steam Drum Level L Main Steam Press L Main Steam Temp H Main Condenser Vacuum L S/T BRG Temp H One BLR Trip Main Condenser Level H SLOW DOWN REQUEST
HP Rotor Excess Vib LP Rotor Excess Vib HP Rotor Axis Excess Pos LP Rotor Axis Excess Pos LO Press LL Cont Oil Press LL Main Condenser Vacuum LL Both BLR Trip BLR Steam Drum Level HH Main Condenser Level HH Auto Spin Over Speed Turning Gear Not Disengage Safety System Power Failure
LP Turbine
16 17
Reduction Gear
Astern Turbine
18 19 20 22
HP Turbine
23 24 25 26 27 28
31
Main Condenser Level H (Astern)
Trip Bypass
30
Auto Slow Down Bypass

29
Normal
Normal
201 MAIN TURBINE M/T LO SYSTEM
202 M/T BEARING
203 MAIN CONDENSER
204 M/T REM-CONT
205 REM-CONT SYS MONITOR
206 CONT OVERVIEW
207
GM15 M/T TRIP & AUTO SLOW DOWN
4-2-7
S2229/30
Main Turbine Remo-Con Overview

PROPULSION CONTROL SEQUENCE Telegraph
NAV FULL A H E A D FULL HALF SLOW DEAD SLOW STOP DEAD SLOW A S T E R N SLOW HALF FULL CRASH ASTERN
64 65 66 67 68 69 70 71 72 73 74 63 84 56
CONTROL CONDITION 0.0 rpm

24
Control
Cont Pos
Lever Pos Shaft Rev
Governor/VV Lift and Control Mode No1 Rev Raise No2 Rev
31
0.0 rpm
82 83
Plant Mode Program Control
Maneuv Off Off
Not W/H Cont W/H

57 51
0.0 rpm
Nozzle VV
AHD
AHD Gov
30
Over Speed Preventer
0.0 mm
32
26
0.0 % 23
CPU(A)
21
CPU STATUS
PCST1ASER
8 PCST1 208
62
Lever
58
Stop
52
45
RPM Control RPM Cont By-Pass

42 43
Lower 28
29
AHD Gov Upper LMT AHD Gov Lower LMT
Rem-Cont Trouble CPU(B) PCST1BSER

9
CCR
Off
46
Lower
(GMS4)
33 27
M/T PLANT CONDITION 0.0 %

Manoeuvre VV
25
Direct Control
MCR
53
Gov
35
0.0 mm
34
M/T Inlet STM Press Temp
AST
AST
47 48
Guard VV
0.0 MPa 0 C
12 11
10
SUB TELG
76 59
Guard VV Abnormal Water Spray VV Open
Raise
36 37
AST Gov Lower LMT AST Gov Upper LMT
M/S
CONTROL OIL
Cont Oil Press DPAH
0.0 MPa
6 14 1
AUTO SPINNING
AHD Raise
60 49
M/T TRIP & S/DOWN

22
No2
19
Cont Oil PP
15
No1
AHD Lower Turning

54
38
M/T Trip M/T Trip By-Pass M/T Auto Slow Down M/T Auto Slow Down By-Pass
209 18 M/T TRIP & SLOW DOWN
D R 20 Lock
79
D R 7
78
ACO
16 17
ACO-Off PAL PAL
Bypass
77
Start
75
Shaft Stop
44
39 40 41
Lock
Auto Spin Fail

61
TURNING GEAR Engaged
Raise AST
201 MAIN TURBINE M/T LO SYSTEM 202 M/T BEARING 203 MAIN CONDENSER
55
50
Lower AST
205 M/T TRIP & SLOW DOWN REM-CONT SYS MONITOR 206
(GM15)
204
Lock 81 80 Turning Gear Motor

207 CONT OVERVIEW
GM16 REM-CONT SYSTEM OVERVIEW
4-2-8
S2229/30
Main Turbine Remo-Con System Monitor

MAIN TURBINE REMOTE CONTROL SYSTEM MONITORING System Status & Abnormal
36 55
Power Source Diagram in MCB3 Incom UPS1 (AC100V) UPS2

19 9 208 PCST1
M/T Rem-Cont Trouble

54
Lever Cont A B No1 No2 No3 No4 No5
Direct Cont
24 37 38 25 26 27
50
Safety System
AC/DC AC/DC
20
CPU
PCST1ASER PCST1BSER DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF)
W/H Lever (Digital) W/H Lever (Analog) CCR Lever (Digital) CCR Lever (Analog)
AC/DC AC/DC
10 1
(GMS4)
Signal Converter
11 12 2
39 40 41
51 52
Control Lever Off

13 4 56 57 5 3
MCR Lever (Digital) MCR Lever (Analog)
Fan,etc Gov Motor Control VV Cont Location Unit Direct Control Cont Location Safety System Miscellaneous (Switch Signal,etc) Lamps
28 29 30 31 32 53
42
AHD VV Position AST VV Position Shaft RPM Signal Main Steam Signal AST Water Spray VV Cont Location Unit Fail
17
43 44 45 46 47
I/O No6 SLOT No7 No8 No9 No10 No11 No12 No13 No14
201 MAIN TURBINE
DI(ON/OFF) DO(RY) DO(RY) AI(4-20) AI(RTD-N) AO(4-20)
Others
33
AC/DC AC/DC AC/DC AC/DC
58
48 49
Over Speed Preventer Unit Fail Shaft Stop too Long M/T Wrong Way
23
18
6 7
34 35
M/T REM-CONT ALARM RESET

Reset
Incom IBSST (AC100V)

205 206 M/T REM-CONT
Telegraph
202 M/T LO SYSTEM M/T BEARING
203 MAIN CONDENSER
204 M/T TRIP & SLOW DOWN
207 CONT OVERVIEW
GM17 M/T REMOTE CONTROL SYS MONITORING
4-2-9
S2229/30
HV Power Distribution
NO2 T/G
103
Auto Run
84
NO2 D/G
79
NO1 D/G
39
Auto Run
NO1 T/G
0 kW
104
95
0 kW
85
63
0 kW 0 A
53 40
52
46
0 kW 0 A 0.00 PF
41 42 29 28 27 18
26
21
D
105
0 A 0.00 PF
106 97
96
D
80
0 A 0.00 PF
66 81 65
64
0.00 PF Off STBY

DG1
55
54
D
47
D
22
Off STBY
DG2
67
48
0 V
115 116
107 108
TG2
90
86 87
TG1
23 19 20
Total Black Out

68
0 V
8
0.00 Hz
D
109
COS-G
ICAS
123 98
82
BT2
77 69 70
BT1
D
56
49
COS-G
ICAS
4
24
0.00 Hz
HVMSB2
117 135 120 124
HVMSB1
33 30
No Volt TRM2 R
111 112
93
Short Cir MC2 R

91
83
0 A
Short Cir Ring Main
0 A
50
43
Short Cir MC1 R

37
No Volt TRM1
14
9 128
133 99
129
0 A
34
0 A
15
10
U V W
0 C 0 C 0 C
U
94 134 100
0 C 0 C 0 C
PT100 Fail
3 2
125 126
CM2 R
92 38 137 132
CM1 R
136
35 130
V
36
W
5
PT100 Fail
121
0 A
BTC2 71
57 BTC1
0 A
131 25 51 44 45
TM2 R
122 113 118
HVCSB2 110 Pref Trip-B 88 Pref Trip-C 89
0 A
78 75
R
72
R
61
D
58
0 A
59
HVCSB1 Pref Trip-B Pref Trip-C
TM1
16
11
R D
12
BT-LM2
73 119
BT-LM1
6
0 V
201 ELECTRIC DIST(LV) GENERATOR CONTROL 202
LVMSB2 No Volt 102

203
127
LVMSB1
32
76 204 NO1 T/G NO2 T/G 205 NO1 D/G
D
206
R
74
R
62 207
No Volt
210
60 208 E/G INS & UPS STATUS 209 BLACK OUT RECOVERY
0 V
211 CONT OVERVIEW
13
FREQ CONTROL SENSOR SELECT
NO2 D/G
GM21 ELECTRIC DISTRIBUTION(HIGH VOLT)
4-2-10
S2229/30
LV Power Distribution
0 A BT2
59 47 36 30
BT1
0 A
25 1
23
HVMSB2 No Volt
64
HVMSB1 14 No Volt TRM1

8
74 62
TRM2 R
57 48
31 32
Total Black Out Ring Main
13
D
70
D
10
U V W PT100 Fail
0 C 0 C 0 C
73 63
0 A
0 A
U V W
0 C
66 67
71
0 C 0 C
69 68
72
TM2 D
60
TM1
58 9
PT100 Fail
BT-LM2
33 61 50 51 52
BT-LM1
26 4
0 V
LVMSB2 65 No Volt Pref Trip-A Pref Trip-B

40
LVMSB1
15 16
35 39
R
34
R
28
27
LE2 R
37
LE1 R
24
21
17
No Volt Pref Trip-A Pref Trip-B
0 V
20
E/G
45 54 55
41
Auto Run
76
75
0 kW Off
EG
46 43
42
SC
77
0 A
Ship to Ship
12
BT-EL2 DISCONN ESB

44 56 78 205 NO2 T/G NO1 D/G 29 22
BT-EL1
SC
19
38
ESB Pref Trip

206 NO2 D/G 207 E/G 208 INS & UPS STATUS 209 BLACK OUT RECOVERY 210 CONT OVERVIEW 211
No Volt
204
201 ELECTRIC DIST(HV) GENERATOR CONTROL
202 FREQ CONTROL SENSOR SELECT
203 NO1 T/G
GM22 ELECTRIC DISTRIBUTION(LOW VOLT)
4-2-11
S2229/30
Generator Control
NO2 T/G
76
Auto Run
63 51
62
NO2 D/G
56
44
NO1 D/G
38
21 22
Auto Run
39
NO1 T/G
5 10
STBY
Off
57
STBY-SEL
45
STBY
27
Off
Full Auto
23 28
Trip
89 85
Full Auto
64
2-1
46
Trip
2
D
86 87
58
Pref Trip
47
D
29
D
6 7 24 25
59
On
DG2 DG1
48
90 91
TG2 D
88 74
65 66
TG1
11
3 4
COS-G HVMSB2
92 77
ICAS
D
60
BT2
52 53 49
Total Black Out BT1

41
D
30
COS-G
1
ICAS
HVMSB1
12
D
8
No Volt
Short Cir
Short Cir
40
Short Cir
No Volt Load Share Fail
NO2 T/G
78
NO2 D/G
67
NO1 D/G HVMSB2

54
NO1 T/G
14
0 Load(%) 0 kW 0.0 Hz 0 V 0 A 0.00 PF

84 75
0 Load(%) 0 kW 0.0 Hz 0 V 0 A 0.00 PF

73 61
HVMSB1
42
31
0 Load(%) 0 kW 0.0 Hz 0 V 0 A 0.00 PF

37 26
0 Load(%) 0 kW 0.0 Hz 0 V 0 A 0.00 PF

20 13
79
68
0 kW 0.0 Hz 0 V
0 kW 0.0 Hz 0 V
32
15
80
69
55
43
33
16
81
70
94
93
34
17
82
71
TOTAL LOAD 0 kW
50
35
18
83
72
36
19
AFC
201 ELECTRIC DIST(HV) ELECTRIC DIST(LV) 202
ALC
203
AFC
204 NO1 T/G
ALC
205 NO2 T/G NO1 D/G
PMS FUNCTION
206 NO2 D/G 207 E/G 208
AFC
209 INS & UPS STATUS
ALC
210 BLACK OUT RECOVERY
AFC
ALC
211 CONT OVERVIEW
GM23 GENERATOR CONTROL
4-2-12
S2229/30
Frequency Control Sensor Selection
48
40
23
TG2 AFC NO2 T/G
DG2 AFC NO2 D/G
DG1 AFC NO1 D/G
TG1 AFC NO1 T/G
49
41
24 14
3 1 4
0.0 Hz
53
50
0.0 Hz
47
42
25
0.0 Hz
0.0 Hz
HVMSB2
51
HVMSB1
35 26 5
0.0 Hz
BUS TIE CONDITION GEN NO1 T/G
52 43
0.0 Hz
MODE SELECT
HVMSB2 (Hz)
27 28 29 30 31 32 33 34
HVMSB1 (Hz)
15 16 17 18 19 20 21 22
GEN (Hz)
6 7 8 9 10 11 12 13
SET SET SET SET

205
36
Auto Auto Auto Auto

206
0.0 0.0 0.0 0.0

208 E/G
0.0 0.0 0.0 0.0

209
0.0 0.0 0.0 0.0

210
Close
NO1 D/G NO2 D/G NO2 T/G
44
37
45
38
46
39
201 ELECTRIC DIST(HV) ELECTRIC DIST(LV)
202 GENERATOR CONTROL
203 NO1 T/G
204 NO2 T/G
207 NO2 D/G
: Selected
CONT OVERVIEW
211
NO1 D/G
INS & UPS STATUS
BLACK OUT RECOVERY
GM24 FREQ CONTROL SENSOR SELECT
4-2-13
S2229/30
No.1 Turbine Generator

214 SH STEAM 29 30 31 51 26
EMCY TRIP
213 20 21 22 23 ALARM REPOSE
NO1 T/G
4
Hand Trip LO In Press LL Over Speed Exh STM Press HH

27
(GM41) VAH Vib

43
Rotor Axis Excess Pos Rotor Excess Vib Gen Trouble Cont Power Fail
24
Off
5
Stop
0 m 0.00 mm
0 hour
32
0 kW
52
PosH Pos
44 45
0 C
1st Stage
42
PAL
0 C
P
0 C
0 C
19
Air CLR
8
(GM64)
212
0.00 MPa
36 46
Air
9
0.0 C
FW Leak
0 C
CCS FW COOLING
0 kPa
34
0 C
PAH
33
0 C
28
25
Stator Coil
0 C
W
0 C
18
7 10
U V W
0 C
11
0 C
216
47
0.00 kPa 0.00 kPa

38
37
MCGP3-1
0 C
12
0 C
3
DPAH
0.0 %
217 AUX STEAM LINE 50
48
0.0 %
40
39 35
49
M Spill Lock No1 T/G Main LO PP P Lock

56
Receiver Make Up
41 57 218
(GM42)
No1 T/G LO Prim PP
16
14
D R
17 15
LO CLR ASS ASS-Off A S S S 55 n s o r S t a t 53 s e u
EXH STEAM
(GM45)
NO1 T/G LO SUMP TK

201 ELECTRIC DIST(HV) ELECTRIC DIST(LV) 202 GENERATOR CONTROL 203 FREQ CONTROL SENSOR SELECT 204 NO2 T/G 205 NO1 D/G 206 NO2 D/G 207 E/G 208 INS & UPS STATUS 209
LAL
Off
54
211 CONT OVERVIEW
GM25 NO1 TURBINE GENERATOR
4-2-14
S2229/30
No.2 Turbine Generator

214 SH STEAM 29 30 31 51 26
EMCY TRIP
213 20 21 22 23 ALARM REPOSE
NO2 T/G
4
Hand Trip LO In Press LL Over Speed Exh STM Press HH

27
(GM41) VAH Vib

43
Rotor Axis Excess Pos Rotor Excess Vib Gen Trouble Cont Power Fail
24
Off
5
Stop
0 m 0.00 mm
0 hour
32
0 kW
52
PosH Pos
44 45
0 C
1st Stage
42
PAL
0 C
P
0 C
0 C
19
Air CLR
8
(GM64)
212
0.00 MPa
36 46
Air
9
0.0 C
FW Leak
0 C
CCS FW COOLING
0 kPa
34
0 C
PAH
33
0 C
28
25
Stator Coil
0 C
W
0 C
18
7 10
U V W
0 C
11
0 C
216
47
0.00 kPa 0.00 kPa

38
37
MCGP3-2
0 C
12
0 C
3
DPAH
0.0 %
217 AUX STEAM LINE 50
48
0.0 %
40
39 35
49
M Spill Lock No2 T/G Main LO PP P Lock

56
Receiver Make Up
41 57 218
(GM42)
No2 T/G LO Prim PP
16
14
D R
17 15
LO CLR ASS ASS-Off A S S S 55 n s o r S t a t 53 s e u
EXH STEAM
(GM45)
NO2 T/G LO SUMP TK

201 ELECTRIC DIST(HV) ELECTRIC DIST(LV) 202 GENERATOR CONTROL 203 FREQ CONTROL SENSOR SELECT 204 NO1 T/G 205 NO1 D/G 206 NO2 D/G 207 E/G 208 INS & UPS STATUS 209
LAL
Off
54
211 CONT OVERVIEW
GM26 NO2 TURBINE GENERATOR
4-2-15
S2229/30
No.1 Diesel Generator

38 39 41 40
EMCY Trip
42
OPERATION Gen Trouble GOS-G Local

18
ALARM REPOSE
211
STBY
12
LOCAL Handle SW Turn Gear

47
LO In Press LL Over Speed CFW Temp HH
0 kW
19
16
ALARM REPOSE
Off Engaged
Auto Run
Stop
43
0 hour
COMPRESSED AIR SYSTEM 213
17
Off
(GMA3)
13
Off
0 C
T/C
214 D/G COOL SYSTEM 44
PAL
23
0.00 MPa
Gen Air CLR Air
45
PAL
0 C 0 C
3 7 5
Air CLR
20 21 22
Start Fail Stop Sol VV Fail Cont Power Fail

11
(GM65)
Water
6
FW Leak
0 C
U V W
0 C
8
0 C
0 C
9
0 C
28 0.00 MPa Pre Heater
0 C
27
15
Off
24
D/G FO LEAK TK
14 10
LAH
PAL
LO CLR
35 33
26 29
DPAH
0 C
A S S S e n s o r S t a t u s
30
25
0.00 MPa
P Lock
46
D LO Prim PP R
34
ASS
31
ASS-Off
Off
36
P
212 G/E DO SERV TANK
D/G LO SUMP TK
201 ELECTRIC DIST(HV) ELECTRIC DIST(LV) 202 GENERATOR CONTROL 203 FREQ CONTROL SENSOR SELECT 204 NO1 T/G 205 NO2 T/G 206 NO2 D/G 207 E/G 215 INS & UPS STATUS 208 BLACKOUT RECOVERY 209
(GM81)
210 CONT OVERVIEW
GM27 NO1 DIESEL GENERATOR
4-2-16
S2229/30
No.2 Diesel Generator

38 39 41 40
EMCY Trip
42
OPERATION Gen Trouble GOS-G Local

18
ALARM REPOSE
211
STBY
12
LOCAL Handle SW Turn Gear

47
0 kW
19
16
ALARM REPOSE
Off Engaged
Auto Run
Stop
43
0 hour
COMPRESSED AIR SYSTEM 213
17
Off
(GMA3)
13
Off
0 C
T/C
214 D/G COOL SYSTEM 44
PAL
23
0.00 MPa
Gen Air CLR Air
45
PAL
0 C 0 C
3 7 5
Air CLR
20 21 22
Start Fail Stop Sol VV Fail Cont Power Fail

11
(GM65)
Water
6
FW Leak
0 C
U V W
0 C
8
0 C
0 C
9
0 C
28 0.00 MPa Pre Heater
0 C
27
15
Off
24
D/G FO LEAK TK
14 10
LAH
PAL
LO CLR
35 33
26 29
DPAH
0 C
A S S S e n s o r S t a t u s
30
25
0.00 MPa
P Lock
46
D LO Prim PP R
34
ASS
31
ASS-Off
Off
36
P
212 G/E DO SERV TANK
D/G LO SUMP TK
201 ELECTRIC DIST(HV) ELECTRIC DIST(LV) 202 GENERATOR CONTROL 203 FREQ CONTROL SENSOR SELECT 204 NO1 T/G 205 NO2 T/G 206 NO1 D/G 207 E/G 215 INS & UPS STATUS 208 BLACKOUT RECOVERY 209
(GM81)
210 CONT OVERVIEW
GM28 NO2 DIESEL GENERATOR
4-2-17
S2229/30
Emergency Generator
7 8 9 10
EMCY Trip
CONDITON
ALARM REPOSE
5 ALARM REPOSE 212
STBY
15
Stop
6
0 kW 0 hour
20
Off
Off
11
Auto Run
Stator Coil
12 13 14 16 18
Start Fail Cont Power Fail Emerg Trip Cancel E/G ENG Fail E/G Gen Fail
U V W
0 C 0 C 0 C
3 2
PAL
COMPRESSED AIR SYSTEM
17 213
(GMA2)
P OIL PAN
201 ELECTRIC DIST(HV) ELECTRIC DIST(LV) 202 GENERATOR CONTROL 203 FREQ CONTROL SENSOR SELECT 204 NO1 T/G 205 NO2 T/G 206 NO1 D/G
P
E/G DO SERV TANK
214
LAL (GM81)
19 208 NO2 D/G INS & UPS STATUS 209 BLACKOUT RECOVERY 210 CONT OVERVIEW 211
207
GM29 EMERGENCY GENERATOR
4-2-18
S2229/30
Insulation & UPS Status
46 47 48 50 51
HVMSB1
No1 T/G No1 D/G HVCSB1 No1 HV TRANS
40 37 38
Galley
AC440V AC220V
25 26
MCC
MSB(AC100V) ESB(AC100V)
12 13 14
GENERAL UPS
Insulation Inv-1 MJR TRBL Inv-1 MNR TRBL Inv-2 MJR TRBL Inv-2 MNR TRBL
1 2 3
Heat PPH1
Insulation-1 Insulation-2
MAIN 220V
E/R Serv Accom Serv Heater Serv FWD LT Serv
29 27 28
ECC
15 16
4 5 6
Heat PPHP
52 53 54 56 57
HVMSB2
No2 T/G No2 D/G HVCSB2 No2 HV TRANS
43 41 42
DC110V UPS CCC

17 18 19 20
No1 Insulation No1 TRBL No2 Insulation No2 TRBL No3 Insulation No3 TRBL No4 Insulation No4 TRBL
7 8 9
Heat PPHS
DC24V Batt CH
44
30
Insulation TRBL
31 32 33
MAIN 440V
58 59
45
ICAS UPS1
Insulation MJR TRBL MNR TRBL
21 22 23 24
10
Heat PPPB
LVMSB1 LVMSB2
11
Heat PPSB
ESB
61 39
49
AC440V AC220V
34 35 36
Spare MTR Space HTR
ICAS UPS2
Insulation MJR TRBL MNR TRBL
207 NO1 D/G NO2 D/G 208 E/G 209 BLACK OUT RECOVERY 210 CONT OVERVIEW 211
201 ELECTRIC DIST(HV) ELECTRIC DIST(LV)
202 GENERATOR CONTROL
203 FREQ CONTROL SENSOR SELECT
204 NO1 T/G
205 NO2 T/G
206
GM2A INSULATION & UPS STATUS
4-2-19
S2229/30
Blackout Recovery
1
Blackout SEQUENTIAL START AFTER BLACKOUT TIME 3 4 1 2 W/H & CCR Unit CFW Boost PP MFDWPT Prim LO PP D/G CFW PP D/G CSW PP
53 54 55
TIME
2
1
3
2
Steering Gear Motor
(LVMSB2)
5
TIME
4
Drain PP
TIME
(ESB)
4
0 26 sec (LVMSB2)
27 28
Cont Oil PP Gland Exh Fan

8
15 (LVMSB1) (LVMSB2) (LVMSB1) sec

56 57
(LVMSB1) (LVMSB2)
6
(LVMSB1) (LVMSB2)
29 30
(ESB)
(LVMSB2)
58 59
(LVMSB2)
7
(LVMSB1) (LVMSB2)
20 sec 25 60 sec (LVMSB1) 50 sec 75 sec 80 sec 85 sec

65 62 61
E/R Supply Fan
76 E/R 75 Exhaust Fan 95 (LVMSB1) (LVMSB2) sec Cargo Mach RM 78 77 Exhaust Fan
(LVMSB1/LVMSB2)
79 80
(LVMSB1) (LVMSB2)
(LVMSB1) (LVMSB2)
81 82
Cargo Mach CFW Boost PP FO Pump RM Exhaust Fan FO Heat RM Exhaust Fan
S/T LO PP T/G LO Prim PP D/G LO Prim PP Hot W Circ PP
31
32
(LVMSB1) (LVMSB2)
9 10
5 (LVMSB1) (LVMSB2) sec 33 34 CCS CFW PP

(LVMSB1) (LVMSB2)
35 36
FD Fan
(LVMSB2)
(LVMSB1) (LVMSB2)
83 84
(LVMSB1) (LVMSB2)
11 12
(LVMSB1) (LVMSB2)
M/C Conds PP Aux LO PP Main CSW PP
(LVMSB1) (LVMSB2)
13 14
(LVMSB1) (LVMSB2)
37 38
(LVMSB1)
63
0 (LVMSB1) (LVMSB2) sec 15 Cargo Mach Motor 16 RM Supply Fan

(LVMSB1/LVMSB2)
17 18
Air Comp
64
(LVMSB1) (LVMSB2)
39 40
(LVMSB2)
Und DK Pass 86 110 85 sec (LVMSB1/LVMSB2) Supply Fan Steering Gear RM 87 Supply Fan
(ESB)
88
(LVMSB1) (LVMSB2)
19
BLR F/E Seal Air Fan E/R Bilge PP
10 (LVMSB1) (LVMSB2) sec 41 V/R Comp 42 Aux LO PP

(LVMSB1/LVMSB2)
44 43
(LVMSB1)
(ESB)
EMCY Fire PP RM Supply Fan
Main Circ PP Aux Circ PP

68
(LVMSB1)
(LVMSB1)
20 21
(LVMSB1/LVMSB2)
F/G Comp Aux LO PP FW PP Drink W PP
90 sec
66
(LVMSB2)
67
(ESB)
22
(LVMSB2)
Cargo VV Hyd Oil PP
45
46
(LVMSB1) (LVMSB2)
47 48
(LVMSB1)
69 70
(ESB)
71 72
D/G Start Air Comp FO Burn PP Fire Fight FW PP Fire Line Press PP
208 209 E/G INS & UPS STATUS 210 CONT OVERVIEW 211
(LVMSB2)
23 24
Small Cargo VV Hyd Oil PP Ballast VV Hyd Oil PP Small Ballast VV Hyd Oil PP
202 ELECTRIC DIST(LV) GENERATOR CONTROL 203
(ESB)
25
(LVMSB2)
15 (LVMSB1) (LVMSB2) sec 49 Main Conds 50 Vac PP

(LVMSB1) (LVMSB2)
51 52
(LVMSB1) (LVMSB2) (LVMSB1) (LVMSB2)
95 73 sec (LVMSB1)
74
(LVMSB2)
201 ELECTRIC DIST(HV)
(LVMSB1) (LVMSB2)
204 NO1 T/G
Vent Duct Exhaust Fan

205 NO2 T/G 206 NO1 D/G
(LVMSB2)
207 NO2 D/G
GM2B BLACK OUT RECOVERY
4-2-20
S2229/30
Main Boiler Sub Menu

206
GM31
205
GM33
Air
Air
No2 BLR
No1 BLR
FD FAN / AIR HEATER & SOOT BLOWER

207
BLR BMS OVERVIEW

GM3A
PV
A/S PID
SV
H/S PID
BLR ACC OVERVIEW

201 FD FAN & AIR HEATER BLR BMS OVERVIEW 202 BLR ACC OVERVIEW 203 CONT OVERVIEW 203
GM30 BLR SUB MENU
4-2-21
S2229/30
FD Fan & Air Heater
Funnel
26
No2 FD Fan
45
Stop
47 46 44 48 50
Lock D
58 28
VENT DUCT EXH FAN 21 No1 D D No2 ACO-Off R ACO R Common Damper
29 25 23 22 20
No1 FD Fan
57
Lock
1 5 4
Stop
3
Air Lock Low Ins Low Current VAH

63 64 52
27
Air
2
0.0
kPa
0.0
kPa
D
7
Lock
61 62 9
49 51
36 AUX STEAM 205
Vib
53
0 micr 0 C
ECO
(GM42)
39 43
38
BLR F/E SEAL AIR FAN 31 No1 D D No2 ACO-Off R ACO R

37 35 33
R
8
AUX STEAM 204
Vib
0 micr 0 C
10
Low Ins Low Current VAH
Lock
60
32 30 59 Lock
(GM42)
54
Smoke
0 C
STM Air HTR
0 C
0 C
15
14
0 C
ECO
Smoke
11
0.00 deg
02 Content
55
STM Air HTR
0.00 deg
02 Content 12
0.0 %
56
0 C
40 16
0 C
0.0 % 0 C
17 13
0 C
41
Wind Box No2 BLR Furnace
0.0
kPa
42
0.0
kPa
18
Wind Box No1 BLR Furnace
0.00
kPa
0.00
kPa
201 BOILER SUB MENU SOOT BLOWER
202 CONT OVERVIEW
203
GM31 FD FANS & AIR HEATERS
4-2-22
S2229/30
Soot Blower
206 DESUPER HTD LINE 35 36
NO2 SOOT BLOWER

Power Source AC440V Power Failure AC100V Power Failure DC24V Power Failure Alarm SB Abnormal Motor Over Load L-SB Time Exceed R-SB Time Exceed EMERG Retract
51 52 54 55 56 48 49 50
(GM42)
PAL
37
0.0 MPa
Warming Blowing
M02VPA
34
M01VPA
16
15
0.0 MPa
Warming Blowing
14
PAL
17 1 2 3
NO1 SOOT BLOWER

Power Source AC440V Power Failure AC100V Power Failure DC24V Power Failure Alarm
4
38 41
18
10
R6
42
SOOT BLOWER CONTROL

64
R6
11
SB Abnormal Motor Over Load L-SB Time Exceed R-SB Time Exceed EMERG Retract
Eco
R5
43
1B Cont
65
Status
32
Seq
Mode
31
Cont Pos
30
R5
29 12
Eco
5 7 8 9
R4
44
2B Cont
Stop
Off
Off
Local
R4
13
R3
R3
R1
46
Funnel
67 45
Funnel
19 66 21
R1 L1
20
No2 BLR
47
R2 Boiler
L1
R2 Boiler
No1 BLR
Super Heater
40 39
Super Heater
Bypass R6
63 201 BOILER SUB MENU FD FANS & AIR HEATER
207
Bypass R1
58
204
R5
62
R4
61 202
R3
60
R2
59
L1
57
Drain
Drain
L1
28
R1
27
R2
26
R3
25
R4
24
R5
23
R6
GM32 SOOT BLOWER
4-2-23
S2229/30
BMS Overview
HDR Vent HDR N2
101
Purge ABN
99
98
Master Vent IGN Gas Rate 53 N2

83
51 52
50 49
Master Vent IGN 48 Gas Rate

29
27
26
Purge ABN
HDR N2
1
HDR Vent
102
N2
104 103
NO2 BLR
BLR Trip
100
BLR Gas VV Trip

61
55
54
85
84
Mast Gas VV Trip FO 106 ABN IGN 108

109 111 115 113 110 92 112 96 94 105
60
59
BLR Gas VV Trip 57 56 N2 Mast N2 PUR ABN 58
N2
NO1 BLR
28
N2
3
BLR Trip
4
31 30
Gas ABN Air 107 REG
FO ABN IGN 89
87
86
Gas ABN Air 88 REG

91
F/G Comp COMMON CONDITION Common Damper 62 Open

63
Gas 33 ABN Air 35 REG

36 38
32
FO ABN 34 IGN
37
Gas ABN Air 8 REG

11
FO ABN 7 IGN
10
90
No2 F/E Fail
No1 F/E Fail
No2 F/E Fail
No1 F/E Fail
FO Boost Up
207 ATOMIZ STM
93
GM42)
No1 43 F/E Fail
No2 F/E Fail
41 42
39
16
No1 F/E Fail
No2 F/E Fail
14
12
116
114
No2 BNR
97
95
No1 BNR
No1 BNR
40
No2 BNR
15
13
65
64
Recirc
FO Back Up
46 17
117
Recirc
BLR FO Trip Hot Start VV Open IGNITION SEQUENCE

118 124 68
66 67 209 208 FO PUMP FO PUMP 47
45
BLR FO Trip
44
FO Temp Bypass
FO Temp Bypass
Hot Start VV Open IGNITION SEQUENCE IGN Ready

18
IGN Ready
GM72)
119
GM71)
25
IGN Gas Rate 120 Gas STBY

121
125
122 123 201 BOILER SUB MENU
IGN Air Rate IGN FO Furn Finish Rate Furn Establish Furn Purge
No2 BLR BMS Cont Pos Fuel Mode

81
BURNER CONTROL Common Gas Cont Pos

75
No1 BLR Fuel Mode BLR Cont Pos
Local Off
204
79
Off
BMS Mode
Local
77 78
74
73
Off Manual
71
69
Local Off
70
HDR N2 Purge
82 203
Mast N2 Purge
80
BMS Mode
72
HDR N2 Purge
IGN Air Rate IGN FO Furn Rate Finish Furn Establish Furn Purge
21
22
23
IGN Gas Rate Gas STBY
19
20
Manual
Off
76
202 NO2 BLR BMS
24 CONT OVERVIEW
205
NO1 BLR BMS
BLR TRIP & BMS COND
GM33 BMS OVERVIEW
4-2-24
S2229/30
No1 Boiler BMS

*ACC 73 Master Vent
90 91 72 71
IGN Gas Rate
33 34
Purge ABN N2
35 32 37 36
HDR N2
1
75
0 x10kg 0 kg/h 0 kPa

92 208 NO2 BLR 82 81
77 79
0.0 %
N2
76
78
BLR Gas VV Trip Mast N2 PUR ABN
0 C
67 68
66
0 kPa
65
NO1 BLR
BLR Trip
2
N2
HDR Vent
PALL PAHH Gas 39 ABN Air 41 REG

42
80
38
F/G Comp Mast Gas VV Trip COMMON CONDITION Common Damper 83 Open 84 FO Boost Up
FO ABN 40 IGN
Gas ABN Air 8 REG
FO ABN 7 IGN No2 F/E Fail F/E

17
(GM35)
209 AUX STEAM
52
No1 BNR Fail No2 F/E F/E Fail 45 44 43 Fail No1 F/E No2 F/E
51
48
46
19
No1 BNR Fail F/E Fail 12 11 10 No1 F/E No2

18
15
13
(GM42)
0.00
0.00
50
0.00
0.00
NO1 BNR
*ACC
210 NO2 BLR 89 87 86
49
47
NO2 BNR
53 20
16
14
0.0 %
85
0.00 MPa 0 C
54 69 70
PALL
21 22
0.00 MPa
23
(GM35)
211 FO PUMP
*ACC
0.0 %
88
FO Back Up BLR FO Trip

56
55 TALL
PALL IGNITION SEQUENCE IGN Ready

26
Recirc
IGN FO Rate
(GM71) NO1 BOILER CONDITION Steam-up Finish

100 99 96 97
FO Temp Bypass
93
0
hour
NO1 BOILER BURNER CONTROL Common No1 BLR Gas Cont Pos Fuel Mode BLR Cont Pos
Hot Start VV Open
EMERGENCY MODE
201 BOILER SUB MENU
95 FD Stop Fan 98 1Fan 2BLR Mode
Local
Mast N2 Purge
64
62
61
Off
BMS Mode
59
57
Local Off
58
O2
0.0
94
HDR N2 Purge
60
IGN Air Rate IGN FO Furn Rate Finish Furn Establish

31
27
28
24
25
29
101 202 203 NO2 BLR BMS BLR TRIP & BMS COND 204
Off
63
Manual
Furn Purge
BMS OVERVIEW
GM34 NO1 BLR BMS
4-2-25
S2229/30
No.2 Boiler BMS

44
HDR N2 HDR Vent

71
Purge ABN N2
67 51 50
43
IGN Gas Rate
*ACC
6 1
Master Vent N2
74 73 72
NO2 BLR
BLR Trip
49
0 kPa
46
0 C
47 48
45
PALL PAHH
BLR Gas VV Trip Mast N2 PUR ABN
10 12
0.0 %
11 3
0 x10kg 0 kg/h 0 kPa

13 4 207 NO1 BLR 15
N2
FO ABN IGN 78
76
75
Gas ABN Air 77 REG

83 65 63
FO ABN IGN 55
53
52
Gas ABN Air 54 REG

60
14
F/G Comp (GM72) Mast Gas VV Trip COMMON CONDITION Common Damper 16 Open FO Boost Up 17
79 88 86 89 87 85
56
(GM34)
209 AUX STEAM
0.00
0.00
84
66
0.00
64 62
0.00
61
(GM42)
NO2 BNR
NO1 BNR 0.0 %

19 18 22 21 210 20 NO1 BLR
PALL
90
0.00 MPa 0 C 69
TALL
70
68
*ACC
93
0.00 MPa
PALL
92
91
FO Back Up IGN FO Rate

25
23 24
0.0 %
*ACC
(GM34)
211 FO PUMP
IGNITION SEQUENCE
94
BLR FO Trip
IGN Ready IGN Air Rate

95
(GM72) NO2 BOILER BURNER CONTROL No2 BLR Common Gas Cont Pos BLR Cont Pos Fuel Mode NO2 BOILER CONDITION
33 26 27
100
101
96
97
98
IGN FO Furn Finish Rate Furn Establish Furn Purge

202 203 NO1 BLR BMS
0
hour
34
FO Temp Bypass FD Fan 1Fan 2BLR Mode

Stop
32
29 30 31
Steam-up Finish Hot Start VV Open

28
Local
HDR N2 Purge
42 BLR TRIP & BMS COND
41
39
Off
BMS Mode
35 36
Local Off
37
Mast N2 Purge
40 38
99 201 BOILER SUB MENU BMS OVERVIEW
Off
204
Manual
O2
0.0
%
EMERGENCY MODE MODE

206 CONT OVERVIEW
GM35 NO2 BLR BMS
4-2-26
S2229/30
BLR Trip & BMS Faital Condition

BOILER TRIP AND BMS FATAL CONDITION
37
Both Boiler Trip NO1 BOILER No1 FO Cut OFF Valve Trip Atomize Steam Press LL FO Temp LL FO Press LL Both FO Pump Stop No1 FO Pump Run No2 FO Pump Run Gas Valve Trip Gas Press HH Gas Press LL Boiler Trip Master Gas Trip Master Gas Valve Trip Master Gas Valve Trip Both Boiler Trip Both Boiler Gas Trip Both Vent Duct Exh Fan Stop 1 Vent Duct Exh Fan Run 2 Vent Duct Exh Fan Run Gas Leak Detect Gas Temp LL
NO2 BOILER Gas Valve Trip Gas Press HH Gas Press LL Boiler Trip Master Gas Trip Master Gas Valve Trip Master Gas Valve Trip Both Boiler Trip Both Boiler Gas Trip Both Vent Duct Exh Fan Stop 1 Vent Duct Exh Fan Run 2 Vent Duct Exh Fan Run Gas Leak Detect Gas Temp LL
59 60 61 62 63
No2 FO Cut OFF Valve Trip Atomize Steam Press LL FO Temp LL FO Press LL Both FO Pump Stop No3 FO Pump Run No4 FO Pump Run No2 Boiler Trip Manual Trip SH Steam Temp HH Drum Level DWL HH(FS) DWL LL(FS) DWL LL (RWLI) FD Fan Trip All F/E Fail BMS Both CPU Stop or I/O Card Fail CPU(A) PCSB2ASER CPU(B) PCSB2BSER
208 PCSB2 56 57 43 44
38 39 40 41 42
17 18 19 20 21
1 2 3 4 5
64 65 66 67 68 69 70 71 73
22 23 45 46 48 24 25 27 28 29 30 31 33
6 7 8 9 10
No1 Boiler Trip Manual Trip SH Steam Temp HH DWL HH(FS) DWL LL(FS)
16
49 50 51 52 54
Drum Level
11 12
0 mm
58
0 mm
DWL LL (RWLI) FD Fan Trip All F/E Fail BMS Both CPU Stop or I/O Card Fail PCSB1ASER PCSB1BSER
35 CPU(A) 36
13 15
55
34
CPU(B)
207
PCSB1
(GMS4)
(GMS4)
201 BOILER SUB MENU BMS OVERVIEW
202 NO1 BLR BMS
203 NO2 BLR BMS
204 CONT OVERVIEW
206
GM36 BLR TRIP & BMS FATAL COND
4-2-27
S2229/30
ACC Overview
MCB22(NO2 ACC) NO2 BOILER
Total Fuel
109
COMMON
0.0
COMMON
52
MCB21(NO1 ACC) NO1 BOILER

30
FO Press %
0.00
0.0
94
STM Flow
81
MPa
t/h Steam Up
Stop
72
62
- - -
- - -
STM Flow 0.0 t/h Feed W
FO Press
15
Total Fuel MPa

1
0.00
0.0
O2 Cont Status PV SV MV Auto/Man Air Status PV SV MV Auto/Man

115 116 117 110 111 112 113
Level
Var
95
Feed W
Master
Master
Steam Up
43
Level
16
O2 Cont
2
Stop 0.0 0.0 0.00
Stop 0.0 0.0 0.0
Var 0 0 0.0
Stop 0.0 0.0 0.00
% %
96 97 98
0 0 0.0
mm mm %
82 83 84
0.00 0.00 0.0
t/h t/h %
85
73 74 75
0.0 0.0 0.0
MPa MPa %
63 64 65
0.0 0.0 0.0
MPa MPa %
53 54 55 56
0.0 0.0 0.0 Manual
MPa MPa %
44 45 46
MPa MPa %
31 32 33
0.00 0.00 0.0 Manual
t/h t/h %
34
17 18 19
mm mm %
3 4 5
% %
Manual
66 Manual
FO
114
Gas
100
FO Deliv
86 76 77 78 79
STM Dump
67 Intermed 57
STM Dump
Intermed
58 59 60
FO Deliv
47
Gas
0
35
FO
0
22 23 24 21 6 7 8 9
Air
Stop 0.0 0.0 0.0 Manual
0
101 102
0
87 88 89
Stop 0.0 0.0 0.0
% % %
118
0 0 0.0
kg/h kg/h
103
0 0 0.0
kg/h kg/h %
90
MPa MPa %
80
68 69 70
0.0 0.0 0.0
MPa MPa %
0.0 0.0 0.0 Manual
MPa MPa %
48 49 50 51
MPa MPa %
36 37 38 39
0 0 0.0 Manual
kg/h kg/h %
0 0 0.0
kg/h kg/h %
% % %
Manual
104
Manual
Manual
71 Manual
61
25 Manual
10
Atomiz Status PV SV MV Auto/Man

119 120 121
Purge
STM Temp
STM Temp
Purge
Atomiz
0.0 0.0 0.0
MPa MPa %
122
105 106 107
0.0 0.0 0.0
MPa MPa %
108
91 92 93
0.0 0.0 0.0 Manual
C C %
99 211 210 209
40 41 42 20
0.0 0.0 0.0 Manual
C C %
26 27 28 29
0.00 0.00 0.0 Manual
MPa MPa %
11 12 13 14
0.00 0.00 0.0 Manual
MPa MPa %
Manual
Manual
GAS SUPPLY SYSTEM 201 BOILER SUB MENU BLR COND OVERVIEW 202 NO1 BLR ACC (1/2) 203 NO1 BLR ACC (2/2) 204 NO2 BLR ACC (1/2) 205 NO2 BLR ACC (2/2)
(GC22)
206
BMS OVERVIEW 207
(GM33)
FO SUPPLY SYSTEM
(GM71)
208 CONT OVERVIEW
ACC SIGNAL MONITOR
GM3A ACC OVERVIEW
4-2-28
S2229/30
Boiler Condition Overview

Air
77
Common Damper
Stop
76 78 55 54
1 2
No2 FD Fan
79
Off
211 1.0MPa AUX STM 57
Stop
4 3
No1 FD Fan kPa

209 6
Air
Air Flow Cont No3

82
No2
75
No1
0.0
%
214 FO BURN PUMP
0.0
kPa
74
F/G Compressor
( G M 4 3 )
0.0
0.0
Air Flow Cont No1

5
No4
81
(GM72)
0.0
83
0.0
80
64 63
62
21
0.0
0.0
20
19
0.0
18
FO BURN PUMP
No2
%
65
kg/h
0.0
61
MPa
0
58
MPa
0
24
kg/h
23 22
(GM71)
8 7
0.0
FO SUPPLY SYSTEM
85
0.0
FWR
84
67
%
0.00
66 59
kg/h
0.0
kg/h
26
% % MPa
0.00 0
FO SUPPLY SYSTEM
25 10
0.0
% Drum Level
87 86
kPa
0
MPa
60
56
34 33
0.0
MPa
kPa STM PV Air HTR Eco O2

0.0
13
0.0
FWR
%
11
Eco O2
0.0
0.0
MPa ACC Common Cont Pos

Local - - - - -
35
0.0
mm
88
STM PV Air HTR %

40
mm %
210
Drum Level
0.0
0.0
t/h
NO2 BLR Cont Pos

Local
71 215 HP FEED SYSTEM
70
69
68
88 38
36
NO1 BLR Cont Pos

Local
37 30 29 28 27
12
t/h
2 1 No2 Boiler
Stop
73 72
(GM52)
0.0
Master Cont 1B 41 0.0 % 39 2B

0.0 0.0
Master Cont
0.0
2 1 No1 Boiler
Stop
31 32
% MPa
42
HP FEED SYSTEM
(GM52)
0.0
t/h
89
MPa
46 44
45
0.0 0.0
H/S
MPa STEAM DUMP

213 STEAM DUMP 51
0.0
43
t/h
14
( G M 4 4 )
49
0.0
92
0.0
91
90
C
53
0.0
16
15
C
17
0.0
No2
52
0.0
%
0 0
50
47 48
kPa mm Hot Start VV

208 CONT OVERVIEW
Hot Start VV
201 BOILER SUB MENU ACC OVERVIEW 202 NO1 BLR ACC (1/2) 203 NO1 BLR ACC (2/2) 204 NO2 BLR ACC (1/2)
M033VPA
205 NO2 BLR ACC (2/2)
No1
0.0
206 ACC SIGNAL MONITOR 207
GM3B BLR COND OVERVIEW
4-2-29
S2229/30
No.1 Boiler ACC (1/2)

AIR FLOW Low Span
81 80 79
O2 High Span
78
GAS FLOW Vortex

68 67
FO FLOW Flow Meter 55

54
SHTD STM PRESS No1 BLR (1)

34

11
Contnt
77 76
Diff Pressure
66 65
FO HDR Pressure 53
52
35
33
No1 BLR (2)

32
12
10
No2 BLR (2)

9
STEAM FLOW High Selected

8 7
VPR HDR PRESS

2 1
0.0
kPa kg/h %
3
NBO
0.0 0
4
0.0
0.0
0.0
0.000
0.000
0.000
0.000
%
82
kg/h
kg/h
69
kg/h
56
kg/h Steam Up Schedule P T

0.0
MPa
38
MPa Dev Press H/S

37
MPa
0.00
MPa
14
t/h MPa
13
0.0
Dev Press
0.0
91
A/S
83
A/S
70
A/S
57
MPa
36
H/S
15
0.0 0.0
94
MPa
92
0.0
%
71
kg/h +
kg/h +
0.0
MPa
+ +
41
MV
PV
0.00 84
212
MPa SV
SV
0.0
PID
72
Excess Air Set

0.000
58
PID PV 211 + PID

42
210
MPa
SV M +
40
39
0.0
MPa
6
Forcing VPR Gas Flow 5 0 kg/h

0.0
SV PV PID
0 0.0
kg/h
59
43
0.0
0.0
44
NO2 BLR ACC(1/2)
209
PV SV PID
85
0.0
% +
% Normal
SV PV PID
48 46 47
Steam Up
0 0.0
(GM3E)
Purge IGN
86
Min Gas SV 0 kg/h

60 61
kg/h %
0.0
45
16 17
0 0.0
kg/h %
0.0
87
+ -
0.0
Min FO SV 0 kg/h From Steam up cont MV

19 26
93
PV 213 SV PID %
0.0
18
0.0
MPa
88
M
89
NO1 CONT STATUS COMMON Cont Pos Common Cont Pos

75
63
62
50
49
30
29
27
24
23
21
20
FD Fan Vane Drive

90
Local
74
Off
73
Local
Gas Flow Control VV

64
0.0
201
%
202 ACC OVERVIEW BLR COND OVERVIEW 203 NO1 BLR ACC (2/2) 204
0.0
205
%
NO2 BLR ACC (2/2)
FO Flow Control VV 51 0.0 %

31
Hot Start Piston VV
28 Piston
Steam Dump VV
Intermed
Intermed
Steam Dump Control VV1 25 0.0 %

208 CONT OVERVIEW
BOILER SUB MENU
NO2 BLR ACC (1/2)
GM3C NO1 BLR ACC (1/2)
4-2-30
S2229/30

FO BURN PP DISCHARGE PRESS
66 65
FO BURNER HEADER PRESS

72 71
PRIMARY SHTR OUTLET TEMP

64 63
SH STM TEMP
(2)
50 49 51 48
BLR STM FLOW

(2)
40 41
DRUM LEVEL
FWR
24 38 23
(1)
(1)
39
Monitor
22 21
FEED WATER FLOW

13 12
ATOMIZ PRESS
7 6
PURGE STEAM PRESS

2 1
0.0
0.0
0.0
0.0
0.0
0.0
0.0
44
0.0
0.0
0.0
MPa +
73
MPa -
C Dev Temp
53 54
C
52
C H/S
t/h
t/h Dev Flow

0.0
43
mm
42 25
mm
t/h
MPa
MPa
0.0
H/S
45 55
t/h
A/S
0.0
H
57
H
26
MPa SV
79 213
0.0
PV
212
PV
SV
0.0
67
0.0
PID
78
PID
SV
0.0
C +
PV PID +
0.0
t/h
mm
MPa
74
MPa
0.0
%
76
0.0
Var SV Fix SV
46
mm
47
Var
27
mm SV
210
PV M
28
17
H/S
PID Fix
29
0.0
t/h
209
75
mm
PID
14
0.0
0.0
NO2 BLR STM FLOW

58
20
0.0
16
SV 8 PV PV 0.0 PID PID MPa MPa

15
56
(2)
32 33
(1)
31 30
Override
Normal
68 69
Steam Temp Cont VV

59
0.0
0.0
9 18 10
3 4
0.0
t/h Dev Flow

0.0
37 36 35
t/h H/S
34
FD Burn PP Discharge Press Cont VV 70 0.0 %

62
t/h
Feed Water Cont VV

19
Atomiz Cont VV
11
Purge Stm Cont VV %

5
Local
61
Off
60
Local
H (GM3C)
NO1 BLR ACC(1/2)
0.0
211
t/h
0.0
0.0
0.0
201 BOILER SUB MENU ACC OVERVIEW
202 BLR COND OVERVIEW
203 NO1 BLR ACC (1/2)
204 NO2 BLR ACC (1/2)
205 NO2 BLR ACC (2/2)
206 ACC SIGNAL MONITOR
207 CONT OVERVIEW
208
GM3D NO1 BLR ACC (2/2)
4-2-31
S2229/30

AIR FLOW Low Span
81 80 79
O2 High Span
78
GAS FLOW Vortex

68 67
FO FLOW Flow Meter 55

54

34

11
Contnt
77 76
Diff Pressure
66 65
FO HDR Pressure 53
52
35
33
No2 BLR (2)

32
12
10
No1 BLR (2)

9
STEAM FLOW High Selected

8 7
VPR HDR PRESS

2 1
0.0
kPa kg/h %
3
NBO
0.0 0
4
0.0
0.0
0.0
0.000
0.000
0.000
0.000
%
82
kg/h
kg/h
69
kg/h
56
kg/h Steam Up Schedule P T

0.0
MPa
38
MPa Dev Press H/S

37
MPa
0.00
MPa
14
t/h MPa
13
0.0
Dev Press
0.0
91
A/S
83
A/S
70
A/S
57
MPa
36
H/S
15
0.0 0.0
94
MPa
92
0.0
%
71
kg/h +
kg/h +
0.0
MPa
+ +
41
MV
PV
0.00 84
212
MPa SV
SV
0.0
PID
72
Excess Air Set

0.000
58
PID PV 211 + PID

42
210
MPa
SV M +
40
39
0.0
MPa
6
Forcing VPR Gas Flow 5 0 kg/h

0.0
SV PV PID
0 0.0
kg/h
59
43
0.0
0.0
44
NO1 BLR ACC(1/2)
209
PV SV PID
85
0.0
% +
% Normal
SV PV PID
48 46 47
Steam Up
0 0.0
(GM3C)
Purge IGN
86
Min Gas SV 0 kg/h

60 61
kg/h %
0.0
45
16 17
0 0.0
kg/h %
0.0
87
+ -
0.0
Min FO SV 0 kg/h From Steam up cont MV

19 26
93
PV 213 SV PID %
0.0
18
0.0
MPa
88
M
89

75
63
62
50
49
30
29
27
24
23
21
20
FD Fan Vane Drive

90
Local
74
Off
73
Local
Gas Flow Control VV

64
0.0
201
%
202 ACC OVERVIEW BLR COND OVERVIEW 203 NO1 BLR ACC (1/2) 204
0.0
205
%
NO2 BLR ACC (2/2)
FO Flow Control VV 51 0.0 %

31
Hot Start Piston VV
28 Piston
Steam Dump VV
Intermed
Intermed

208 CONT OVERVIEW
BOILER SUB MENU
NO1 BLR ACC (2/2)
GM3E NO2 BLR ACC (1/2)
4-2-32
S2229/30

FO BURN PP DISCHARGE PRESS
66 65
FO BURNER HEADER PRESS

72 71
PRIMARY SHTR OUTLET TEMP

64 63
SH STM TEMP
(2)
50 49 51 48
BLR STM FLOW

(2)
40 41
DRUM LEVEL
FWR
24 38 23
(1)
(1)
39
Monitor
22 21
FEED WATER FLOW

13 12
ATOMIZ PRESS
7 6
PURGE STEAM PRESS

2 1
0.0
0.0
0.0
0.0
0.0
0.0
0.0
44
0.0
0.0
0.0
MPa +
73
MPa -
C Dev Temp
53 54
C
52
C H/S
t/h
t/h Dev Flow

0.0
43
mm
42 25
mm
t/h
MPa
MPa
0.0
H/S
45 55
t/h
A/S
0.0
H
57
H
26
MPa SV
79 213
0.0
PV
212
PV
SV
0.0
67
0.0
PID
78
PID
SV
0.0
C +
PV PID +
0.0
t/h
mm
MPa
74
MPa
0.0
%
76
0.0
Var SV Fix SV
46
mm
47
Var
27
mm SV
210
PV M
28
17
H/S
PID Fix
29
0.0
t/h
209
75
mm
PID
14
0.0
0.0
NO1 BLR STM FLOW

58
20
0.0
16
SV 8 PV PV 0.0 PID PID MPa MPa

15
56
(2)
32 33
(1)
31 30
Override
Normal
68 69
Steam Temp Cont VV

59
0.0
0.0
9 18 10
3 4
0.0
t/h Dev Flow

0.0
37 36 35
t/h H/S
34
FD Burn PP Discharge Press Cont VV 70 0.0 %

62
t/h
Feed Water Cont VV

19
Atomiz Cont VV
11
Purge Stm Cont VV %

5
Local
61
Off
60
Local
H (GM3E)
NO2 BLR ACC(1/2)
0.0
211
t/h
0.0
0.0
0.0
202 BLR COND OVERVIEW
203 NO1 BLR ACC (1/2)
204 NO1 BLR ACC (2/2)
205 NO2 BLR ACC (1/2)
206 ACC SIGNAL MONITOR
207 CONT OVERVIEW
208
GM3F NO2 BLR ACC (2/2)
4-2-33
S2229/30
ACC Signal Monitor

ACC SENSOR INPUT SIGNAL BOILER BLOCK PCS PCSB1 PCSB2 PCS PCSB1 PCSB2 PCS PCSB1 PCSB2 PCS PCSB1 PCSB2 PCS
1B Steam Pressure(1) 1B Steam Pressure(2) 2B Steam Pressure(1) 2B Steam Pressure(2) FO Header Pressure FO Flow
CONTROL OUTPUT & LOOP BACK SIGNAL BOILER BLOCK PCS PCSB1
Out put Loop Back FO Flow Control 0.0 0.0 0.0 0.0
37 38 39 40
Gas Flow Control
Air Flow Control
Atom Control
FWR Control
STM Temp Control
165B-1S MPa 165B-1S

0.0 0.0
112 111
165B-2S MPa 165B-2S

0.0 0.0
102 101
165B-1P MPa 165B-1P

0.0 1B Steam Flow(1)
92
165B-2P MPa 165B-2P

0.00
84 83
231B-S MPa 231B-P

0.00
76
370B-S kg/h 370B-P

0 0
68 67
0.0
91
0.00
75
% % % %
0.0 0.0 0.0 0.0
29 30 31 32
% % % %
0.0 0.0 0.0 0.0
25 26 27 28
% % % %
0.0 0.0 0.0 0.0
17 18 19 20
% % % %
0.0 0.0 0.0 0.0
9 10 11 12
% % % %
0.0 0.0 0.0 0.0
1 2 3 4
% % % %
MPa
MPa
MPa
0.00
MPa
MPa
kg/h PCSB2
Out put Loop Back
Drum Level (FWR)
Drum Level (Monitor)
1B Steam Flow(2)
2B Steam Flow(1)
2B Steam Flow(2)
166B-S
0
113
157B-S mm 157B-P
0 0
104 103
167B-1S t/h 167B-1S

0.0 0.0
94 93
167B-2S t/h 167B-2S

0.0 0.0
86 85
167B-1P t/h 167B-1P

0.0 0.0
78 77
167B-2P t/h 167B-2P

0.0 0.0
70 69
BOILER BLOCK PCS PCSB1

Out put Loop Back Out put Loop Back 0.0
43
COMMON BLOCK
Master Control STM Dump Control 1 STM Dump Control 2
mm mm
166B-P
0
114
Purge STM Control 0.0

41
FO Deliv Control
mm
t/h
t/h
t/h
t/h
0.0 0.0
33 34 35 36
% % % %
0.0 0.0 0.0 0.0
21 22 23 24
% % % %
0.0 0.0 0.0 0.0
13 14 15 16
% % % %
0.0 0.0 0.0 0.0
5 6 7 8
% % % %
Air Flow
1B Air Flow (High Span)
2B Air Flow (High Span)
O2 Content
Gas Flow
Fuel Gas Diff Press
247B-S kPa 247B-P

0.00 Steam Temp(1) 0.00
115
475B-S kPa 475B-S

0.00 Steam Temp(2) 0.00
105
475B-P
0.00
95
MA1011S kPa kPa

96
436B-S m3/h 436B-P

0.00
80
205B-S
0
71
0.0
87
0.00
79
kPa
72
PCSB2
0.0 0.0
475B-P
0.00 Primary STM Temp
MA1011P
0.0
88
205B-P
0
kPa
116
kPa
106
m3/h
kPa
Atomiz Pressure
Purge STM Pressure
Feed Flow
129B-1S
0.0
117
129B-2S C C C 129B-2P
0.0 0.0
107
119B-S
0.0
97
242B-S C C MPa 242B-P

0.0 0.0
90 89
362B-S
0.0
81
30B-S
0.0
73
MPa MPa
t/h t/h
CONTROL MODE SELECT NO1 BOILER NO2 BOILER Emergency Normal Emergency Normal Drum Level 3 Element 2 Element 2 Element 3 Element Control Control Control Control Control 55 50 60 45
61
129B-1P
0.0
118
119B-P
0.0
98
362B-P
0.0
82
30B-P
0.0
74
Drum Level (FWR) FO Flow Meter Gas Flow Vortex
Drum Level (Monitor) FO HDR Pressure Fuel Gas Pressure
108
56
MPa
COMMON BLOCK
FO Pump Deliv Press
119
62
57
Drum Level Sensor FO Flow Sensor Gas Flow Sensor Air Flow Sensor
Drum Level (Monitor) FO HDR Pressure Fuel Gas Pressure
51
46
Drum Level (FWR) FO Flow Meter Gas Flow Vortex
52
47 48
Gas Temp
Gas Pressure
No1 L/D Surge VV
No2 L/D Surge VV
Other Gas Flow VV
63
58
53
238B PCSB1 PCSB2

230B
109
VG933
99
VG943 % %
205
0.0
MPa MPa
202 120
0.0
C C
kPa
100
0.0
125
0.0
123
% %
206
0.0
121
% %
207
64
Air Flow (Low Span)
Air Flow (High Span)
59
Air Flow (High Span)
54
49
Air Flow (Low Span)
238B
0.0 0.0
110
230B
0
203
VG933 kPa
204
VG943
0.0
124
COMMON CONTROL SELECT

PCSB2
66 65 208 CONT OVERVIEW
0.0
126
0.0
122
PCSB1
BLR COND OVERVIEW
NO1 BLR ACC (1/2)
NO1 BLR ACC (2/2)
NO2 BLR ACC (1/2)
NO2 BLR ACC (2/2)
GM3G ACC SIGNAL MONITOR
4-2-34
S2229/30
Superheated Steam
215 NO2 BLR ACC 212 TO AUX STM 2 DESUP HTR (DUMP) 207 206 NO1 BLR ACC
(GM3B)
(GM42)
(GM44)
(GM3A)
Steam Drum
Steam Drum
12
0.0
t/h
No2 Boiler
210
No1 Boiler
BLR LEVEL
0.0
t/h
0 C
8
0 C
6
(GM51)
0.0
MPa Water Drum
0.0
MPa Water Drum
0 C
15
0 C 0.0
MPa
13
16
14
0.0 0.0
NO2 MFDWPT 214 10
MPa
MAIN TURBINE
0.0 MPa
211
213
0.0
MPa
3 208 NO1 MFDWPT 209
MPa
(GM11)
(GM52)
NO2 T/G
(GM52)
NO1 T/G
(GM26)
201 AUXILIARY STEAM 1.0MPaG AUX STEAM 202 STEAM DUMP 203 EXH & GLAND EXH STEAM 204
(GM25)
205 CONT OVERVIEW
GM41 SUPERHEATED STEAM
4-2-35
S2229/30
Auxiliary Steam
0 C
214 MAIN TURBINE 3 8
Deaerator
2
(GM11)
NO1 T/G
0.00
215 MFDWPT EXH STM 216 210
MPa
1
(GM25)
NO2 T/G
(GM52)
0.00 0.00
11
0
mm Exh STM Dump V
4 5
MPa (GM26)
217 DESUPERHEATED STEAM 18 12
MPa
M
218 213
0.0 %
MAIN OR AUX COND
206
(GM41)
SOOT BLOWER
(GM45)
13
MCGP4
219 NO2 STM AIR HTR 211
(GM32)
BLR ATOM STM
30
31
(GM31)
209 NO1 STM AIR HTR 212
0.0 %
0.5/0.17MPaG PRV
A R
36
32 20 33
0.0 MPa 0 C
10 2ND BLEED
(GM3B)
1.0MPaG AUX STEAM
207
(GM31)
16
(GM43)
M 1.0/0.24MPaG PRV
23
17
0.00
14
38
Lock VV ABN
(GM11)
MPa
15
0.0 %
A M
29 19 34 27 35
24
0.0 MPa
22
21
R
28 37 39
0.0 MPa 0 C
26 1ST BLEED
25
220
0.0 %
6.0/1.0MPaG PRV
201 SH STEAM 1.0MPaG AUX STEAM 202 STEAM DUMP 203 EXH & GLAND EXH STEAM 204
0.0 %
1.0MPaG PCV
Lock VV ABN
(GM11)
205 CONT OVERVIEW
GM42 AUXILIARY STEAM
4-2-36
S2229/30
1.0MPaG Auxiliary Steam

NO1 WASTE OIL SETT TK
3
TAH
#2 BLR FO SUPPLY
DO STOR TK (P)
206
FO SETT TK(P)
1
NO2 WASTE OIL SETT TK

4
TAH
TAH
(GM72)
#1 BLR FO SUPPLY
210
IGG GAS OIL TK
INCINE DO TANK G/E LO RENOV TK A/T LO RENOV TK LO RENOV TK NO1 DO SERV TK NO2 DO SERV TK DO STOR TK
37 36 26
FO SIDE TK(P)
(GM71)
HYDRANT HTR
211
(GM69)
207 LO PURIFIER
FWD FO TK CARGO MACH ROOM
(GM82)
0.0 MPa 0 C
28 27
0 C
FO OVERFLOW TK LO SLUDGE TK
29
LO SUMP TK
30 31
LOW SULPHUR FO TK
38
208 HP FEED WATER 209 (GM52) AUX STEAM
0.0 MPa
34
33
1.0MPaG Ext Desup HTR
SEP BILGE OIL TK FO DRAIN TK
TAH
FO SIDE TK(S) FO SETT TK(S)

2
0.0 %
32
0.0 %
TAH
205 CONT OVERVIEW
(GM42)
SH STEAM
201 AUXILIARY STEAM
202 STEAM DUMP
203 EXH & GLAND EXH STEAM
204
GM43 1.0MPaG AUX STEAM
4-2-37
S2229/30
Steam Dump
207
MCGT5
8 6 7
A/S
0.0 % 11
M
20 16
14
0
9
206 LP FEED SYSTEM
M
18
(GM53) NO2 Dump STM Ext Desup HTR

3 15 1
Dump Piston VV
208 DESUPERHEATED STEAM 23
22
0.0 %
0.0 % 12
M
21 17
0
10
0
C
GM41)
209 ACC
0.00 MPa
NO1 Dump STM Ext Desup HTR
13
M
19
(GM3B)
0.0 %
Main Condenser
0 kPa
31
0 C
30
33 32
Dump STM Box
24 25 26 28
Dump Available Dump Steam Press H Main Condenser Vacuum L Main Condenser Sea Water Temp H Aux Condenser Press H
0 mm
210
0 kPa
Aux Condenser
29 MAIN CANDENSER
(GM14)
201 SH STEAM AUXILIARY STEAM 202 1.0MPaG AUX STEAM 203 EXH & GLAND EXH STEAM 204 CONT OVERVIEW 205
GM44 STEAM DUMP
4-2-38
S2229/30
Exh. & Gland leak Steam

TURBO GENERATOR
NO2 T/G NO1 T/G
13 10
FEED WATER PUMP

NO2 NO1
0 kW
12 208 207 No1 T/G 11
0 kW
9 8 4 206 FEED WTR PUMP 1
GM26)
No2 T/G
GM25)
0.0
%
0.0
GM52) %
MAIN TURBINE 0 kW 0 RPM

30 31 15 14
0.00 MPa 27
25 EXH STM DUMP 26
LP
209 MAIN TURBINE
211
Gland Exh Fan

5 2
0 %
GM42) Lock VV ABN

20
HP
GM11) Lock
29
D R
3
MAIN CONDENSER
17 16
Gland Condenser
21
kPa
32 33 28
Lock VV ABN
210
19 18
mm
22
LAH LAL
7 6
0 kPa
Aux Condenser
201 SH STEAM AUXILIARY STEAM 202 1.0MPaG AUX STEAM 203 STEAM DUMP 204
MAIN CONDENSER
23
0 mm
205 CONT OVERVIEW
(GM14)
ATMOS DRAIN TK
GM45 EXH & GLAND EXH STEAM
4-2-39
S2229/30
Boiler Level
208 ACC
204
(GM3A)
31 209
No.2 BOILER
22
No.1 BOILER
6 21
ACC 1
SUPERHEATED STEAM
0. 0 t/h
0. 0 t/h
No.2 No.1
9
(GM3A)
205
(GM41)
0. 0 MPa
23
0. 0 0
7
MPa mm mm
2 34
SUPERHEATED STEAM
(GM41)
0 mm
35 24
8 17 12
ECO
0
Diff.
27
0 mm
0 0. 0 Diff.
MPa
ECO
206
0. 0
MPa
28 18
ACC
(GM3A) FWR
25
0. 0
MPa
13
0. 0
MPa
FWR
10
VV ABN Lock
29 33
0. 0
26 % HP FEED SYSTEM 207
0. 0
(GM52) No.1
14
11 5 % 32
VV ABN Lock
FDWPT
No.2
19
16
20 201
HP FEED SYSTEM LP FEED SYSTEM
0. 0
Recirc
0. 0
15 % 203
CONT OVERVIEW
202
GM51 BLR LEVEL
S2229 / 30
HP Feed System
s/cm No1 BLR No1 BLR M FDW
129 Inj PP TRBL 122 123 124
pH
0.0
117
ppm
0.00 0.00 0.00
87 125 126 127
No2 Boiler A/S

52
0 0 0
MCGP8-2 A
SV DP DP
213
15
66
13
0.0
118
PV
ECO
0.00 0.00 MPa 95

104 96
0.00
MPa A No2 3
0.0
119
114
0.00 MPa 31
94
MPa A
63 103
No2 FWR
0
mm
99 1 204
0.0
%
128 Chemical PP TRBL
0 C
86
0.00 MPa
64
0.00 MPa
L/S
53
107
A/S A
106
33
H/S A H/S
16
A M
BLR LEVEL
102 14
0.00 MPa
3rd STG FDW HTR
0.00 MPa
65
0.00 MPa
54 55
L/S
ECO
(GM51)
4 2
A/S A
115
A/S
105 30
DP PV
216
0.00 MPaDP
32
0.00 MPa
97
0
100
0.0
FWR No1
208
0 mm 0 C A93
89 90
88
0.00
SV MPa
0.00
MPa
No1 mm
MCGP8-1
0 %
91
Cold Start FDW PP

Lock 116
69
No1 Boiler D R
67 68 34
DEARATOR
(GM53)
NO2 MFDWP TURBINE

TRIP
76 109 77 78 79 80 85 98 81 82 83 112 113 1.0 MPaG AUX STEAM 70
0 C
40 56 47
0.0 ppm
206
101 SAH
MODE
AUX STEAM
211
Manual Trip Over Speep Trip LO Press LL EXH Steam Press HH Rotor Vib HH Rotor Axial HH Deaerator LVL LL Trip SV ABN Seal W DPL
23 LO PAL 24 LO TAH
Recirc 43 VV
48
NO1 MFDWP TURBINE

MODE
5
41 42
35
AUX STEAM
TRIP
Ready
ACO
72 71
(GM42) 57 A
58 59
No2
A
Start Fail
49
No1
36 26
(GM42)
Ready
ACO
108 Manual Trip 17
Auto STBY
0.0
%
Start Fail
44
0.0
% 27
25
Auto STBY
0.00
MPa
VV ABN 61 Lock 121
50
0.0
mm/s
60 VAH 51
STBY Select
45
0.0
mm/s
38 VAH
37
0.00
R
39 29
PRIM LO PP
No2
74
MPa
Over Speep Trip LO Press LL 8 EXH Steam Press HH 18 9 Rotor Vib HH 84 Rotor Axial HH 19 92 Deaerator LVL LL
6 7
62
Press
MCGP9
PRIM LO PP
28 VV ABN 120 Lock
LO Tk LAL Rotor Axial H Power Fail
46 Mode Change
No1
21
212
209
(GM41)
SH STEAM 207
LO PAL 22 Trip SV ABN LO TAH 20 Seal W DPL 12 LO Tk LAL 110 Rotor Axial H 111 Power Fail
10 11
(GM43)
201 BLR LEVEL LP FEED SYSTEM
202 CONT OVERVIEW
203
GM52 HP FEED SYSTEM
4-2-41
S2229/30
LP Feed System
82
Deaerator
0 kPa
84 83
0
LALL
85
0
mm
3RD BREED
SAH
209
mm
107
0 C
46
45
NO2 DIST W TK
NO1 DIST W TK
205
PP No
ASS Mode Set 28 29
Drain PP ASS Function ASS Status
Drain TK Level 3 4 5
3 2
No3 ASS-Off No2 ASS-Off No1 ASS-Off
31 DIST WATER PLANT
Level High
1
106 LALL
(GM11)
55
MCGL2 1st STG FDW HTR

97
206
(GM65)
42
30
Level Low
2
No1 PP ASS
209
Spill A
43 44
88
(GM52) No2 FDW PP No1

86 87
MFWPT
0
mm
0
C
52 51
0.0 %
ACO Function ACO ACO Status Mode Set 20 27
ACO
ACO-Off
0 C
A
50
47
89
0.0 %
0.0 %
57
0.0 %
A
56
Gland Condenser
48
49
M/T REM-CONT
212
W Spray VV
59
58 60 208
Aux Condenser
M/T AST WATER SPRAY
(GM16)
90 62
A
PP No
0.0 %
0.00
54
40
41
Make Up A
32 34
0.0 %
Grease Extractor 9 DPAH
10 22
A
7
0.0
C
61
GM11
M/C LVL 65
SAH
ppm
53 ASS Mode Set 67 ASS Function ASS Status
0.0
35
SAH
0.00
ppm Drain PP 100 PAL 23 PAL D 24 R
105 25 104 19 99 16
0.0
PAL PAL D 17 R
18 15
11
MPaG
98 12
2 1 Main Condenser

75
No2 ASS-Off No1 ASS-Off Lock
High
63
207 DIST WATER PLANT
68
66
Low
64
PAL PAL D 13 R
14
(GM65)
26
0.00 kPa94
96
95
92
0 C
93
No2
77
101 76
0
mm
MAIN CONDENSER 211
0
mm
91
R M/C Conds PP
81 79
ACO Function ACO ACO Status Mode Set 70 69
Lock No2
Lock No1
103
Lock
ACO
ACO-Off
38 71
LAH
No3
37 36
D R
102 80
Lock
72
PAL
74 33
PAL
(GM14)
201 BLR LEVEL HP FEED SYSTEM
0 C
202
No1
0.00 ppm
SAH
0.00 MPa (GM44)
73
DUMP STM EXT DESUP HTR
204
ATMOS DRAIN TK
39
0
mm
21
LAL
0 C
CONT OVERVIEW
203
GM53 LP FEED SYSTEM
4-2-42
S2229/30
Sea Water Circ. System

44
002VPH
0 C
43 10 39
Sea Water Circulation System Condition and Mode Set Condition 1 (Ready) Mode Set Cooling System Available Selected Circ Pump Avail Scoop In VV Avail
40 11 210 8
MCGO3
0 kPa
Main Condenser
41
0 C
38
Selected Disch VV Avail Main Condr Out VV Avail

51
Cooling System
9
Normal Auto Cold Sea Aux PP Off Off Off 0.0 knot
7
50
Control Mode Sea Mode Pump Select Scoop

13
49
0 mm
211 MAIN CONDENSER
12
HSC or LSC VV Open

52
Plant Signal Avail
46
(GM14)
59
Pump Re-circ Available Condition 2 (Transfer) SET PV
0 C
42
020VPH
0.0 %
008VPH Lock VV ABN
25 54 58 23 56
Shaft RPM
19
0 rpm
17
16
Pump Circ Pump Re-circ Ships Speed (Reference)
0 rpm
14
007VPH
53 57 55
Vacuum Lock VV ABN Telegraph
0 kPa Maneuv
0 kPa
15
22
20
10% Aux Condenser
10%
18
012VPH
33 31 28 27
Aux Circ Pump Lock 34

35 37 48
D R ACO
32
D R29
30
Main Circ Pump 26 Lock

36
001VPH
ACO-Off
Low Sea Chest 003VPH

202 203 CCS FW SERVICE D/G COOL LINE 204
Sea Bay 004VPH

205 DIST WATER PLANT DOMESTIC WATER SERV 206 BILGE/WO & SEWAGE 207
High Sea Chest

208 FIRE FIGHT SEA WATER
47
076VPH
201 SEA WATER SERVICE SHIP'S SIDE VALVE
077VPH
Scoop Inlet
209 CONT OVERVIEW
GM61 SEA WATER CIRC SYSTEM
4-2-43
S2229/30
Sea Water Service System

High Sea Chest
22
004VPH
Main CSW PP No2 D Lock

25 13 11
No2 VACUUM PP
9 10 12 3 2
PAL PAL
0 C
(GM66) S e a B a y
FIRE FIGHT SEA WATER
No1 VACUUM PP
213
R ACO
ACO-Off D
14 15
(GM69)
Lock
21
26
045VPH
20
No1
16
210
MCGO4
19
A
23
18
043VPH CHLORINATOR
003VPH
SCOOP SYSTEM
211
Normal Stop
Cooling Line
8 6
No2 CCS FW CLR
No1 CCS FW CLR
Low Sea Chest
(GM61)
Off
202 203 CCS FW SERVICE D/G COOL LINE 204 DIST WATER PLANT 205 DOMESTIC WATER SERV
17
Auto High Set
201 SEA WATER CIRC SYSTEM SHIP'S SIDE VALVE
206 BILGE/WO & SEWAGE
208
GM62 SEA WATER SERVICE
4-2-44
S2229/30
Ship Side Valve

24
002VPH
20
0 kPa
22 23 21
19
0 C
High Sea Chest 077VPH
7 16
Main Condenser
004VPH
6
036VPJ
5
091VPH
4
020VPH
25
0 mm
210 MAIN CONDENSER
0.0 %
(GM14)
12
IGG
1
007VPH Aux Condenser
Main Circ Pump Sea Bay
No3 W.B TK
2
No2
17 15 3
W.B TK 076VPH
9
008VPH 001VPH
18
Aux Circ Pump
003VPH
8
No1
Low Sea Chest Scoop Inlet

201 SEA WATER CIRC SYSTEM SEA WATER SERVICE 202 CCS FW SERVICE 203 D/G COOL LINE 204 DIST WATER PLANT 205 DOMESTIC WATER SERV 206 BILGE/WO & SEWAGE 207 FIRE FIGHT SEA WATER 208 CONT OVERVIEW 209
GM63 SHIP'S SIDE VALVE
4-2-45
S2229/30
CCS FW Service
CCS FW EXP TK
31
LAL
Laboratory
S/T LO FW CLR S/T LO CLR
210
(GM83) No2 Mach Cont RM No2 SWBD RM

IGG Chiller Water Cooler
No2 MFDWP LO CLR No1 MFDWP LO CLR
Air Cond Unit Prov Ref Unit
Air CLR
NO2 T/G
211
Elect&lnst W/S No1 Mach Cont RM No1 SWBD RM ENG W/S
No3 Air Comp No2 Air Comp No1 Air Comp Drain CLR
(GM25) LO CLR Air CLR

NO1 T/G 212
IGG LO CLR
(GM24) LO CLR
CCS CFW PP 22 No2 D Lock

36 26 24 25
40
23 20 21
No2 CCS FW CLR PAL PAL No1 CCS FW CLR

35
Cargo Mach CFW Boost PP No2 6 4 D Lock

15 16 32 8
R
7
0.0 %
M
18
17
0 C
0 C
ACO No1 Lock

33
ACO-Off
12
2 3
PAL PAL
ACO
ACO-Off
28
D R
10
Cargo Mach RM
D Lock
37
11
No1
30
29
13
D R
38
Lock
34
39
W/H & CCR Unit CLR
201 SEA WATER CIRC SYSTEM SEA WATER SERVICE
202 SHIP'S SIDE VALVE
203 D/G COOL LINE
205 DOMESTIC WATER SERV
208
W/H & CCR Unit CLR CFW Boost Pump

CONT OVERVIEW
209
GM64 CCS FW SERVICE
4-2-46
S2229/30
D/G Cooling System

0 C
28 24
0 C
M
22 3
26
29 PAL Jacket 211 NO2 D/G
0 C 0.0 %
46
0 C 0.0 %
30
27 PAL Jacket 210 NO1 D/G
(GM28) Air & LO
(GM27) Air & LO
0.0 %
47 25 12
0 C 0 C
11 10 48
0 C
D/G COOL FW EXP TK
37
0.0 %
1 31
No2 D/G COOL FW CLR

Lock
50
23
LAL D
33
0 C
6
No1 D/G COOL FW CLR
R49
R34
32
Lock
No2 D/G CFW PP
No1 D/G CFW PP
D/G CSW PP No2 Lock

PP No ASS Mode Set 44 51 15
D R
13 14 ACO Function ACO ACO Status Mode Set 35 39
ASS Function ASS Status
D/G Run 42
Sea Bay
2 1
No2 ASS-Off No1 ASS-Off No1
No2
40
PAL PAL
45
43
No1
41 19 20
ACO
38
ACO-Off
36
D
21 206
Lock
201 SEA WATER CIRC SYSTEM SEA WATER SERVICE 202 SHIP'S SIDE VALVE 203 CCS FW SERVICE 204 DIST WATER PLANT 205
52
207 BILGE/WO & SEWAGE FIRE FIGHT SEA WATER
208 CONT OVERVIEW
209
DOMESTIC WATER SERV
GM65 D/G COOL LINE
4-2-47
S2229/30
Distilling Plant
211 LP FEED SYSTEM
NO2 DIST W TK
(GM53) No2 CC Dist Plant
29 4 2
No1 SWC Dist Plant
0.0 m3
3
No2
0.00 m
D
40
S e a B a y
Lock
42
R41
NO1 DIST W TK
9
Dist Plant CSW PP

30
0.0 m3
D
43 8
0.00 m
27
33 58
SAH Lock D
55
45
No1 No1
Dist Plant Distil PP
R44
SAH D
52 51
R56 Lock
57
No2
R53 54 Lock
Silver Ion Sterilizer
11
ABN
DRINK W TK
15
0.0 m3 0 C
34
47 31
Dist Plant Circ W Tank
0 C
28
22
13 14
0.00 m FW TK
20
46 Lock R48 No2 Dist Plant Circ W PP
0 C
37
10
0.0 %
36 201 SEA WATER CIRC SYSTEM SEA WATER SERVICE
50
085 VPF
0.0 ppm
32
38
Lock 21 R16 No1 Dist Plant Circ W PP 087 VPF

210 5
0.0 m3 0.00 m 0.0 %

18 19
To Atmos Drain TK
204 CCS FW SERVICE D/G COOL LINE
SAH
DEARATOR
A
202
35
49 203 205 DOMESTIC WATER SERV 206
(GM42)
39 208 FIRE FIGHT SEA WATER
24
SHIP'S SIDE VALVE
GM66 DIST WATER PLANT
4-2-48
S2229/30
Domestic Water Service

NO2 DIST W TK
41
NO1 DIST W TK
35 33
Deck Serv
Form & CO2 RM
Gas Bottle RM
Accom
Accom
Accom
Accom
0.0
m3
42
40
0.0
m3
34
0.00
m
0.00
m
To FW Tank Fire Fight FW PP A 59 Lock
10
M
5
FIRE FIGHT FW PRESS TK
Hot Water Heater
UV Sterilizer
No2 Drink W PP Lock

6
17
D R
15 16 1 ASS Sensor Status 20 1ST Auto Sensor 18
ASS Mode Set 22
TAH
DRINK W PRESS TK
No2 Hot W Circ PP
4
S/T CFW TK
210 FIRE/BILGE & PP

36
Mineral Injection
Off Off
23
21
2ND Auto Sensor 19
No1 Drink W PP Lock

8
D R
28
Lock
30 43
ABN
(GM69)
DRINK W TK
55 57
FW TK
52 54
No2 FW PP Lock
9
44
D R
38 58
0.0
m3
0.0
m3
Lock
ASS Sensor Status 47 1ST Auto Sensor 45
0.00 m
56
0.00 m
49 50
53
ASS Mode Set

27
Off Off
FW PRESS TK
No1 Hot W Circ PP
48
2ND Auto Sensor 46
211 DIST WTR PLANT
32
ABN A
204 CCS FW SERVICE D/G COOL LINE 205 DIST WATER PLANT
No1 FW PP Lock
206 BILGE/WO & SEWAGE 11
D R
207
25 26 208 FIRE FIGHT SEA WATER CONT OVERVIEW 209
(GM66)
201 SEA WATER CIRC SYSTEM SEA WATER SERVICE 202
Silver Ion Sterilizer

203 SHIP'S SIDE VALVE
GM67 DOMESTIC WATER SERVICE
4-2-49
S2229/30
Bilge/Waste oil and Sewage

13
Bilge Separator Separator
OIL CONTENT MONITOR 15 ppm Alarm 51 High 52 Monitor TRBL
Waste Oil Trans PP

31
NO1 LAH 12 TAH WASTE OIL SETT TK LAH 14 TAH WASTE OIL SETT TK NO2
INCINERATOR DO SERV TK
INCINERATOR
1
15
Lock
32
Normal
Bilge Sep Serv PP Lock 54

55 211 LP FEED SYSTEM 56
53
Fire & Bilge PP

34
(GM69)
210
LAH
33
LAH
Stop
25
24 23 4
Bilge & GS PP
2
#2 TK Oil Cont High #1 TK Oil Cont High
(GM53)
DRAIN INSPECTION TK
E/R Bilge PP Lock 47 Long Run

43
46
44
SEPARATED BILGE OIL TK
FO DRAIN TK
D R
26 22
D Lock Lock
5 3
D
45
R
36 35
ASS
ASS-Off
194 VPJ
59
58
193 VPJ
38
37 17
192 VPJ P S
30 40
16 7
191 VPJ A
A VACUUM TOILET LAH BILGE WELL AFT

60 48 61 57
A
39
A LAH LAH BILGE WELL STBD FWD

18
Eco Sound Del Comp

8
VOID
Trouble
LAH
LC Auto Off
Auto Start Auto Stop

201 SEA WATER CIRC SYSTEM
62 63 202 SEA WATER SERVICE
BILGE HOLD TK
203 SHIP'S SIDE VALVE CCS FW SERVICE 204
SEWAGE Treatment Unit 49 Trouble 50 High Level

205 D/G COOL LINE DIST WATER PLANT 206
LAH BILGE WELL MID

LC Auto Off
LAH
29
SUNKEN
41 42 208
CLEAN DRAIN TK
19
LAH BILGE WELL PORT FWD

LC Auto Off
LC Auto Off

20 21
GM68 BILGE/WASTE OIL AND SEWAGE
4-2-50
S2229/30
Fire Fighting Sea Water

Fire Line Press PP
4
Lock To Water Spray Line
9 3
0 C
HYD HTR
25
High Sea Chest
0.0 ppm
27 SAH To Atmos Drain TK
26
From Water Spray Line

8 6 7
Fire Pump D R
004VPH
29
Lock
10
0.0 C
A
5
23
30
Fire & Bilge PP HYV02
Stop
To Hull HYD Line
Fire Station A
31 32
S e a B a y
A HYV03 Main Line From Hull HYD Line

12 17 15
D Lock
11
0.00 MPa
21
16
Bilge & GS PP EMCY Fire PP Lock

13 2
Valve Control
28
Ready
20
Auto
18
003VPH
H Y V 0 1 22
H Y V 0 4
19
210 BILGE SYSTEM
LAL Sea Chest

201 SEA WATER CIRC SYSTEM SEA WATER SERVICE
To Hold Eductor
(GM68)
Low Sea Chest
Fresh Water Tank

202 SHIP'S SIDE VALVE 203 CCS FW SERVICE 204 D/G COOL LINE 205 DIST WATER PLANT 206 DOMESTIC WATER SERV 207 BILGE/WO & SEWAGE 208 CONT OVERVIEW 209
GM69 FIRE FIGHTING SEA WATER
4-2-51
S2229/30
No.1 Boiler FO Supply

42
A
206 FO FILL & TRANSFER
20
(GM81)
28
DPH
0.0 m3
41 23 22
21
No1 BNR FS LAL NO1 BLR

203 BURNER 6
FO Burn PP
33 31
Lock
44
No2
36
D R
32
29
25
ACO
ACO-Off
D R
24
Lock No1
43
(GM33)
16
0.0 MPa
34 35
PAL PAL
(*ACC)
17
M No2 BLR FO HTR

18
No2 BNR
0.0 %
ACC
204
0.0
%
(GM3A)
A
207 1.0MPaG AUX STEAM 38
0
kg/h FO CONTROL MODE
5 4
0.0 %
37
26 205
Large
13
MCGT7-1
Temp
(GM43)
A Small
40 39
0.0 %
27
14
0.0 cst
VISCO
0.0 C
15
12
0.0 C
No1 BLR FO HTR

19 201 NO2 BLR FO SUPPLY
DPH
202 CONT OVERVIEW
GM71 NO1 BLR FO SUPPLY
4-2-52
S2229/30
No.2 Boiler FO Supply

42
A
206 FO FILL & TRANSFER
20
(GM81)
28
DPH
0.0 m3
41 23 22
21
No1 BNR FS LAL NO2 BLR

203 BURNER 6
FO Burn PP
33 31
Lock
44
No4
36
D R
32
29
25
ACO
ACO-Off
D R
24
Lock No3
43
(GM33)
16
0.0 MPa
34 35
PAL PAL
(*ACC)
17
M No4 BLR FO HTR

18
No2 BNR
0.0 %
ACC
204
0.0
%
(GM3A)
A
207 1.0MPaG AUX STEAM 38
0
kg/h FO CONTROL MODE
5 4
0.0 %
37
26 205
Large
13
MCGT7-2
Temp
(GM43)
A Small
40 39
0.0 %
27
14
0.0 cst
VISCO
0.0 C
15
12
0.0 C
No3 BLR FO HTR

19 201 NO1 BLR FO SUPPLY
DPH
202 CONT OVERVIEW
GM72 NO2 BLR FO SUPPLY
4-2-53
S2229/30
FO Filling &Transfer
INCINERAT DO SERV TK
81 82
EMERG GEN DO SERV TK

73
SHORE CONN
F0V2
39 29 100
FWD FO TK
27
LAH LAL
0 0.0
99
m3
28
FWD FO F0V1 Transfer PP

11 8
LAL
0
30
m
98
D R9
103
0.00
MPa
F0V3 213VPL
102 Lock 46
LAH 212VPL
0.0
31
0.0
10
Lock
F0V6
41
F0V5
0.0
40 32
101 Lock 12
F0V4
3
R96
105 ABN 44
%
42
IGG GAS OIL TK

89
DO STOR TK (P)
85
76
NO2 GEN DO SERV TK

0
74
NO1 GEN DO SERV TK

68
DO STOR TK (S)
59
FO SETT TK(P) 50 47 WDH

48
FO SIDE TK (P)
0
87
m3
88
83
m3
84
m3
75
66
m3
67
57
m3
58
m3
49
m3
43
% 104 ABN LOW SULPH TK FO SETT TK(S) 13 WDH 35 16 33 14 0 m3 0 m3

34
R93
0.0
2
% FO SIDE TK (S) 6
4
0 0
7
m3
5
0
90 91
0
86
0.00
79 80
0.00
71 72
0
60
0.00 LC Auto Off

53 LAH 52 TAH 54 LAL
51 45
m
36
0.00 LC Auto Off
15
17
LAH LAL
LAH
LAH LAL
LAH LAL
LAH
LAH
LAH
0
37
LAH
Auto Start Auto Stop (GM72)

205 NO2 BLR FO
55 56
19 LAH 18 TAH
20 LAL
21 22
DO Trans PP Lock
97 63
HFO Trans PP 24 D Lock

95 94 23 26
25
(GM71)
204 NO1 BLR FO 203 CONT OVERVIEW
92 201 LO PURIF & TRANSFER
FO OVER FLOW
202
65
LAH
FO OVERFLOW TK
ASS
ASS-Off
STERN TUBE LO SYSTEM
GM81 FO FILLING & TRANSFER
4-2-54
S2229/30
LO Purifier & Transfer

PORT STBD
20
Water Extract Filter Drain LH
204
G/E LO RENOV TK
G/E LO STOR TK
LO STOR TK
LO RENOV TK
A/T LO A/T LO STOR TK RENOV TK
A/S
1.0MPaG AUX STEAM
(GM43)
9
0.0 C
Heater
LO Purif Lock 14
13
LO Trans PP Lock
21
LO DAILY TK
22
19
LAH
TRBL
LO DRAIN TK
15
DPAH
LO Purif Feed PP 6 DPAH

16
S/T LO PUMP
206
Lock
205
(GM12)
M/T LO SYSTEM
(GM83)
LO SLUDGE TK
17
LAH
NO1 AUX G/E LO SUMP TK

201 FO FILLING & TRANSFER
NO2 AUX G/E LO SUMP TK

STERN TUBE LO SYSTEM
NO1 FDWPT LO SUMP TK

202
NO2 FDWPT LO SUMP TK
NO1 T/G NO2 T/G LO SUMP LO SUMP TK TK
S/T LO DRAIN TK
LO SUMP TK
203 CONT OVERVIEW
GM82 LO PURIFIER & TRANSFER
4-2-55
S2229/30
Stern Tube LO System

PAL
1
S/T LO AFT SEAL TK

4 5
PAH 2 PAL
3
Air Control Unit
LAH LAL
AFT BRG AFT S AFT P
S/T LO FWD SEAL TK

16 20
0.0 C
LAL
24
DPAH
S/T LO Cooler
0.0 C
21
204 CCS FW SERVICE
(GM64)
15
13
S/T LO PP
10
No2 Lock
25
D R
14
ACO
11
ACO-Off
D R
8 22
No1 Lock DPAH
FAL
26
DPAH
23
Drain Collection Unit

19
S/T LO DRAIN TK
27
205 LO PURIF & TRANSFER
LAH
LAH
(GM82)
201 FO FILLING & TRANSFER LO PURIF & TRANSFER 202 CONT OVERVIEW 203
GM83 STERN TUBE LO SYSTEM
4-2-56
S2229/30
E/R Gas and Fire Fighting

GAS DETECTION SYSTEM
Gas Detection System
35 36 24
FIRE FIGHTING SYSTEM
Normal
Local Fire Fight(Water Fog) Release Alarm

3 4
Normal
Engine Room 2nd Deck E/R Vent Fan Room Boiler Space (30%) Boiler Space (60%)
No1 BLR Top No2 BLR Top NO1 D/G NO2 D/G IGG Room Incinerator FO Pump Room (STBD) FO Pump Room (PORT) No1 FO Heat Room No2 FO Heat Room Common FW TK Level
2
5 6 7 8 9
37 38
FIRE FIGHTING SYSTEM

CO2 Fire Extinguish System M a i n E M C Y P o w e r P o w e r
10
Normal Normal
25
11 12
26
Pre Release Alarm
27 28 29 30 31 32 33 34
Main SWBD Room Paint Store E/G & ESB Room Cargo Mach Room HV Trans Room Mach Cont Room Cargo Motor Room Instru & W/Shop
Pre Release Alarm
13 14
High Exp Foam Discharge Alarm

15 16 17 18 19 20 21 22 23
Normal
Engine Room Steer Eng Room IGG Room FO Pump Room (STBD) Incinerator NO1 D/G NO2 D/G No1 FO Heat Room No2 FO Heat Room
202 CONT OVERVIEW
201 FIRE DETECT
GM91 E/R GAS AND FIRE FIGHT
4-2-57
S2229/30
Fire Detecting
NAV DK
1
G DK F DK E DK D DK C DK B DK A DK Upp DK 2nd DK 3rd DK

20
Normal
2
Fire Detection System Engine Room Accommodation Space
8 18
E/R Casing
10
11
Cargo Mach RM
21
12
Cargo MTR RM
19
13
Forward STR
17
Steer Eng RM
14
15
4TH DK Tank Top
16
201 E/R GAS & FIRE FIGHT CONT OVERVIEW
202
GM92 FIRE DETECT
4-2-58
S2229/30
Engine Room Vent Fan

FWD
17
18
D Lock
26
D Engine Room Temp

20
R
19
R
3
21
Lock
No2 E/R Supply Fan
0 C
No1 E/R Supply Fan (Reversible)

4
Stop
14
15
11
12
D Lock
25
D Lock
24
D R
10 23
D Lock R
7 22
R
16
R
13
Lock
No4 E/R Supply Fan
No2 E/R Exhaust Fan
No1 E/R Exhaust Fan
No3 E/R Supply Fan
201 VENTILATION COMPRESSED AIR SYSTEM
202 REF & AIR COND
203 STEER GEAR & MISC
204 CONT OVERVIEW
205
GMA1 E/R VENT FAN
4-2-59
S2229/30
Ventilation System
Bridge Deck G Deck F Deck E Deck D Deck Waste Oil Sett TK Exh Fan
20
Upper Deck
FWD Store Exh Fan

1
Lock 1 Tank
28
C Deck
Lock
35
FWD EL RM Sup Fan

2
B Deck A Deck No2 Vent Duct Exh Fan

21 11 16
Lock
29
D R
ACO
12
No1 Vent Duct Exh Fan D R

8 7 4
Upper Deck Lock FWD Store Flat
Steer Gear RM Sup Fan

26
EMCY Fire PP RM Sup Fan

27
Lock
36
ACO-Off No1 FO Heat RM Exh Fan D R

14 13
17
31
No2 FO Heat RM Exh Fan

25
Work Shop Exh Fan

5
D R
22
2nd Deck FWD PP RM Exh Fan

3
Lock
40
Lock
39
Lock
37
23
15
34
Lock No1 FO PP RM Exh Fan D R

9 6
Steering Gear RM Lock
No2 FO PP RM Exh Fan 18 24 D

38
19
10
33
Lock
3rd Deck
Lock
30
Engine RM
201 E/R VENT COMPRESSED AIR SYSTEM 202 REF & AIR COND 203 STEER GEAR & MISC 204 CONT OVERVIEW 205
GMA2 VENTILATION
4-2-60
S2229/30

COMPRESSED AIR
53 29
Fail D R26
25 15
Fire Station E/R GS Air Line

5
No3 Air Comp Lock 57

56
0.00
MPa
General Service Air Receiver
Off
ASS
ASS-Off Fail
30
ASS Sensor Status GS Receiv 55 54
Air PAL Receiver
Deck Use Accom
0.00 MPa
E/R Cont Air Line N2 Generator
11
62
Cont Use
31

CP No 46 ASS Function ASS Mode Set ASS Status
D R
27
28
Cargo Mach RM Control Air Dryer

19 14 20 12
32
2 1
No2 CP ASS
47
No2 ASS-Off
33
ASS Sensor Status Cont Receiv 1ST AUTO 2ND AUTO
Air Pressurized Lights Normal 1 6 PAL PAL EMCY 1 8 PAL

7 9
Off Off
No1 CP ASS
No1 ASS-Off
36
Control Air Receiver

16
Fail
Fail
Main Second
Normal 2 1 PAL PAL EMCY 2 3 PAL

2 4

37
D R Fail
38
34
0.00
35
No2
No1
Main Second
52
MPa
PAL
PAL
START AIR
No2 D/G Start Air Comp Lock 60
48
40
D R
ASS Sensor Status 39 No2 D/G Receiv 41 23
17
0.00 MPa
No2 D/G
206
0.00
MPa
No2 D/G Start Air Receiver E/G Start Air Comp
13
(GM28)
207
ASS
ASS-Off
Off
PAL
10
E/G
49
ASS
45
ASS-Off
42
No1 D/G Start Air Comp Lock 61

201 E/R VENT VENTILATION 202 REF & AIR COND
D R
203
24 ASS Sensor Status 43 No1 D/G Receiv
Off
No1 D/G Start Air Receiver

18
(GM29) E/G Start Air Receiver
0.00 MPa
No1 D/G
208
0.00
44 204 STEER GEAR & MISC
MPa
(GM27)
205 CONT OVERVIEW
GMA3 COMPRESSED AIR SYSTEM
4-2-61
S2229/30
Refrigirator & Air Conditioner
REFRIGERATOR
Vegetable Room
27
AIR CONDITIONER
No2 Air Conditioner
1 10 7
Lock In Alarm
Defrost
Off
Fish Room Defrost
23
Gas Leak High TAH TAL
Chiler Unit
Lobby Defrost
14
8 9
No1 Air Conditioner

2
Off
21
Gas Leak High

22
Off
15 16
Chiler Unit
TAH
Gas Leak High TAH Air Conditioner Expansion TK

3
LAL
Meat Room Defrost A Lock

28
Off
26 24
Gas Leak High

25
Dairy Room Defrost

17 18
13
31
TAH
Off
Gas Leak High TAH TAL
No2 Prov Ref Comp

12
RETRIGERANT GAS LEAK Air Cond Room 1 Air Cond Room 2 Air Cond Room 3
4
A
32
11
High High High
19 20
Lock
No1 Prov Ref Comp
201 E/R VENT VENTILATION
202 COMPRESSED AIR SYSTEM
203 STEER GEAR & MISC
204 CONT OVERVIEW
206
GMA4 REFRIGERATOR & AIR CONDITIONER
4-2-62
Steering Gear and Miscellaneous
STEERING GEAR
Over Load No Volt Phase Fail
13 14 22 15 12 5 6 7
Over Load No Volt Phase Fail
Lock
Lock
21
No1 Steering Gear Motor
No2 Steering Gear Motor Cont Motor
Normal
Auto lsolation System
11
16
Normal
Hydraulic Oil Tank Level No1 No2

19 20
Auto Pilot System No1 No2

17 18
LAL LAL
Power Fail Power Fail
Normal
LIFT
Lift Alarm
GENERAL ALARM Off

1
CO2 CONCENTRATE
2
System Power
Normal
Cabin Public Space
3 4
High High
PATROLMAN ALARM
System Condition System Power Patrolman Alarm
EXTENSION ALARM Off

24 25 26 23
Normal Normal
System Power
Normal
201 E/R VENT VENTILATION
202 COMPRESSED AIR SYSTEM
203 REF & AIR COND
204 CONT OVERVIEW
205
GMA5 STEERING GEAR & MISCELLANEOUS
4-2-63
S2229/30
Motor List - Main Turbine

MAIN TURBINE DESCRIPTION
1 2 42 GSP1 EMCY Stop PWR Source Fail 43 GSP2 EMCY Stop PWR Source Fail 44 FWD DB EMCY Stop PWR Source Fail
MOTOR STATUS
D R 3
5 6 4
RUN HOUR (h)

37
STATOR COIL(C)
MAIN GRAPHIC
No1 Cont Oil PP
Lock
19
Stop
24 20
PAL PAL
ACO Mode Set ACO

26
ACO Status ACO-Off

27
0
216 GM16
No2 Cont Oil PP

9
D R 7
Lock
Stop
25
38
Turning Gear
11 12
10
Lock
Stop
21
39
0 ASS Mode Set No1 PP ASS ASS Mode Set No2 PP ASS
35 28
No1 Aux LO PP
D R
13
14
Lock
Stop
22
ASS Status No1 ASS-Off ASS Status No2 ASS-Off

29
30
Shaft Rev 0
ACO Status 32
40
ACO-Off ACO
0
GM12 41
ACO Mode Set 33
217
15 16
No2 Aux LO PP
D R17
18
Lock
Stop
23
36
LO P Low
31
Off
34
PAL
202 MOTOR LIST2 MOTOR LIST3
203 MOTOR LIST4
204 MOTOR LIST5
205 MOTOR LIST6
206 MOTOR LIST7
207 MOTOR LIST8
208 MOTOR LIST9
209 MOTOR LIST10
210 MOTOR LIST11
211 MOTOR LIST12
212 MOTOR LIST13
213 MOTOR LIST14
214 MOTOR LIST15
215 CONT OVERVIEW
201
GMM1 MOTOR LIST(1/15)
4-2-64
S2229/30
Motor List - Electrical Generator

ELECTRICAL DESCRIPTION
1
MOTOR STATUS
D R
5 2 4 3
RUN HOUR (h) ASS Status 22 ASS-Off ASS Senser Status 23 Off ASS Senser Status 26 Off ASS No1 D/G Run
29 33
STATOR COIL(C)
MAIN GRAPHIC
216 GM25
No1 T/G LO Prim PP No2 T/G LO Prim PP

9
Lock
17
Stop
18
ASS Mode Set 21 ASS ASS Mode Set 24 ASS ASS Mode Set 27 ASS ASS Mode Set 30 ASS
0
34
D R D R
6 7
Lock
Stop
ASS Status 25 ASS-Off ASS Status 28 ASS-Off ASS Status 31 ASS-Off
217 GM26
10 11
No1 D/G LO Prim PP

13
12
Lock
Stop
19
35
218 GM27
0
36
No2 D/G LO Prim PP
D R
14 15
16
Lock
Stop
20
No2 D/G Run

32
219 GM28
203 MOTOR LIST4
204 MOTOR LIST5
205 MOTOR LIST6
206 MOTOR LIST7
207 MOTOR LIST8
208 MOTOR LIST9
209 MOTOR LIST10
210 MOTOR LIST11
211 MOTOR LIST12
212 MOTOR LIST13
213 MOTOR LIST14
214 MOTOR LIST15
215 CONT OVERVIEW
202
4-2-65
S2229/30
Motor List - Boiler & Steam

BOILER DESCRIPTION
1
MOTOR STATUS
D R
6 2 3 7 8 12 4
RUN HOUR (h)

25
STATOR COIL(C)
U
29
V
30
W
31
MAIN GRAPHIC
No1 FD Fan
Lock
5
19
Stop
A
9
No2 FD Fan
11
D R D R
Lock
10
Stop
20
26
32
33
34
A
14
0
27
216 GM31
No1 BLR F/E Seal Air Fan

15
Lock
Stop
21
13 16 17
ACO Mode Set ACO

22
23
ACO Status ACO-Off

24
0
28
No2 BLR F/E Seal Air Fan
D R
18
Lock
Stop
STEAM DESCRIPTION
35
MOTOR STATUS
D R
36 37 38
RUN HOUR (h)

40
STATOR COIL(C)
MAIN GRAPHIC
217 GM45
Gland Exh Fan
Lock
39
Stop
202 MOTOR LIST4
204 MOTOR LIST5
205 MOTOR LIST6
206 MOTOR LIST7
207 MOTOR LIST8
208 MOTOR LIST9
209 MOTOR LIST10
210 MOTOR LIST11
211 MOTOR LIST12
212 MOTOR LIST13
213 MOTOR LIST14
214 MOTOR LIST15
215 CONT OVERVIEW
203
4-2-66
S2229/30
Motor List - Feed & Condensate

FEED SYSTEM 1 DESCRIPTION
1
MOTOR STATUS
39
RUN HOUR (h)
STATOR COIL(C)
MAIN GRAPHIC
No1 MFDWPT
2
Stop
29
Ready
44
ACO
Auto STBY
68 40 41 45 46 70 216 GM52 43
STBY Select
42
0
69
Press
Mode Change
ACO
Auto STBY
No2 MFDWPT
3
Stop
4 5
Ready
30 31
Cold Start FDW PP

7
D R
Lock
Stop
0
71
No1 MFDWPT Prim LO PP

8
Stop
32
0
72
No2 MFDWPT Prim LO PP

9
Stop
10 11
33 34
0 ASS Mode Set No1 PP ASS

47
No1 M/C Conds PP

13
D R D R
12
Lock
Stop
ASS Status No1 ASS-Off ASS Status No2 ASS-Off ASS Status
57 48
Cond LV Level High

49
ACO Status 51
73
ACO-Off ACO
0
74
ACO Mode Set 52 53 54
14 15
16
Lock
Stop
35
ASS Mode Set 55 No2 PP ASS ASS Mode Set No1 PP ASS
56
No2 M/C Conds PP

17
Level Low
50
PAL PAL
61
0
75
No1 Drain PP
21
D R D R
18 19
20
Lock
Stop
36
No1 ASS-Off ASS Status No2 ASS-Off
58
Drain TK Level Level High

59
ACO Status ACO-Off ACO Mode Set 62 ACO

63 64 65
217 GM53
22
24
Lock
Stop
37
ASS Mode Set No2 PP ASS
78
79
76
No2 Drain PP
25
23 26 27
0
77
No3 Drain PP
D R
28
Lock
Stop
38
66
ASS Status 67 No3 ASS-Off
Level Low
60
No1 PAL No2 PAL No3 PAL
202 MOTOR LIST3
203 MOTOR LIST5
205 MOTOR LIST6
206 MOTOR LIST7
207 MOTOR LIST8
208 MOTOR LIST9
209 MOTOR LIST10
210 MOTOR LIST11
211 MOTOR LIST12
212 MOTOR LIST13
213 MOTOR LIST14
214 MOTOR LIST15
215 CONT OVERVIEW
204
4-2-67
S2229/30
Motor List - Vacuum Pump

FEED SYSTEM 2 DESCRIPTION
1
MOTOR STATUS
D R
5 2 3 4
RUN HOUR (h)

15
STATOR COIL(C)
MAIN GRAPHIC
216 GM14
No1 Main Conds Vac PP No2 Main Conds Vac PP
Lock
Stop
11
PAL
ACO Mode Set ACO
0 ACO Status ACO-Off

14 16
13
D R
6 7
Lock
Stop
10 12
PAL
202 MOTOR LIST3
203 MOTOR LIST4
204 MOTOR LIST6
206 MOTOR LIST7
207 MOTOR LIST8
208 MOTOR LIST9
209 MOTOR LIST10
210 MOTOR LIST11
211 MOTOR LIST12
212 MOTOR LIST13
213 MOTOR LIST14
214 MOTOR LIST15
215 CONT OVERVIEW
205
4-2-68
S2229/30
Motor List - Cooling Water System

WATER SYSTEM 1 DESCRIPTION
1
MOTOR STATUS MOTOR STATUS

D R
5 2 3 4
RUN HOUR (h)

63
STATOR COIL(C)
MAIN GRAPHIC
216 GM61
Main Circ PP
Lock
Stop
37
ACO Mode Set ACO

47
ACO Status ACO-Off

48
0
64
Aux Circ PP
9
D R D R
6 7
Lock
Stop
38 39
0
65 49
10 11
12
No1 Main CSW PP

13
Lock
Stop
PAL
ACO Mode Set ACO
51
ACO Status ACO-Off

52
0
66 217 GM62
No2 Main CSW PP
D R
14 15
16
Lock
Stop
40 50
PAL
Normal Auto
54 53
41
67
Chlorinator
17
Stop
18 19 42
0
68
No1 CCS CFW PP

21
D R D R
20
Lock
Stop
55
PAL
ACO Mode Set ACO

58 69
57
22 23
24
Lock
Stop
43 56 44
No2 CCS CFW PP

25
PAL PAL
0
70 218 GM64
No1 Cargo Mach CFW Boost PP

29
D R D R
26 27
28
Lock
Stop
59
ACO Mode Set ACO

62 71
61
30 31
No2 Cargo Mach CFW Boost PP

33
32
Lock
Stop
45 60
PAL
0
72
W/H & CCR Unit CLR CFW Boost PP
D R
34 35
36
Lock
Stop
46
202 MOTOR LIST3
203 MOTOR LIST4
204 MOTOR LIST5
205 MOTOR LIST7
207 MOTOR LIST8
208 MOTOR LIST9
209 MOTOR LIST10
210 MOTOR LIST11
211 MOTOR LIST12
212 MOTOR LIST13
213 MOTOR LIST14
214 MOTOR LIST15
215 CONT OVERVIEW
206
4-2-69
S2229/30
Motor List - Cooling Water System

1
MOTOR STATUS
D R
5 2 3 4
RUN HOUR (h)

61
STATOR COIL(C)
MAIN GRAPHIC
No1 D/G CFW PP
Lock
Stop
41
0
62
No2 D/G CFW PP

9
D R D R
6 7
Lock
Stop
42
0 ASS Mode Set ASS Status

51
216 GM65
10 11
12
No1 D/G CSW PP

13
Lock
Stop
43
No1 PP ASS ASS Mode Set
No1 ASS-Off ASS Status
52
D/G Run No1

53
ACO Status 55
63
ACO-Off ACO
0
64
ACO Mode Set 56 57 58
No2 D/G CSW PP

17
D R D R
14 15
16
Lock
Stop
44
No2 PP ASS
59
60
No2 ASS-Off
No2
54
PAL PAL
0
65
18. 19
No1 Dist Plant Circ W PP

21
20
Lock
Stop
45
0
66
No2 Dist Plant Circ W PP

25
D R D R
22 23
24
Lock
Stop
46
0
67
No1 Dist Plant Distil PP

29
26 27
28
Lock
Stop
47
0
GM66 68
217
No2 Dist Plant Distil PP

33
D R D R
30 31
32
Lock
Stop
48
0
69
34 35
No1 Dist Plant CSW PP

37
36
Lock
Stop
49
0
70
No2 Dist Plant CSW PP
D R
38 39
40
Lock
Stop
50
202 MOTOR LIST3
203 MOTOR LIST4
204 MOTOR LIST5
205 MOTOR LIST6
206 MOTOR LIST8
208 MOTOR LIST9
209 MOTOR LIST10
210 MOTOR LIST11
211 MOTOR LIST12
212 MOTOR LIST13
213 MOTOR LIST14
214 MOTOR LIST15
215 CONT OVERVIEW
207
4-2-70
Motor List - Fresh Water System

1
MOTOR STATUS
D R
5 2 3 4
RUN HOUR (h) ASS Status No1 ASS-Off ASS Status No2 ASS-Off ASS Status No1 ASS-Off ASS Status 1ST Auto Senser
33 43
STATOR COIL(C)
MAIN GRAPHIC
Lock
Stop
No1 FW PP
24
ASS Mode Set No1 PP ASS ASS Mode Set No2 PP ASS
31
32
Off
No2 FW PP
9
D R
6 7
Lock
Stop
25
35
36
2ND Auto Senser

34
44
Off
No1 Drink W PP
13
D R D R
10 11
12
Lock
Stop
26
37
38
1ST Auto Senser

39
45
Off
0
46 216 GM67
14 15
16
No2 Drink W PP
17
Lock
Stop
27

41
42
2ND Auto Senser

40
No2 ASS-Off
Off
18
Lock
19
Fire Fight FW PP
20
Stop
28
47
A
21
No1 Hot W Circ PP

22 23
Lock
Stop
29
48
0
49
Lock
No2 Hot W Circ PP
Stop
30
202 MOTOR LIST3
203 MOTOR LIST4
204 MOTOR LIST5
205 MOTOR LIST6
206 MOTOR LIST7
207 MOTOR LIST9
209 MOTOR LIST10
210 MOTOR LIST11
211 MOTOR LIST12
212 MOTOR LIST13
213 MOTOR LIST14
214 MOTOR LIST15
215 CONT OVERVIEW
208
4-2-71
S2229/30
Motor List - Fire & Bilge System

1 2
MOTOR STATUS
Lock
Stop
3 4 5 22
RUN HOUR (h)

31
STATOR COIL(C)
MAIN GRAPHIC
Bilge Sep Serv PP D R

8 6 7 9
0
23
E/R Bilge PP
Lock Long Run Lock
Stop
ASS Mode Set 29 ASS
32
ASS Status ASS-Off

30
0
33 216 GM68
24
Waste Oil Trans PP

10
Stop
11 12 15 16
0
34
Fire & Bilge PP

14
D R D R
13
Lock
Stop
25
0
26 35
17
Bilge & GS PP
18
Lock
Stop
0
27 36
19
Fire Line Press PP

20 21
Lock
Stop
0
37 GM69 38 39 40
217
Lock
Stop
28
EMCY Fire PP
202 MOTOR LIST3
203 MOTOR LIST4
204 MOTOR LIST5
205 MOTOR LIST6
206 MOTOR LIST7
207 MOTOR LIST8
208 MOTOR LIST10
210 MOTOR LIST11
211 MOTOR LIST12
212 MOTOR LIST13
213 MOTOR LIST14
214 MOTOR LIST15
215 CONT OVERVIEW
209
4-2-72
S2229/30
Motor List - F.O. System

FO SYSTEM DESCRIPTION
1
MOTOR STATUS
D R
5 2 3 4
RUN HOUR (h)

29
STATOR COIL(C)
MAIN GRAPHIC
216 GM71
Lock
Stop
17
No1 FO Burn PP
21
PAL
ACO Mode Set ACO

23

24 30
No2 FO Burn PP
9
D R
6 7
Lock
Stop
18 22
PAL PAL
31
No3 FO Burn PP
13
D R D R
10 11
12
Lock
Stop
19
25
ACO Mode Set ACO

27

28 32 GM72 217
14 15
16
No4 FO Burn PP
Lock
Stop
20 26
PAL
202 MOTOR LIST3
203 MOTOR LIST4
204 MOTOR LIST5
205 MOTOR LIST6
206 MOTOR LIST7
207 MOTOR LIST8
208 MOTOR LIST9
209 MOTOR LIST11
211 MOTOR LIST12
212 MOTOR LIST13
213 MOTOR LIST14
214 MOTOR LIST15
215 CONT OVERVIEW
210
GMMA MOTOR LIST(10/15)
4-2-73
S2229/30
Motor List - F.O, D.O. & L.O. System

FO,DO & LO SYSTEM DESCRIPTION
1
MOTOR STATUS
D R
5 2 3 4
RUN HOUR (h)

39
STATOR COIL(C)
MAIN GRAPHIC
Lock
Stop
25
FWD FO Trans PP
0
26
HFO Trans PP
9
D R
6 7
Lock
Stop
ASS Mode Set 33 ASS
ASS Status ASS-Off

34
40
216 GM81
0
41
10
Lock
Stop
27
DO Trans PP
11 12
Lock
Stop
28
LO Purif
13 14
Normal
35
42
0
43 217 GM82
LO Purif Feed PP
15 16
Lock
Stop
29
LO Trans PP
17
Lock
Stop
30
44
0
31 45
No1 S/T LO PP
21
D R D R
18 19 22 23
20
Lock
Stop
ACO Mode Set

36
ACO Status ACO-Off

38
0
GM83 46
24
Lock
Stop
FAL
ACO
37
218
32
No2 S/T LO PP
202 MOTOR LIST3
203 MOTOR LIST4
204 MOTOR LIST5
205 MOTOR LIST6
206 MOTOR LIST7
207 MOTOR LIST8
208 MOTOR LIST9
209 MOTOR LIST10
210 MOTOR LIST12
212 MOTOR LIST13
213 MOTOR LIST14
214 MOTOR LIST15
215 CONT OVERVIEW
211
GMMB MOTOR LIST(11/15)
4-2-74
S2229/30
Motor List - Vent Fans

MISCELLANEOUS 1 DESCRIPTION
1
MOTOR STATUS
D R
5 2 3 4
RUN HOUR (h)

53
STATOR COIL(C)
MAIN GRAPHIC
No1 E/R Supply Fan (Rev) No2 E/R Supply Fan

9
Lock
41
Stop
0
42 54
D R D R
6 7
Lock
Stop
0
43
10 11
12
No3 E/R Supply Fan

13
Lock
Stop
55
0
44 56
216 GMA1
No4 E/R Supply Fan

17
D R D R
14 15
16
Lock
Stop
0
45 57
18 19
20
No1 E/R Exhaust Fan

21
Lock
Stop
0
58
No2 E/R Exhaust Fan

25
D R
22 23
24
Lock
Stop
46
0
47 59
No1 Vent Duct Exhaust Fan

29
D R D R
26 27
28
Lock
Stop
ACO Mode Set

48

52 60
217 GM31
30 31
No2 Vent Duct Exhaust Fan

33
32
Lock
Stop
ACO
51
0
49 61
No1 FO Pump RM Exhaust Fan

37
D R D R
34 35
36
Lock
Stop
0
50 62
218 GMA2
38 39
No2 FO Pump RM Exhaust Fan
40
Lock
Stop
202 MOTOR LIST3
203 MOTOR LIST4
204 MOTOR LIST5
205 MOTOR LIST6
206 MOTOR LIST7
207 MOTOR LIST8
208 MOTOR LIST9
209 MOTOR LIST10
210 MOTOR LIST11
211 MOTOR LIST13
213 MOTOR LIST14
214 MOTOR LIST15
215 CONT OVERVIEW
212
GMMC MOTOR LIST(12/15)
4-2-75
S2229/30
Motor List - Compressor & Vent Fan

1
MOTOR STATUS
D R
6 2 3 4 5
RUN HOUR (h) ASS Status No1 ASS-Off ASS Status No2 ASS-Off ASS Status ASS-Off ASS Status ASS-Off ASS Status ASS-Off
57 54 51 45
STATOR COIL(C)
MAIN GRAPHIC
No1 Air Comp
Lock Fail Lock Fail Lock Fail Lock
Stop
34
ASS Mode Set No1 CP ASS
44
ASS Sensor Status Cont Receiv 1ST Auto

46
59
0
60
No2 Air Comp

11
D R D R
7 8
Off Off 0
216 GMA3
9 10
Stop
35
ASS Mode Set 48 No2 CP ASS ASS Mode Set 50 ASS ASS Mode Set 53 ASS ASS Mode Set 56 ASS
49
2ND Auto
47
12 13
14 15
No3 Air Comp

16
Stop
36
ASS Sensor Status GS Receiv

52
61
0
62
Off
No1 D/G Start Air Comp

20
D R D R
17 18
19
ASS Sensor Status

55
Stop
37
Off
0
63
21 22
No2 D/G Start Air Comp FWD EL RM Supply Fan FWD PP RM Exhaust Fan FWD Store Exhaust Fan Work Shop Exhaust Fan
32 24
23
Lock
Stop
38
ASS Sensor Status

58
Off
0
64
25
Lock
Stop
39
0
65
26
27
Lock
Stop
40
0
217 GMA2
28
29
Lock
Stop
41
66
30
67
Stop
42
Waste Oil SETT TK Exhaust Fan
33
Lock
Stop
43
68
202 MOTOR LIST3
203 MOTOR LIST4
204 MOTOR LIST5
205 MOTOR LIST6
206 MOTOR LIST7
207 MOTOR LIST8
208 MOTOR LIST9
209 MOTOR LIST10
210 MOTOR LIST11
211 MOTOR LIST12
212 MOTOR LIST14
214 MOTOR LIST15
215 CONT OVERVIEW
213
GMMD MOTOR LIST(13/15)
4-2-76
S2229/30
Motor List - Room Fans

1
MOTOR STATUS
D R
5 2 3 6 7 4
RUN HOUR (h)

17
STATOR COIL(C)
MAIN GRAPHIC
No1 FO Heat RM Exhaust Fan No2 FO Heat RM Exhaust Fan

9
Lock
Stop
13
0
14
D R
Lock
Stop
18
0
216 GMA2
Steering Gear RM Supply Fan

11
10
Lock
Stop
15
19
0
20
EMCY Fire PP RM Supply Fan
12
Lock
Stop
16
202 MOTOR LIST3
203 MOTOR LIST4
204 MOTOR LIST5
205 MOTOR LIST6
206 MOTOR LIST7
207 MOTOR LIST8
208 MOTOR LIST9
209 MOTOR LIST10
210 MOTOR LIST11
211 MOTOR LIST12
212 MOTOR LIST13
213 MOTOR LIST15
215 CONT OVERVIEW
214
GMME MOTOR LIST(14/15)
4-2-77
S2229/30
Motor List - Ref. & Air conditioner

1
MOTOR STATUS
2
RUN HOUR (h)

25
STATOR COIL(C)
MAIN GRAPHIC
216 GMA4
No1 Prov Ref Compressor

4
Lock
3
Stop
13
A
5
No2 Prov Ref Compressor

7
Lock
6
Stop
14
0
19 20 21
26
A
8

9
Lock
Stop
15

11
10
Lock
Stop
16
22 23 24
Over Load No Volt Phase Fail Over Load No Volt Phase Fail
27 217 GMA5
0 28
No1 Air Conditioner

12
Stop
17
0 29
GMA4
218
No2 Air Conditioner
Stop
18
0 30
202 MOTOR LIST3
203 MOTOR LIST4
204 MOTOR LIST5
205 MOTOR LIST6
206 MOTOR LIST7
207 MOTOR LIST8
208 MOTOR LIST9
209 MOTOR LIST10
210 MOTOR LIST11
211 MOTOR LIST12
212 MOTOR LIST13
213 MOTOR LIST14
214 CONT OVERVIEW
215
GMMF MOTOR LIST(15/15)
4-2-78
S2229/30
Fuel Gas Compressor (Reference)

LO NO2 F/G IGV Seal N2 Press L LO Sump TK Temp L LO Sump TK Temp H LO Sump TK Level L BHD Seal LO Press L VG942
BLR GAS FLOW CONT VV
In DP R No2 F/G
0 kPa 0 kPa 0 C 0 C 0 C 0 m 0 C 0 C
NO2 F/G COMP

Common Trip Manual Trip Disch Gas Temp HH Rotor Vib HH Bearing Temp HH BHD Seal LO Press LL Seal N2 Press LL BHD Seal Temp HH LO In Press LL ESD / TK Protect Common Alarm
0.0 %
Start POS
0 C 0 C 0.0 %
VG943 Surge VV Full Open
0 kPa
0 A Remote No2 Aux LO PP

D
In D BHD BRG
Reset
Not Ready
Not Ready
0.0 % 0.0 %
BLR Gas Flow
FUEL GAS HEATER
0 C 0 kPa
CCGO1 VG941 Mist Separator
Vib
VPR HDR Press LAH
0 x10kg
0.0 %
VG952
0.0
GAS BURN EMCY STOP
kPa
VG931 VG934 VG951 VG950
Stop
EMCY STOP
(GC24)
0.0 kPa 0 C
Forcing VPR
V/R COMP
VG933 VG903
(GC21)
Full Open Surge VV
0 kPa 0 C
Not Ready Not Ready
0.0 % 0 C
Master Gas VV Trip
Vib BRG
0 m 0 C 0 C 0 C 0 kPa 0 kPa
LO
BHD Seal LO Press L LO Sump TK Level L LO Sump TK Temp H LO Sump TK Temp L Seal N2 Press L
No1 F/G VG932
0 C 0 C
0 C
0 kPa
Start POS C R
D BHD No1 Aux LO PP In DP In
0 A Remote
0.0 %
NO1 F/G IGV
Common Alarm ESD / TK Protect LO In Press LL BHD Seal Temp HH Seal N2 Press LL BHD Seal LO Press LL Bearing Temp HH Rotor Vib HH Disch Gas Temp HH Manual Trip Common Trip
Reset
NO1 F/G COMP

CONT OVERVIEW
V/R COMP
VAPORIZER
GAS HEATER
CARGO MACH ROOM
BOG CONTROL (1/2)
BOG CONTROL (2/2)
ESD Act
GC22 FUEL GAS COMPRESSSOR
4-2-13
S2229/30
PCS Status (Reference)
PCS STATUS A-CPU PCS CPU STATUS UNIT NETWORK P-LINE Q-LINE P-LINE SEND Q-LINE SEND COM CONTROL P-LINE RECEIVE Q-LINE RECEIVE SOFTWARE OPERATION PROGRAM DATA LOGIC DATA BACKUP MEMORY STATUS PARAMETER SAVE PARAMETER LOAD
MCB12 PCSM2 B-CPU

PCSM2BSER PCSM2BETHP PCSM2BETHQ PCSM2BSNDP PCSM2BSNDQ PCSM2BRCVP PCSM2BRCVQ PCSM2BSW PCSM2BLPDT PCSM2BCF1 PCSM2BCF2 PCSM2BCF3 PCSM2BCF4 PCSM2BTRER PCSM2BTRSD PCSM2BTRRV PCSM2LBSB PCSM2ASER PCSM2AETHP PCSM2AETHQ PCSM2ASNDP PCSM2ASNDQ PCSM2ARCVP PCSM2ARCVQ PCSM2ASW PCSM2ALPDT PCSM2ACF1 PCSM2ACF2 PCSM2ACF3 PCSM2ACF4 PCSM2ATRER PCSM2ATRSD PCSM2ATRRV PCSM2LBSA
MCB12 IOS & I/O STATUS IOS STATUS IOC-A STATUS IOC-B STATUS NO1 NO2 NO3 NO4 NO5 NO6 NO7 NO8 NO9 NO10 NO11 NO12 NO13 NO14
AI(4-20) AI(4-20) AI(RTD-N) AI(RTD-N) AI(RTD-W) AO(4-20) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DO(RY) DO(RY)
PCSM2
IOSM21
IOSM21SER IOSM21ASER IOSM21BSER AI(4-20) AI(4-20) AI(4-20) AI(RTD-N) AI(RTD-W) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DO(RY) DO(RY)
IOSM22
IOSM22SER IOSM22ASER IOSM22BSER DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DO(RY) DO(RY) DO(RY) DO(RY) DO(RY)
IOSM23
IOSM23SER IOSM23ASER IOSM23BSER DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DO(RY) DO(RY) DO(RY) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF) DI(ON/OFF)
I/O SLOT
STATUS CPU TRACKING SEND STATUS RECEIVE STATUS LBS NETWORK CONTROL
GMS4 PCSM2/IOSM21/IOSM22/IOSM23
2-8-3-4
S2229/30
PART 9: EMERGENCY PROCEDURES
9.1 9.2 9.3 9.4 9.5 9.6 9.3a
Flooding in the Engine Room Steaming on One Boiler Solo Running of the Main Turbine Steaming with One Forced Draft Fan Emergency Steering Fire in the Engine Room Emergency Operation of Main Turbines
Illustrations
9.1 Flooding in the Engine Room

Flooding in the engine room may occur due to a defect in the hull structure, possibly due to grounding, berthing or collision damage, or, more likely, due to a defect in the sea water pipeline system. Pumps Available for Bilge Pumping Duties Engine Room Bilge Pump (Reciprocating) Can take suction from : Bilge main
Measures to Prevent or Alleviate Flooding Maintain pipelines externally, tighten slack supports and replace broken U bolts on pipe brackets to minimize fretting in way of supports. Operate all ships side valves regularly, so that they can be operated easily when required. Valves such as fire pump suction valves, which are normally open, should be closed and reopened regularly to prevent a build up of marine growth. Before opening sea water filters for cleaning, make sure the shut off valves are tight by opening the vent in the cover. In any case, break the cover joint before removing all cover bolts. The same applies when opening coolers and pipelines anywhere in the system. Care must always be taken when removing covers or opening any part of the sea water pipe system as valves which are indicated as being closed may not be fully closed. Personnel should be familiar with the position of bilge suctions and the pumps that can be utilized for bilge pumping duties. They should also be familiar with the position of main sea suction and overboard valves and know which main suction is currently in use. The emergency bilge suction valve should be operated on a regular basis. Double bottom sounding pipe cocks and caps should be secured after use.
Fire, Bilge & General Service Pump (Centrifugal) Can take suction from : Bilge main Bilge wells Main condenser
No.2 Cooling Sea Water Pump (Centrifugal) No.2 Cooling SW pump is provided with a direct bilge suction via valve 099VPH with the operating handwheel 450mm above the lower platform.
Bilge Suction Strainers Bilge suction strainers should be checked and cleaned whenever the opportunity arises. Frequent checking and cleaning will reduce the risk of a strainer becoming blocked and difficult to clear due to subsequent flooding.
9.2 Steaming on One Boiler

Description If a boiler is shut down due to a failure in any of its systems, then the main turbines can still be operated but at a much reduced power. It may not be possible to use all the cargo normal boil-off gas (BOG) in the remaining boiler and facilities for incineration will be limited by the maximum steaming rate of the online boiler. After a period of time under these conditions it might be necessary to vent the excess BOG gas to maintain tank pressures within the designated limits. Normal evaporation for each boiler is approximately 47,200 kg/h for 100% MCR. Individual circumstances will dictate where the steam produced is used, and selected non-essential services should be shut down as required, depending upon prevailing circumstances. It may be necessary to shut down the turbine generator and use the diesel generator. Shut down non-essential heating and evaporators if conditions permit and reduce the electrical loading where possible. The steam consumption of the main turbines at MCR includes bleed steam which may well have to be isolated due to reduced steaming conditions. Basically, the circumstances encountered in each particular case will dictate the steam usage with priority being given to essential services such as gland steam, feed pump, turbine generator and boil-off / warm-up heaters. In the event of a boiler shut down, planned or otherwise, the bridge must be informed immediately. The main turbine must be slowed down sufficiently to enable the remaining boiler to be maintained within its operating parameters. Control of the boiler coming out of service will be generally under manual operation and particular care must be taken to ensure the remaining boiler controls and associated systems function to compensate accordingly. The steaming rate of the remaining boiler must be maintained below the design maximum. During transition periods vigilance is necessary to ensure the safe operation of the plant, particularly with reference to water level control and firing rate. When conditions have settled down, the faulty boiler can be shut down and isolated. Depending on the type of fault and when the correct temperature is reached, the boiler should then be either filled with water or emptied and dried. As conditions stabilize, if required, a progressive increase of steam supply to the main turbine may be possible until the maximum steaming rate is achieved. When a Boiler has to be Shut Down a) b) Inform the bridge of the problem and reduce the engine speed to a rate which maintains steerage way but does not overload the remaining boiler. Change over the control system to manual on the boiler to be shut down and decrease its steaming rate, ensuring that the remaining boiler is on automatic and takes up the load. When the conditions have stabilized and the faulty boiler is on its minimum firing rate, shut it down and isolate it completely, including the air heater. Closely monitor the supply of the boil-off gas and the condition of the remaining boiler. Shut down as much steam using equipment or systems as operationally possible. Reduce the electrical loading. Keep the forced draft fan running on the faulty boiler to cool it down or allow it to cool down naturally. Bear in mind the possibility of economizer fires. Either fill the boiler to the top of the gauge glass or empty it out when cool. When conditions have stabilized increase the main turbine steam supply as required, loading the boiler up to but not exceeding the maximum firing rate.
3
Operating Procedures Boiler Trips a) Inform the bridge of the problem and reduce the engine speed to a rate which maintains steerage way but does not overload the remaining boiler. This should be done swiftly, but not so swiftly that the boiler pressure rises in an uncontrolled manner and lifts the safety valves. Isolate the faulty boiler completely including the air heater.
Fuel Flow (kg/h) 4,500 4,000 3,500 3,000 2,500 2,000 1,500 1,000 500 0 0 10 20 30 Evaporation (ton/hr) 40 50 60 Evaporation Vs Fuel Flow / Pressure
F.O.
b) c) d) e)
Keep a check on the gas boil-off situation as well as the condition of the remaining boiler. Shut down as much steam using equipment or systems as possible. Reduce the electrical loading. Reduce the cargo compressor load and open the mast vents if necessary.
F.G.
(Note : This will not be possible in port due to local restrictions.) f) Keep the forced draft fan running on the faulty boiler to cool it down, or allow it to cool down naturally. Bear in mind the possibility of economizer fires. Either fill the boiler to the top of the gauge glass or empty it out when cool. When conditions have stabilized, increase the engine speed as required up to the maximum firing rate on the remaining boiler.
g)
Evaporation Vs Fuel Pressure

60
2.5
F.G.
50
c) d) e) f)
F.O. Pressure (MPa)
1.5
30
F.O.
1 20
0.5
10
0 0 10 20 30 40 50 60 70 Evaporation (ton/hr)
g)
F.G. Pressure (kPa)
40
9.3 Solo Running of the Main Turbine

If failure occurs in the HP or LP turbines or associated gearing, the pipelines can be altered to allow either turbine to be operated singly at reduced power. Some additional piping will have to be added in and some will have to be blanked off. When the damage has been to the LP turbine and the ship is to be operated on the HP turbine only, then no astern power will be available. Desuperheated steam only is used for the emergency operation. It is supplied via portable pipe work fitted between valve (034VPA) and the main turbine superheated steam inlet Operating with the Low Pressure Turbine Only a) To avoid turning the HP turbine, disconnect the coupling between the HP turbine and the first pinion by removing the reamer bolts from the flange of the claw coupling. Remove the crossover pipe and expansion joint at HP exhaust. Disconnect gland steam leak-off and pressure gauge pipe works on the ahead stop valve Disconnect and Turn the ahead stop valve and fit the support (fixing device) G on the ahead nozzle valve steam inlet flange. Connect gland steam leak-off and pressure gauge pipes supplied for emergency use on the ahead stop valve Fit a blank flange D on HP turbine exhaust Install emergency operating pipes A and B with an orifice plate C and diffuser E between the ahead stop valve and LP turbine. Ahead running can be carried out by opening the emergency steaming desuperheated steam stop valve 034VPA on the 3rd deck level and controlling the turbine speed directly from the ahead stop valve. Astern running will be carried out by opening the astern manoeuvring valve at the engine side. Should a failure occur, it would be most likely that the ship would be at sea. The turbines will therefore be hot and will need to be cooled for some time before any work can be carried out. Unless internal mechanical damage prevents it, the main turbine should be cooled down with the turning gear in use prior to opening up for internal inspection work. If it is impossible to cool the engine using the turning gear, care must be taken when starting the usable turbine. It should be run at low revolutions for several hours in order to straighten out any bowing of the rotor which may have occurred during cool down whilst stationary. If vibrations occur when increasing speed, decrease the speed until the vibrations stop and allow the temperature of the rotor to stabilize. Speed can then be increased slowly to the maximum permitted value.
b) c) d) e) f) g) h)
Failure of Bridge/Remote Control If a failure occurs with the bridge control, central control room, machinery control room control or the hydraulic servomotor system for the manoeuvring valves, then these can be put into manual operation and controlled locally.
NOTE : The following is offered for general information only. Before
emergency operation is contemplated, the manufacturer's operating manual is to be closely studied.
Operating with the High Pressure Turbine Only

See 9.3aEmergency Operation of Main Turbine
a)
To avoid turning the LP turbine, disconnect the coupling between the LP turbine and the first pinion by removing the reamer bolts from the flange of the claw coupling (flexible coupling). Remove the crossover pipe and expansion joint at HP exhaust. Fit blank flange B on LP steam inlet instead. Remove the blank flange D on emergency exhaust inlet to the LP turbine exhaust casing. Connect the HP turbine exhaust directly to the LP turbine exhaust casing using the emergency piping A. Insert an orifice C between the HP exhaust and the expansion joint. Manually close the astern guard valve.
CAUTION
1. The steam chest pressure of the LP turbine must not exceed 0.3MPa. 2. All pipe works for the turbine warm-up system provided for HP turbine must be removed and proper blanks are to be inserted in the LP turbine solo operation. Maximum output is limited due to the following : To protect the reduction gearing teeth from overload Turbine capacity Heat balance flow The following conditions will apply as limit powerduring emergency running. Steam conditions : Output : Rpm : Remarks : Maximum power in HP turbine solo operation is estimated approx. 7,750 kW x 56 rpm based on following steam conditions:. Desuperheated steam : 4.7MPa x 336 x approx. 76 ton/h at the turbine inlet. HP Turbine in Use 3.8 MPa at 510C 8,090kW 56 LP Turbine in Use 0.30 MPa at 265C 8,090kW 56
b) c) d) e) f) g)
CAUTION
The astern turbine cannot be used so an astern movement is not possible. h) Manually open the ahead stop valve to operate the turbine.
(Note : Turn the LP turbine rotor 180 once every 6 hours using the flexible coupling flange to prevent any deflection. Use the water spray in the astern turbine exhaust chamber to prevent any overheating of the exhaust casing.)
9.3a Emergency Opration of Main Turbine
H. P. TURBINE SOLO
L. P. TURBINE SOLO
L. P. TURBINE
L. P. TURBINE
B
PUT ON BLANK FLANGE PUT ON BEND PIECE
DIFFUSER
ORIFICE
A C
TAKE OUT BLANK FLANGE
TAKE OUT CROSSUNDER PIPE & EXPANSION JOINT AND PUT IN BLANK FLANGE
ORIFICE
D B
PUT ON EMERGENCY PORTABLE PIPES 100
H. P. TURBINE
H. P. TURBINE G
NOZZLE VALVE
SUPPORT NOZZLE VALVE
SUPERHEATED STEAM LINE

150
200
SUPERHEATED STEAM LINE

150
200
AHEAD STOP VALVE TURN THE VALVE AND FIT SUPPORT
AHEAD STOP VALVE
PUT ON PORTABLE PIPE
PUT ON PORTABLE PIPE
034VPA
034VPA
150
DESUPERHEAD STEAM LINE
DESUPERHEAD STEAM LINE
150
9.4 Steaming with One Forced Draft Fan

Forced Draft Fans Maker : Type : Air flow : Pressure : Speed : Power : Osaka Blower Mfg. Co., Ltd. Horizontal Centrifugal 950/1,110/1,900m3/min 500/650/500mmAq 900 / 1,200 / 1,200 rpm 130/300/300kW Procedure for One Fan - Two Boilers Operation Assuming the failure of the starboard (No.1) FD fan, the starboard boiler trips.
See 4.3.2dCombustion Air, Seal Air and Fuel Gas System.
a) b) c) d) e)
Close the damper A on the starboard (No.1) FD fan outlet. Open the crossover duct damper C leading from the port FD fan to the starboard boiler. Put (No.2) F.D. fan to high speed mode. The fuel oil emergency shut-off valve 222B for the shutting down boiler is now ready to open. Switch ACC from Auto to Manual mode. Fuel oil and F.D .fan Auto / Manual switches are to be put in Manual mode for both boilers. Open the air slide of the base burner of the shut-down boiler, and purge for at least 5 minutes with the burner wind box air pressure at about 20 mm Aq. Pay attention to air flow adjustment so that the boiler in normal is not short of air. Fully open the superheater starting valve 74B of shutting boiler. Open the fuel oil emergency shut-off valve 222B. Relight the shutting boiler. After lighting up, adjust oil pressure to about 0.4 MPa and raise steam pressure at the same combustion rate until the pressure reaches the same pressure as the other boiler. When the boiler pressure has reached the same pressure as the other boiler, start two-boiler operation and close the superheater starting valve. Balance the load between the two boilers. Make the number of burners and burner oil pressure the same for both boilers and adjust the air damper to make air distribution to both boilers the same. Put the fuel Auto / Manual switch in Auto position for both boilers. Switching must be made after boiler load has become steady. Keep the F.D. fan Auto / Manual switch in Manual position. After boiler load has been steady and air distribution to both boilers has been stabilized, adjust air flow manually to match the boiler load by manual loader for the F.D. fan. Increase the main turbine load gradually.
Two fans are situated on the upper deck level and are controlled by adjustable vanes, automatically positioned by the combustion control system. Each fan is arranged to supply their respective boilers. If either the port or starboard FD fans fail, the boiler on the same ship side is shut down by the fuel oil emergency shut-off equipment. On the other hand, the boiler in normal receives ACC signals so to take over the load of the shutting down boiler. Therefore, whenever the fan failure alarm occurs, the main turbine load should be lowered immediately. (In normal, the main turbine will be slowed down automatically.) If the steaming by two boilers with one FD fan is necessary as the result of investigation of the cause, the operation will be performed in accordance with the following procedure.
f) g) h)
i) j)
k) l)
m)
9.5 Emergency Steering

If failure occurs in the remote operating system from the wheelhouse, the steering can be operated from the steering gear room. Should there be a failure of the bridge steering system, the steering gear can be operated locally from within the steering gear compartment. Both the steering gear pumps must be switched to the LOCAL control position on the starter panels. (Note : Only one hydraulic pump should be operated when on local emergency control.) Steering instructions will be sent to the steering gear compartment through the sound powered telephone and the steering gear controlled locally using the manual controls on the manoeuvring solenoid valves. The emergency controls are actuated by pressing the pushbutton at the end of the solenoid valves, so directing oil from the pump to the rudder actuator. Pressing the solenoid on the other side of the valve will reverse the direction of the rudder. A read out of the rudder angle can be obtained by viewing the mechanical rudder angle indicator bolted to the top of the actuator. Procedure for the Steering Gear Emergency Operation on Loss of Remote Bridge Control a) On loss of steering gear control from the bridge, establish communication with the bridge via the telephone system. A telephone is located on the steering gear compartment platform.
Indication of the rudder angle and a compass repeater are provided for manual control of the steering gear. b) c) Stop the faulty pump. At the control panel for the other steering gear turn the Remote / Local switch to the LOCAL CONTROL position. When operating the steering gear from the local position Follow the instructions from the bridge. Operate the steering gear in response to requests from the bridge by operating the solenoid valves of the running pump using the Port / Starboard pushbuttons.
d) e)
Description The steering gear, in accordance with IMO regulations the pumps, hydraulic power circuits and rams can operate as two isolated systems. The steering gear is fitted with an automatic isolation system. This system is used to divide the hydraulic power circuits in the event of a hydraulic oil loss from the oil tanks. In accordance with IMO regulations the hydraulic pumps used in the steering gear are supplied with power from two independent sources. In the event of power failure from the main switchboard, one pump can be supplied from the emergency switchboard.
9.6 Fire in the Engine Room

The risk of a fire outbreak can be minimized by ensuring that all personnel understand the risks and by ensuring that the engine room is maintained in a clean condition and that any oil leaks are dealt with immediately. Oily rags and waste must be disposed of in a safe manner using metal containers. Empty plastic containers must never be left around the engine room spaces, and they should never be used as waste bins for oily rags and similar combustible material. There must always be an awareness of potential fire ignition sources such as leaking oil pipes or insecure electrical contacts. High temperature points such as exhaust manifolds or boiler furnace casings should always be lagged effectively and lagging must always be repaired or replaced when damaged or after overhaul. Combustible materials such as rags, oily waste and plastic containers must never be placed close to exhaust manifolds whether lagged or not. All personnel having anything to do with the engine room spaces must know the locations of the different types of fire extinguisher available in the engine room and must know which type is suitable for the different types of fire which can occur. The location of fire hoses and hydrants must also be known. A fire in a particular location may prevent the use of the hose and hydrant at that location so it is essential that the location of alternative fire fighting equipment is known and the best route for running hoses is understood. General 1) 2) 3) Sound the fire alarm and inform the Chief Engineer and the bridge. Do not attempt to tackle the fire alone without informing others of the situation. If personnel are missing, consider the possibility of searching in the fire area. Determine the location of the fire, what is burning, the direction of spread and the possibility of controlling the fire. Determine if oil or other materials are feeding the fire and take steps to cut off the supply of combustible material, e.g. operate quick-closing or other accessible valves to shut off oil supply to the fire. If the fire is in an isolated compartment close the doors to the compartment and shut off ventilation. If necessary, start the emergency generator in order to ensure continuity of electrical supply. Have the fire team organised to tackle the outbreak with maximum speed. The situation must be thoroughly assessed before any personnel are directed to the fire. The means of tackling the fire and the means by which the fire party can retreat from the outbreak area if necessary must be understood by all involved. If there is the least doubt whether the fire can be controlled by ships crew, the safety team must inform the Master so that other ships can be informed on the distress frequencies. Depending upon the fire and the availability of fire fighting capacity, give priority to fire limitation until the situation is clarified. Where appropriate, use portable fire extinguishers on small fires when safe to do so. In Port 1) 2) 3) 4) 5) 6) Activate the emergency shutdown system in agreement with the gas terminal duty personnel and prepare to vacate the berth if required. Conduct a crew check and organise crew for fighting the fire. Inform the local fire brigade even though the fire appears to be under control. If personnel are missing, consider the possibility of searching in the fire area. Close all accessible openings and hatches to prevent the fire spreading. If there is a danger of the release of poisonous gases or of explosion consider part or total ship abandonment. Ship drawings, cargo plans etc. should be taken ashore. A crew check is to be carried out. Consider using the fixed extinguishing systems, depending on extent of fire. On arrival of the fire brigade inform the Chief Fire Officer of: Any personnel missing Assumed location of fire What is assumed to be burning Any conditions that may constitute a hazard Assist the Chief Fire Officer with information and orientation, by means of drawings and plans.
4) 5) 6)
7) 8)
7)
9)
8) 9)
Battening Down of the Engine Room a) b) c) d) e) f) g) h) Stop the main engine and shut down the boilers. Sound the evacuation alarm. Stop all the ventilation fans. Start the emergency generator and put on load. Trip the quick-closing valves and the engine room auxiliary machinery and close all fire flaps and funnel doors. Count all personnel and ensure that none are in the engine room. Start the emergency fire pump and pressurise the fire main. Prepare to operate the Hot Foam fire fighting system if necessary, depending on the extent of the fire. The procedure for this is described in
Section 10.3.3Engine Room Hot Foam Fire Extinguishing System.
10) If substances which are on fire, or close to a fire, may emit poisonous gases or explode, direct the crew to a safe position before actions are organised. 11) Effective communication must always exist between the fire fighters and the ships control centre. The control centre must maintain an open communication with the bridge. 12) If any person is seriously injured, request assistance from the nearest rescue centre. 13) Prepare to operate the Hot Foam fire fighting system if necessary, depending on the extent of the fire. The procedure for this is described in Section 10.3.3Engine Room Hot Foam Fire Extinguishing System. If the High Expansion Foam system does not extinguish the fire, operate the CO2 system. See 10.3.2 Engine Room CO2 Fire Extinguishing System.
Part 10: FIRE FIGHTING SYSTEMS
10.1 10.2 10.3 10.3.1 10.3.2 10.3.3 10.3.4 10.3.5
Fire Fighting Systems Fire Detection System Engine Room Fire Fighting Systems Engine Room Fire Main System Engine Room CO2 Fire Extinguishing System Engine Room Hot Foam Fire Extinguishing System Engine Room Local Fire Extinguishing System Quick-Closing Valves and Fire Dampers System Engine Room Fire Main System Engine Room CO2 Fire Extinguishing System Engine Room Hot Foam Fire Extinguishing System Engine Room Local Fire Extinguishing System Quick-Closing Valves and Fire Dampers System
Illustrations
10.3.1a 10.3.2a 10.3.3a 10.3.4a 10.3.5a
10.1 Fire Fighting Systems

Description The vessels fire fighting capacity is enhanced by the inclusion of systems that can detect and fight the types of fires which might occur due to the ignition of fuel oil, lubricating oil and cargo. The choice of fire fighting system to use will depend on the location and nature of the fire. Initially any fire is attacked using portable extinguishers and if that method fails the following systems are considered. Dangers in Use Do not use on fires where there is live electricity in the vicinity.
Operating Procedure a) Remove the safety pin. b) Press the operating handle.
Portable Fire Extinguishers There are three types on board : 1. Carbon Dioxide - CO2 Suitable for class A and B fires and for class C fires when in a liquid state, such as liquid gas leak. Safe for use in fighting electrical fires. May not be effective when used outside, especially in a breeze.
c) Squeeze the trigger. d) Point the spray at the base of the fire.
3. Dry Powder Suitable for use on fires involving liquids and liquefied solids. Suitable for use, with the correct technique, on extinguishing a high pressure gas flame (Class C Fires). Suitable for use against carbonaceous fires (Class A fires).
Dangers in Use Hold only the insulated parts of the discharge hose and horn. With the expansion and evaporation of the CO2 there are cooling processes and a danger of frost burn if the discharge horn comes into contact with the skin. Do not use without a discharge horn as the discharge will then entrain air and cause an increase in the intensity of the fire. Do not remain in the area after the discharge as CO2 is asphyxiating. Operating Procedure a) Remove the safety pin. b) Direct the horn at the base of the fire. c) Press the lever down fully. d) Direct the CO2 at the base of the fire.
Dry powder gives a fast flame knock-down and may be used on fires involving live electrical equipment.
Dangers in Use May not be effective against a deep seated fire. Avoid inhalation of the powder.
Operating Procedure a) Remove the safety pin. b) Press the operating handle. c) Squeeze the trigger. d) Point the spray at the base of the fire.
2. Foam Suitable for use on liquid spills and contained liquid fire of oils, paints, cleaning fluids and fires involving liquefied solids such as fats and waxes (Class B fires).
10.1 Fire Fighting Systems

Fire Fighting Systems Fire Main System (See 10.3.1Engine Room Fire Main System) The fire pump together with the fire and bilge pump are normally kept ready for use on the fire main. In addition to these pumps the emergency fire pump can all be lined up and used on the fire main system. The accommodation is covered by first aid hoses located on each deck. The hose reels are supplied via freshwater pressure tank and pump installed in engine room, taking suction from the fresh water tank. CO2 Flooding System (See 10.3.2Engine Room CO2 Fire Extinguishing System) The Unitor CO2 system installed in the CO2 bottle room on the starboard side of the Upper Deck and CO2 bottle / foam tank room on the port side of the A-Deck protects the following spaces ; Cargo machinery room Cargo compressor motor room Machinery control room Switchboard rooms Transformer rooms Emergency generator room Paint store Elect. & instrument workshop The central bank CO2 system consists of 19 x 45.4 kg CO2 cylinders for the engine room and 21 x 45.4kg cylinders for the cargo machinery and motor rooms. Foam System for the Engine Room (See 10.3.3Engine Room Hot Foam Fire Extinguishing System) The Yamato High Expansion Foam fire fighting system provides a local fire extinguishing capability to each of the following areas : Engine room Engine room casing Engine room store Engine room workshop BOG pipe hood Laboratory Chemical store Inert gas room F.O. heating rooms F.O. pump rooms Incinerator room Diesel generator rooms Steering gear room Stairway The system supplies high expansion foam making chemical and salt water to the spaces listed above through dedicated lines that are each controlled by electric motor operated butterfly valves. The foam concentrate tank is fitted inside the CO2 bottle and foam tank room which is located on the port side of the A-Deck. Each protected space is provided with High Expansion foam generators designed to produce the required quantity and concentration of foam to meet SOLAS requirements. The operating / control panel provides for control of the entire fire alarm system and consists of a text display, indicator lamps, operating buttons and an element keypad.
Quick-Closing Valve System (See 10.3.5Quick-Closing Valves and Fire Dampers System) All the outlet valves from the fuel oil and lubricating oil tanks, from which oil could flow to feed a fire, are equipped with air operated quick-closing valves, which are controlled from the fire control station. They are supplied from an air receiver situated in the quick-closing valve bottle cabinet, also located in the fire control station. The reservoir is supplied, at a pressure of 0.9 MPa, directly from the service air main system. The inlet valve 161VPE to the quick-closing valve air receiver is locked open. The quick-closing valve air receiver is fitted with a low pressure alarm transmitter. The oil tanks are grouped into four systems, with one three-way cock operating each system. In normal operation the supply line to each group of tank valves is vented to atmosphere, but when the cock is turned, air is supplied to pistons, which collapse the bridge of each valve in that group, thus causing the valve to close. The valves are reset by venting the air supply and operating the valve hand wheel in a closed direction to reset the bridge mechanism and then opening the valve in the normal way. The quick closing valve fitted on the emergency generator diesel oil tank and the generator engine diesel oil service tanks is operated by a directly so as to enable to feed the fuel to emergency diesel generator or main diesel generators in the event of a fire. Fire dampers with an air cylinder are closed by this system as well. The fire dampers are grouped into 6 lines with a three-way solenoid valve and manual cock. The solenoids are operated automatically in conjunction with the operation of CO2 or hot foam system. Emergency Escape Breathing Devices (EEBD) Emergency breathing devices are provided so that, in the event of a fire or other emergency, they are readily available, near the escape routes, to aid escape. There are 18 sets on board : 16 sets for the engine room Two sets for accommodation space
Water Fog System for the Engine Room (See 10.3.4Engine Room Water Fog Fire Extinguishing System) High pressure water forced through atomizer heads will break down into very fine droplets. These droplets have a very effective extinguishing effect on fires, even oil fires. The fine droplets remain suspended in the air and so they do not disturb the oil surface nor do they settle to form a water layer on which burning oil could float. Fine water droplets present a large surface area to the fire and so they exert a cooling effect as the droplets rapidly evaporate. The large droplet concentration and the evaporation have the effect of reducing the local oxygen level. The cooling effect and the reduced local oxygen concentration result in the fire being extinguished. The fresh water fog fire extinguishing system relies upon the delivery of high pressure water to nozzle heads located at sites of fire risk. Ten areas are protected by the water fog system, these are : No.1 main boiler burners platform No.2 main boiler burners platform No.1 diesel generator engine top No.2 diesel generator engine top I.G.G. burner zone Incinerator burner zone Port F.O. pump room Starboard F.O. pump room Port F.O. heating room Starboard F.O. heating room Each protected space can be released locally either by pushbutton located near each protected area inside engine room or remotely on the control panel in fire control station.
Fire Detection System (See 10.2Fire Detection System) The Autronica BS-320 Fire Detection system is a computerized, fully addressable analogue fire alarm system with analogue detectors. The operating panel, control unit and power supply are contained in a central cabinet in the wheelhouse. There are also a full fire alarm panels located in the central control room and a repeater panel in the fire control station in the accommodation cross alleyway on the main deck.
10.2 Fire Detection System

Maker : Model : Autronica AS BS-320 Function Disabled This yellow indicator is illuminated when any part of the system is disabled. Mains This green indicator lamp is illuminated when the power supply is on. Text Display The two line text display provides information about the alarms and the system. It also displays the operating menu. Procedure in the Event of a Prewarning
CAUTION
Always treat a prewarning condition as if it is a fire alarm. a) Determine the location of the activated prewarning detector and check this location for fire conditions, observing all safety precautions. Deal with the situation as necessary in order to remove the danger of fire. b) Open the control panel door and press the SOUNDER SILENCE pushbutton. The prewarning indicator lamp will now change to a steady condition. c) Press the RESET pushbutton. The following text will appear on the display RESET PROCEDURE IN PROGRESS WAIT..... The text will remain for 60 seconds and the reset procedure will be executed in that period. d) If everything is in a normal condition the text display will indicate RESET OK NORMAL CONDITION. e) Close the panel door. After the door is closed only the mains power indicator lamp should be illuminated.
Description
The BS-320 Fire Detection system is a computerized, fully addressable analogue fire alarm system with analogue detectors. The main operating panel, control unit and power supply are contained in a central cabinet in the wheelhouse. There are also a repeater panels located in the engine control room, the fire control station and the cargo control room. The system comprises a wide range of detectors and sensors to suit different needs and conditions. It includes detectors for different alarm parameters, such as smoke, heat and flames. Manual call points, short circuit isolators and timers are connected to the detector loops where required. A fault in the system or a false alarm is detected immediately since the function of the detectors and other installed loop units are automatically and continuously tested. The system will also provide a prewarning when a hazard exists but is not yet serious enough to initiate a full alarm.
Operating Buttons
More Alarms This black pushbutton allows the second line of the text display to be scrolled enabling additional alarms to be revealed. Sounder Silence
The Operating / Control Panel

The operating / control panel provides for indication of alarm conditions and allows the operator to communicate with the system.
This red pushbutton is pressed and mutes all alarm devices and the control panel internal buzzer. It is located behind the panel door. Reset This green pushbutton is pressed in order to reset all system events.
Fire Alarm In the event of one or more detectors detecting a fire, the fire alarm will be activated. The red Fire indicator will flash and the internal buzzer is activated and all audible horns connected to the fire alarm system are activated. If the address of the fire alarm had previously issued a prewarning the prewarning lamp will flash. The text display indicates the address of the detector which registered an alarm condition first. Possible disablements are indicated in the lower line of the display. The printer will operate to register the alarm information. In the event of an alarm condition the following functions are activated : Alarm message to the fire fighters. (BMA) General control output. (AUX) Control output for fire door holders. (Door Hold Magnets)
Indication Devices
Fire The red Fire indicator is illuminated when there is a fire alarm condition. The indicator flashes upon activation of an alarm and will emit a steady light when the SOUNDER SILENCE pushbutton is pressed. More Alarms The red More Alarms indicator will be illuminated when there is more than one fire alarm active. Device Still in Alarm Condition This yellow indicator is illuminated when a detector is automatically disabled. Prewarning This yellow indicator flashes when a prewarning is activated. Press the
SOUNDER SILENCE pushbutton to mute the alarm and the yellow light
System Operation
Prewarning A prewarning will occur when a detector is activated in the event that a fire is likely. A prewarning should always be treated as if there is an actual fire alarm. The yellow Prewarning lamp flashes and the internal buzzer is activated. The text display indicates the location of the detector(s) in the prewarning condition. If more than one prewarning is present the text display will indicate this. The active prewarnings may be seen by calling up the menu function Show Status, Prewarnings. The menu is accessed by pressing the ENTER key and the arrow keys are used until the desired menu function is displayed and pointed to by the cursor; the ENTER key is pressed in order to display the prewarnings.
becomes steady. Fault This yellow indicator flashes when a fault has occurred. Press the SOUNDER SILENCE pushbutton to mute the alarm and the yellow light becomes steady.

Procedure in the Event of a Fire Alarm a) Carry out fire checks and corrective action as necessary for extinguishing the fire, observing all safety precautions. When the scene of the fire has been investigated and the necessary actions taken the audible horns may be switched off. b) Open the control panel door and press the SOUNDER SILENCE pushbutton; all alarm devices including the internal buzzer will be muted. The red FIRE indicator lamp will change to a steady light. All alarm outputs from the control panel are turned off when the SOUNDER SILENCE pushbutton is pressed but the alarm message to the fire fighters remains. c) Press the RESET pushbutton. The following text will appear on the display RESET PROCEDURE IN PROGRESS WAIT.....The text will remain for 60 seconds and the reset procedure will be executed in that period. d) If everything is in normal condition the text display will indicate RESET OK NORMAL CONDITION. This text will remain for 15 seconds and then the menu selection will appear. (Note : After resetting an address may still be in alarm condition. This may be due to mechanical damage, water damage, an electrical fault or the presence of smoke within the compartment. The address still in alarm condition will automatically be disabled and the yellow DEVICES STILL IN ALARM CONDITION indicator lamp will be illuminated. Text indicating the alarm address disabled will be shown in the text display. Technical personnel must be contacted in order to have the damage rectified.) 5) Close the panel door. After the door is closed only the mains power indicator lamp should be illuminated unless there is an address still in alarm condition. Fault Indication The FAULT indicator is flashing and the internal buzzer is activated; the common fault warning output is activated. The text display indicates the nature of the fault: FA means a loop / detector fault and SF means a system fault. If there is more than one fault the text display indicates how many FA and SF faults are present. The nature of each fault may be determined via the menu which is accessed by pressing the ENTER key. Disabling an Address An address is a detector, manual call point or interface unit. When an address is disabled it is isolated and will not generate an alarm, prewarning or fault. 1) In the menu select OUT / IN CONTROL, then DISABLE, then ADDRESS. The text display will show SELECT ADDRESS 0000 and the up and down arrow keys are used to scroll through the 0000 part in order to select the number of the address to be disabled.
Action to be Taken in the Event of a Fault 1) Press the SOUNDER SILENCE pushbutton to mute the internal buzzer : the yellow FAULT indicator lamp becomes a steady light. 2) Note the fault information indicated on the text display and obtain a printout 3) Contact the technical service department in order to have the fault rectified.
2) When the desired address number has been selected press the ENTER key. If further addresses are to be disabled at the same time the up and down arrow keys are used to select further addresses, each one being selected by pressing the ENTER key. 3) When the ENTER key is pressed the text display will change showing the address and time. When all addresses to be disabled have been selected the cursor is moved to TIME and the ENTER key pressed. The display changes indicating a disablement duration of 02 hours which is the initial default. The time may be increased or reduced using the up and down arrow keys then the ENTER key is pressed to select the time.
Disabling or Disconnecting Different parts of the fire alarm system can be disabled. For instance, sections, detectors, manual call points, section units, alarm devices, external control devices and loops. This can be useful when there is welding in a particular section or removal of detectors is required due to structural shipboard work etc. The disabling and restoring are carried out from the Out / In Control part of the main menu. When disabling parts of the system the yellow FUNCTION DISABLED lamp on the front of the control panel will be illuminated for the period the disablement lasts. All disablements must be allocated a time period. By selecting the manually disable time of 99 hours the function will be disabled until restored. The maximum automatic disablement time is 24 hours. When the disable time expires the function will be automatically restored.
Disabling a Zone It is only possible to disable a zone if the zones have been programmed in custom data. The menu will not allow access to the zone area unless this is the case. When a zone is disabled the address is isolated and this will not generate an alarm, a prewarning or a fault. The total number of possible zones is 240 and these have addresses 1-240. 1) In the menu select OUT / IN CONTROL, then DISABLE, then ZONE. The text display will show DISABLE ZONE 001 and the up and down arrow keys are used to scroll through the zone number in order to select the number of the zone to be disabled. It is also possible to select Next or Previous in the display to select a zone. 2) When the desired zone number has been selected press the ENTER key. The text display changes and duration time may be changed by means of the up and down arrow keys. When the duration time has been changed the ENTER key is pressed to disable the zone. 3) The text changes giving the option of selecting more zones. If more zones are required for disabling the YES item is selected and ENTER pressed to repeat the disabling procedure. If NO is selected the disabling zone procedure is closed.
More Alarms If more than one fire alarm is active the MORE ALARMS indicator lamp will be illuminated. The system will operate as for the fire alarm above but the text display will indicate the addresses of all devices in alarm. The printer will operate to register all of the alarm information. Action to be taken in the event of activation of the MORE ALARMS indicator lamp is similar to the procedure for a single alarm. Upon opening the panel door the MORE ALARMS pushbutton must be pressed and the second alarm will be indicated on the second line of the display. Subsequent pressing of the MORE ALARMS pushbutton will bring up each alarm in the queue. Operation of the SOUNDER SILENCE and RESET pushbuttons is the same as for the single alarm; the silent alarm situation applies to each alarm in the queue. With multiple alarms some may remain in the alarm condition for the reasons mentioned above and the DEVICES STILL IN ALARM CONDITION lamp may remain illuminated.
Procedure for Disabling a Function a) At the main menu select OUT / IN CONTROL and then DISABLE. The text display will indicate options for address, zone, controls, sounders and fire brigade. b) Use of the left and right arrow keys (and the down arrow key for the fire brigade option) allows the operator to select the function to be disabled.

Disabling Controls Disabling control is password protected at operator level. The procedure is similar to disabling addresses and zones as above except that Controls is selected after Disable from the main menu. If BT-outputs are disabled the Door Hold Magnet and AUX (control-/alarm outputs) will not function at alarm. Restoring a Zone 1) In the menu select OUT / IN CONTROL, then RESTORE, then ZONE. The zone to be restored is selected using the arrow keys and the ENTER key pressed. The display changes and YYY is selected and ENTER pressed to restore the zone. 2) If more zones are to be restored YES is selected and ENTER pressed and the procedure repeated for other zones. If no more zones are to be restored NO is selected and the ENTER key is pressed to exit the restore zones menu. Restore Controls, Restore Sounders and Restore Fire Brigade operate in the same way as the Restore Address and Restore Zone functions.
Disabling Sounders The disable sounders procedure is similar to disabling addresses and zones as above except that Sounders is selected after Disable from the main menu.
Disabling the Fire Brigade Function The disable fire brigade (BMA) procedure is similar to disabling addresses and zones as above except that Fire Brigade is selected after Disable from the main menu. The fire brigade output, prewarning and fault outputs are disabled.
ALARM
19:23
Restoring Any address, zone or function which has been disabled may be restored. The restoration procedure is similar to the disabling procedure. The FUNCTION DISABLED lamp will be extinguished when all functions have been restored.
AUTROSAFE
SelfVerify
Fault Function Disabled Mute Panel Function Delayed Fire Brig. Signalled Power
More Events
Silence Alarms Reset
Procedure for Restoring a Function a) At the main menu select OUT / IN CONTROL and then RESTORE. The text display will indicate options for address, zone, controls, sounders and fire brigade. b) Use of the left and right arrow keys (and the down arrow key for the fire brigade option) allows the operator to select the function to be restored.
Testing Fire Brig. Disabled Fire Brig. Fault System Fault Alarms Disabled Alarms Fault
1 4 7 C
2 5 8 0
3 6 9
Restoring an Address 1) In the menu selected OUT / IN CONTROL, then RESTORE, then ADDRESS. The text display will show SELECT ADDRESS 0000 and the up and down arrow keys are used to scroll through the 0000 part in order to select the address number to be restored. 2) When the desired address number has been selected press the ENTER key to restore the address. The next address will appear automatically, select that or another address and press ENTER, Selecting MM returns the operator to the main menu.
ALARM
Main Panel
INFORMASJONSPANEL
AUTROSAFE
SelfVerify
Fault Function Disabled Mute Panel Function Delayed Test Power More Events Next Window Lamp Test
Sub Panel
10.3.1 Engine Room Fire Main System

Fire and Bilge Pump Maker : Type : No. of sets : Capacity : Motor : Fire Pump Maker : Type : No. of sets : Capacity : Motor :
Description
Teikoku Machinery Works. Ltd. Vertical centrifugal pump, self-priming 1 170/255 m3/h at 100/35 mTH 100 kW x 1,800 rpm The fire main system supplies sea water to the following locations : Fire hydrants in the engine room Fire hydrants on deck Fire hydrants in the accommodation block Fire hydrants in forward stores Anchor chain hawser pipes Water curtain header Helicopter deck foam system All of the pumps listed in the equipment specifications at the beginning of this section can have their suction and discharge valves configured to supply the engine room fire main although the primary pump for this purpose is the dedicated fire pump. The fire pump together with the fire and bilge pump are normally kept ready for use on the fire main. In addition to these pumps the emergency fire pump, the water spray pump and the fire line pressurizing pump can all be lined up and used on the fire main system. The pumps can be started from the following locations : Fire, and bilge pump - locally, fire control station, bridge ICAS for cargo system, and the ICAS Firefighting screen Fire pump - locally, fire control station and bridge emergency panel. Emergency fire pump - locally, fire control station bridge emergency panel and the ICAS Firefighting screen Pressurizing pump locally, fire control station and the ICAS Firefighting screen Fire fighting FW pump - locally and from the ICAS Firefighting screen The pump suction valves from the sea suction main and the discharge valves to the fire main outlet are normally left open. The fire and bilge pump can take its suction from the sea or the engine room bilge system but is normally left set up for sea suction. The sea suction is from the sea bay in the engine room. This sea bay has connections to the high sea chest and low sea chest. The fire line pressurizing pump is used to maintain a constant pressure in the fire main when the vessel is in port, but because of its low capacity it needs to be supplemented by an additional pump if the fire hydrant is opened. In the cold weather condition, the hydrant sea water heater will be operated and the sea water will be circulated from the end of the fire main into the sea bay to prevent freezing in the fire main line. In this case, the pressurizing pump will be stopped. The seawater temperature at heater outlet is maintained to 10 when seawater temperature is minus 2 by a control valve which regulates steam flow. The spray water is supplied to the system passing the heater whenever the spray water pump is operated regardless of the season. The fire line pressurizing pump discharge has an overboard pipe with an orifice to protect overheat of the pump when all services are not required in operation of the pump. The pump also provides sea water for washing the sewage treatment unit and vacuum unit tank. The fire fighting fresh water hydrophore unit provides the accommodation for first aid purpose. The fire fighting fresh water pump takes suction from the fresh water tank and discharges to a fire fighting fresh water pressure tank. A pressure switch controls the pump operation to keep the water level band. Initial charge air is supplied from the general service air system. The fire fighting fresh water hydrophore unit also provides the fire main and water spray lines for rinsing out seawater. The spraying water pump is normally set for the water spray system but it can be used to direct water to the fire main if required by opening the crossover valve in fire station. Ordinarily this valve would be used to allow the fire pump or the fire and bilge pump to supply water to the water spray system should the spraying water pump be unable to perform that function.
Teikoku Machinery Works. Ltd. Vertical centrifugal pump 1 170 m3/h at 100 mTH 100 kW x 1,800 rpm
Fire Line Pressurizing Pump Maker : Teikoku Machinery Works. Ltd. Type : Horizontal centrifugal pump No. of sets : 1 Capacity : 13 m3/h at 100 mTH Motor : 11 kW x 3,600 rpm Fire Fighting Fresh Water Pump Maker : Teikoku Machinery Works. Ltd. Type : Horizontal centrifugal pump No. of sets : 1 Capacity : 5 m3/h at 110 mTH Motor : 7.5 kW x 3,600 rpm Water Spray Pump Maker : Type : No. of sets : Capacity : Motor : Emergency Fire Pump Maker : Type : No. of sets : Capacity : Motor :
Teikoku Machinery Works. Ltd. Vertical centrifugal pump 1 1,050 m3/h at 100 mTH 420 kW x 1,800 rpm
Teikoku Machinery Works. Ltd. Vertical centrifugal pump 1 630 m3/h at 105 mTH 340 kW x 1,800 rpm
Hydrant Sea Water Heater Maker : DongHwa Entec Type : Shell and tube Heating surface : 19.7 m2 Sea water flow : 200 m3/h Tube size : 16 mm diameter, 1.2 mm thickness
10.3.1 Engine Room Fire Main System

Preparation for the Operation of the Fire Hydrant System To prepare the system for use in the engine room or on the fire and deck wash system, the following procedure needs to be followed : a) All intermediate isolating valves along the fire main on the upper deck must be open. b) All hydrant outlet valves must be closed. It is assumed that the sea water main suction valves at the sea chests are open to provide suction. Valve Description 116VPH Pressurizing pump discharge valve to sewage system 104VPH Pressurizing pump suction valve 113VPH Pressurizing pump discharge valve 115VPH Pressurizing pump overboard valve 103VPH Fire pump suction valve 112VPH Fire pump discharge valve 102VPH Fire and bilge pump SW suction valve 111VPH Fire and bilge pump fire main discharge valve 114VPH Hydrant seawater heater bypass valve 131/136VPH Hydrant seawater heater inlet and outlet valves 031VPJ Water spray pump suction valve 033VPJ Water spray pump discharge valve 112VPJ Fire and bilge pump bilge main suction valve 122VPJ Fire and bilge pump discharge valve Cross connection valve fire main/water spray system c) Start Pressurizing pump at local or fire control station. d) If additional water is required at the fire main, start the fire and bilge pump depending upon circumstances. e) Open the desired hydrant valve on the fire main after connecting the fire hose to the hydrant. (Note : Whenever the fire pump is operating, at least one fire hydrant valve, in the engine room or on deck, must be open to ensure a flow of water through the pump to prevent overheating.) Position
Closed Open Open Open Open Open Open Open Open Closed Closed Closed Closed Closed Closed
Emergency Fire Pump The emergency fire pump is installed in the emergency fire pump room in the compartment aft side of engine room. The pump draws water from a sea chest positioned in the aft peak. The pump is independent of the engine room pumps and can be used to supply water to the fire main in situations when the engine room pumps are not available because of an engine room fire or collision damage etc. The pump is driven by an electric motor and is fed from the emergency switchboard 440V feeder panel located in the emergency generator room. Starting and stopping of the pump can take place from locations : Locally at the pump starter panel in the emergency fire pump room Remotely from the fire control station Remotely from the bridge at the emergency control console The emergency fire pump together with its suction and discharge valves should be tested weekly to ensure correct operation and that full system pressure can be achieved. The suction and discharge valves should always be left open so that the pump is available for immediate operation. Fire Hydrants The fire main has hydrants in the engine room, the accommodation block and on the forward and aft decks. Located adjacent to each hydrant is a hose box containing a fire hose and nozzle. All of the hydrant valves should be operated at frequent intervals to ensure satisfactory operation in the event of an emergency. Intermediate valves in the fire main along the deck should be kept open at all times to ensure that water will be available to all of the deck hydrants whenever required. (Note : After use, the hose and nozzle unit must be properly stowed back in the hose box. Any defects in the hose, nozzle, valve or system must be reported immediately and rectified as soon as possible. Hose boxes must never be left with components which are defective.)
10.3.1a Engine Room Fire Main System

HYDRANT RETURN LINE TO FIRE HOSE REEL SYSTEM
TO W.SPRAY SYSTEM
TO FIRE MAIN
F.W. TK
200
ENG.CASING
129VPH
65
65
128VPH
TO F.W. RECIRC.PUMP
182VPG 111VPG
FIRE FIGHT F.W.PRESS.TK

COMP. AIR
350
40
127VPH
FIRE FIGHT.F.W.PUMP
ASS 630 SA 630 RO FIRE RO 630
PS
40
115VPG
127VPG 034VPJ
65
119VPG
65
PAL 906
200
50
630
2ND DECK
TO FRESH W. PUMP
RO W/H RO FIRE RO 636 RM 636 SA 636
200 350
65
126VPH
WATER SPRAY PUMP
C
R
P
R 032VPJ
STM
132VPH 133VPH
TIC 908
135VPH
350
033VPJ
200
TO OVERBOARD
25
031VPJ
HYDRANT HTR
131VPH 136VPH
65
125VPH
3RD DECK
200
116VPH
25
TO SEWAGE TREAT.UNIT
200
80
115VPH
200
200
65
124VPH
350
150
150
40
112VPH
111VPH
122VPJ
121VPJ
100
65
123VPH
4TH DECK
P
AST 635
119VPJ
FIRE PUMP
RO W/H RO FIRE RM 635 SA 635 RO 635
FIRE &BILGE PUMP

RO W/H RO FIRE RO 637 RM 637 SA 637
BILGE & G.S. PUMP

RO 637 RM 637 SA 637
100
65
122VPH
104VPH
FIRE LINE PRESSURISING PUMP

RO FIRE RO 638 RM 638 SA 638
103VPH
C
112VPJ
C
65
SEA BAY
BILGE SUC. BILGE SUC.
BILGE SUC. FROM MAIN CONDR

102VPH
123VPJ 105VPH
TO HOLD EDUCTOR
150 150 100 40
100
121VPH
65 200
150
200
LOWER FLOOR
10.3.2 Engine Room CO2 Fire Extinguishing System

Maker : Type : Capacity : Unitor High pressure 19 cylinders each containing 45.4 kg
Central Bank CO2 System The central bank CO2 system for engine room consists of 19 x 45.4kg CO2 cylinders located in the CO2 bottle and foam tank room, which is situated on the port side of the A-Deck. Cylinders are grouped together according to the space they protect. These cylinders are connected to discharge nozzles within the protected spaces via cylinder manifolds and distribution pipe work. A pressure gauge and relief are fitted to the main CO2 manifold. The system is designed to discharge the required number of cylinders into each space protected as follows : CO2 Requirements 'The amount of CO2 required to be carried on board the vessel depends upon the volume of the largest protected compartment. This is the switchboard rooms which requires 19 cylinders each containing 45.4kg. The vessel carries 19 cylinders of CO2 to provide protection for the spaces indicated above. If the release of CO2 is authorized, all 19 cylinders are released into the switchboard rooms; the other protected spaces have fewer cylinders released as indicated above. It should be realized that if any cylinders are released into the smaller spaces then there will be insufficient cylinders for the switchboard rooms. It is essential that, in the event of any CO2 release, used cylinders are replenished at the next port of call. The pilot CO2 line to the main cylinder actuation system passes through a time delay device which delays the passage of the CO2 for a preset period of time before the main CO2 charge is released into the compartment. A pressure gauge is fitted to the pilot CO2 pipeline to indicate pilot CO2 pressure.
Description
Dependent upon the application, CO2 is normally employed at levels of between 35% and 50% by volume to produce an oxygen deficiency and thus extinguish a fire. This level of oxygen reduction is also capable of causing asphyxiation. Fixed systems are therefore designed to include safeguards which prevent the automatic release of the CO2 whilst the protected area is occupied. The use of portable extinguishers should ensure that there is sufficient air to breathe normally. CO2 is not generally regarded as having a high intrinsic toxicity and is not normally considered to produce decomposition products in a fire situation. The CO2 cylinders are fitted with safety devices to relieve excess pressure caused by high temperatures. To avoid these operating, it is recommended that cylinders are located in areas where the ambient temperature will not exceed 60C. Cylinders must not be stored in direct sunlight. Certain gaseous extinguishing agents may cause low temperature burns when in contact with the skin. In such cases the affected area should be thoroughly irrigated with clean water and afterwards dressed by a trained person.
Operating Instructions a) On discovering a fire, shutdown machinery, fuel supplies and ventilation systems as appropriate. Close all door ventilators and other openings, having first ensured that all personnel have been evacuated.
b) Check that all personnel have been evacuated from the protected space. c) Go to the release cabinet for the protected space in which the fire has occurred.
d) Open the release cabinet door. This will cause the alarms to sound in the protected space and stop the ventilation fans if not already done so. e) f) Open both isolation valves by pulling valve handles downwards. Release pilot CO2 by opening the screw down valve on one of the pilot cylinders only.
WARNING DANGER OF ASPHYXIATION

Re-entry to a CO2 flooded area should not be made until the area has been thoroughly ventilated.
g) Extinguishing CO2 gas will be released from the main cylinder bank for the protected space after the time delay period. The main valve will be opened and CO2 will be discharged from the nozzles into the protected space. h) After 10 minutes close the pilot cylinder hand wheel valve. i) When the pilot pressure gauge within the control box is zero close both pilot isolation valves.
System Description Areas Protected The CO2 system installed in the ship protects the following spaces ; Cargo machinery room Cargo compressor motor room Machinery control room Switchboard rooms Transformer rooms Emergency generator room Paint store Elect. & instrument workshop 21 cylinders 8 cylinders 8 cylinders 19 cylinders 4 cylinders 6 cylinders 2 cylinders 3 cylinders
Release Cabinets The system is operated by a supply of CO2 separate from the main fire extinguishing CO2. Pilot CO2 cylinders are used for activating the release of the main CO2 cylinders. Two pilot cylinders are located in the supply cabinet installed in the fire station space, one cylinder acts as a standby cylinder. Only one pilot CO2 cylinder would be opened at any time to release the CO2. The release cabinets are all situated in the fire station space. The pilot cylinders connect to the main pilot system pipe work via two isolation valves installed within the release cabinet. One isolation valve is connected via small bore pilot gas pipework to the cylinder bank to open the required number of cylinders, the other is connected via a separate pilot gas line to actuate the power cylinder to open the main valve which directs the released CO2 to the protected space. The isolation valves are positioned so that the control box door cannot be closed with the valves in the open position. It is also arranged that the control box door will operate a switch, when it is in the open position, to initiate audible and visual alarms.
The number of cylinders required to afford complete protection of any protected compartment depends upon the volume of that compartment. The total 40 cylinders are supplied, which are the total numbers of the largest volume for cargo compressor room (21) and that for switchboard room (19).
10.3.2 Engine Room CO2 Fire Extinguishing System

After Release of CO2 Following the release of CO2 the following procedure must be undertaken. a) Allow enough time for the CO2 to extinguish the fire. b) Do not open the compartment until it is evident that the fire is completely extinguished. The protected compartment must be completely ventilated before the door to the space is opened. c) Entry into the protected compartment must only be made by personnel wearing breathing apparatus and with fire extinguishing equipment. Entry by personnel not wearing breathing apparatus must be prohibited until a test confirms that the atmosphere in the compartment contains at least 21% oxygen. Cargo Compressor Room a) Open the main line valve (E) leading to the cargo compressor room. The CO2 alarm will sound and the ventilation fans will stop. b) Remove the manual release handle from its mounting position near the cylinders. c) Insert the end of the handle into the hole in the release lever and open one or two of the CO2 cylinders in the CO2 bank. d) The remaining necessary CO2 cylinders will automatically and the CO2 will be discharged into the space.
WARNING
Do not enter CO2 flooded space without using breathing apparatus. In the unlikely event of pilot gas release failure the second pilot cylinder valve must be opened in order to release CO2 from that cylinder.
Manual Operation Should the pilot CO2 cylinders fail to open the main CO2 cylinders for the protected compartment then these must be opened manually. The main line valve to the protected compartment must also be operated manually. The CO2 cylinders for each protected compartment are grouped together and so it is easy to recognize which cylinders must be manually opened for any protected compartment. The procedure for opening the main cylinders is as below; these should be opened by operation of the manual release lever on top of each CO2 cylinder as follows : a) Open the main line valve (E) leading to the protected space. The CO2 alarm will sound and the ventilation fans will stop. b) Remove the manual release handle from its mounting position near the cylinders. c) Insert the end of the handle into the hole in the release lever. Pull the handle as far as possible in order to operate the release mechanism for the cylinder. d) Repeat these procedures for each cylinder until the specified number have been discharged. All cylinders can be individually manually discharged into any of the protected cargo compartments as and when they are required.
10.3.2a Engine Room CO2 Fire Extinguishing System
10.3.2a
Engine Room CO2 Fire Extinguishing System
SUPPLY CABINET
FIRE STATION
PAINT STORE ELEC. & INST. WORK SHOP EM'CY GEN. RM & SWBD RM HIGH VOLT TRANS. SPACE MACH. CONT. RM SWBD RM MOTOR RM CARGO MACH. RM
CO2 RELEASE ALARM RELAY BOX
MAIN SOURCE
EM'CY SOURCE
ALARM TEST
SUPPLY CABINET
FIRE STATION
TIME DELAY UNIT
TO ATMOS.
SHORE / AIR CONNECTION
TO ATMOS.
LS
LS
LS
LS
LS
LS
LS
LS
C01
HANDLES FOR CYLINDER VALVES
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
CO2 & FOAM TANK RM
CO2 BOTTLE RM
MAIN SOURCE
EM'CY SOURCE
ALARM TEST
SWBD RM MACHINERY CONT. RM GENERAL DESCRIOTION OF THE SYSTEM

A TOTAL - FLOODING CO2 FIREFIGHTING SYSTEM IS INSTALLED IN THIS SHIP TO COVER THE ROOMS AND STORES. CO2 GAS IS STORED IN 40 CO2 CYLINDERS. 19 CO2 CYLINDERS ARE IN THE CO2 & FORM TANK ROOM (A-DECK). 21 CO2 CYLINDERS ARE IN THE CO2 BOTTLE ROOM (UPP.DECK, S-SIDE). THE CO2 CYLINDERS ARE ARRANAGED FOR QUICK (PNEUMATIC) RELEASE. FOR THIS PURPOSE, THE REMOTE RELEASE CABINETS ARE LOCATED IN THE FIRE STATION. ALARMS ARE PROVIDED IN ALL THESE ROOMS TO GIVE ADVANCE WARNING WARNING OF DISCHARGE OF CO2. MOTOR SIRENS AND ROTATING LAMPS ARE PROVIDED IN MACHI. CONT. RM, SWITCHBOARD ROOM, HIGH VOLT. TRANSFORMER SPACE, EM'CY GENERATOR RM & EM'CY SWITCHBOARD RM, ELECTRIC 6 INSTRUMENT WORKSHOP. AN EEX-SIGNAL HORN IS PROVIDED IN PAINT STORE. AIR HORNS AND EX-PROOF ROTATING LAMPS ARE PROVIDED IN CARGO MACHINERY ROOM AND MOTOR ROOM. WHEN THESE ALARMS ARE ACTIVATED, ALL PERSONNEL MUST LEAVE THE ROOM IMMEDIATELY. NOTE CO2 FIREFIGHTING SYSTEM TO BE USED ONLY FOR FIRE EXTINGUISHING AND NOT INERTING PURPOSE.
PROTECTED SPACES
SWITCHBOARD ROOM (2ND DK) MACHINERY CONT. ROOM (2ND DK) HIGH VOLT TRANS. SPACE (3RD DK) PAINT STORE (UPP. DK) EMERGENCY GENERATOR ROOM & EMERGENCY SWITCHBOARD ROOM (A - DK) ELECTRIC & INSTRUMENT WORK SHOP CARGO MACHINERY ROOM CARGO MOTOR ROOM NO. OF CO2 CYLS TO BE DISCHARGED
MOTOR RM
HIGH VOLT TRANS. SPACE EM'CY GEN. RM & SWBD RM

CO2 CYLINDERS IN CO2 BOTTLE & FOAM TANK ROOM
CARGO MACHINE RM
19 8 4 2 6 3 21 8
TOTAL : 40 CYLS CO2 CYLINDERS IN CO2 BOTTLE ROOM
ELEC. & INST. WORK SHOP PAINT STORE
AFTER A FIRE
GO TO THE CO2 BOTTLE ROOM, CHECK THAT CONTROL (SELECTOR) VALVE FOR THE ROOM ON FIRE HAS OPENED AND THAT THE CORRECT NUMBER OF CO2 CYLINDERS HAVE BEEN DISCHARGED. IF NOT, OPEN BY HAND. SEE SKETCH SHOWING MANUAL RELEASE METHOD FOR PRESSURE OPERATED CYLINDER VALVES. THE NECESSARY HANDLES ARE LOCATED ON THE RED PLATE MARKED "HANDLES FOR CO2 CYLINDER VALVES" 1. TAKE ALL REASONABLE PRECAUTIONS TO ASCERTAIN THAT THE FIRE IS EXTINGUISHED BEFORE OPENING THE ROOM WHICH WAS ON FIRE. 2. BEFORE RE-OPENING ANY ROOM INTO WHICH CO2 HAS BEEN DISCHARGED, IT MUST BE THOROUGHLY VENTILATED. 3. PERSONS ENTERING ANY ROOM INTO WHICH CO2 HAS BEEN DISCHARGED MIST WEAR BREATHING APPARATUS UNTIL IT HAS BEEN VERIFIED THAT THE OXYGEN CONTENT IS BACK TO NORMAL.
OPERATION OF THE SYSTEM

IF A FIRE OCCURS IN ONE OF THE CO2-PROTECTED ROOMS, WHICH CANNOT BE PUT OUT BY PORTABLE FIREFIGHTING EQUIPMENT. 1. GO TO THE FIRE STATION AND OPEN THE DOOR OF THE VALVE RELEASE CABINET FOR THE ROOM ON FIRE. THIS WILL CAUSE THE DISCHARGE ALARMS TO OPERATE. 2. SHUT DOWN ALL MACHINERY IN THE ROOM ON FIRE. 3. CLOSE ALL DOORS, VENTILATORS, AND OTHER OPENINGS TO THE ROOM ON FIRE. 4. MAKE SURE ALL PERSONNEL ARE EVACUATED FROM THE ROOM ON FIRE. 5. IN THE VALVE RELEASE CABINET, OPEN THE BALL VALVES (PUT DOWN THE HANDLE). 6. TAKE THE KEY FROM THE INSIDE OF THE VALVE RELEASE CABINET DOOR. OPEN THE DOOR OF SUPPLY CABINET AND OPEN ONE OF TOP VALVE ON THE PILOT CYLINDER. (THE CONTROL VALVE FOR THE ROMM ON FIRE WILL BE OPEN AND THE VENTILATION FANS TO BE STOPPED) 7. AFTER A TIME LAPSE OF APPROXIMATE 30 SECONDS FROM OPENING THE PILOT CYLINDER TOP VALVE, CO2 GAS WILL BE DISCHARGED INTO THE ROOM ON FIRE.
1. OPEN CONTROL VALVE FOR THE ROOM ON FIRE 2. TAKE MANUAL HANDLE(S) FROM THE RED PLATE SO MARKED AND OPEN REQUIRED NUMBER OF CO2 CYLINDERS BY HAND. (SEE SKETCH) CO2 WILL NOW BE RELEASED INTO THE ROOM ON FIRE.
1. INSERT HANDLE (FROM RED PLATE) INTO TOP OF VALVE 2. PULL BACK
MANUAL RELEASE FOR THE ROOM ON FIRE
10.3.2a
SUPPLY CABINET
FIRE STATION
TIME DELAY UNIT
TO ATMOS.
MAIN SOURCE
EM'CY SOURCE
ALARM TEST
TO ATMOS.
10.3.2a
SUPPLY CABINET
FIRE STATION
MAIN SOURCE
EM'CY SOURCE
ALARM TEST
TIME DELAY UNIT
TO ATMOS.
TO ATMOS.
P
LS LS
P
C01 C01
TIME DELAY UNIT
TO ATMOS.
TO ATMOS.
LS
LS
LS
LS
LS
LS
LS
LS
LS
LS
LS
LS
LS
LS
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
CO2 & FOAM TANK RM
CO2 BOTTLE RM
CO2 & FOAM TANK RM
CO2 BOTTLE RM

PROTECTED SPACES
MOTOR RM
SWBD RM MACHINERY CONT. RM
MOTOR RM

CARGO MACHINE RM
GENERAL DESCRIOTION OF THE SYSTEM

A TOTAL - FLOODING CO2 FIREFIGHTING SYSTEM IS INSTALLED IN THIS SHIP TO COVER THE ROOMS AND STORES. CO2 GAS IS STORED IN 40 CO2 CYLINDERS. 19 CO2 CYLINDERS ARE IN THE CO2 & FORM TANK ROOM (A-DECK). 21 CO2 CYLINDERS ARE IN THE CO2 BOTTLE ROOM (UPP.DECK, S-SIDE). THE CO2 CYLINDERS ARE ARRANAGED FOR QUICK (PNEUMATIC) RELEASE. FOR THIS PURPOSE, THE REMOTE RELEASE CABINETS ARE LOCATED IN THE FIRE STATION.
PROTECTED SPACES

CARGO MACHINE RM
19 8 4 2 6 3 21 8
19 8 4 2 6 3 21 8
AFTER A FIRE
ALARMS ARE PROVIDED IN ALL THESE ROOMS TO GIVE ADVANCE WARNING WARNING OF DISCHARGE OF CO2. MOTOR SIRENS AND ROTATING LAMPS ARE PROVIDED IN MACHI. CONT. RM, SWITCHBOARD ROOM, HIGH VOLT. TRANSFORMER SPACE, EM'CY GENERATOR RM & EM'CY SWITCHBOARD RM, ELECTRIC 6 INSTRUMENT WORKSHOP. AN EEX-SIGNAL HORN IS PROVIDED IN PAINT STORE. AIR HORNS AND EX-PROOF ROTATING LAMPS ARE PROVIDED IN CARGO MACHINERY ROOM AND MOTOR ROOM. WHEN THESE ALARMS ARE ACTIVATED, ALL PERSONNEL MUST LEAVE THE ROOM IMMEDIATELY.
AFTER A FIRE


LS
LS
LS
LS
LS
LS
LS
LS
NOTE CO2 FIREFIGHTING SYSTEM TO BE USED ONLY FOR FIRE EXTINGUISHING AND NOT INERTING PURPOSE.
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
C01
CO2 & FOAM TANK RM
CO2 BOTTLE RM

PROTECTED SPACES
MOTOR RM

CARGO MACHINE RM
19 8 4 2 6 3 21 8
AFTER A FIRE

10.3.3 Engine Room Hot Foam Fire Extinguishing System

Foam System Maker : No. of sets : Tank capacity : Generator inlet pressure : Emergency Fire Pump No. of sets : Type : Capacity : Motor : Form Concentrate Pump No. of sets : Type : Capacity : Motor: Yamato Protec Corporation 1 8,000 litres 0.4 MPa 1 Vertical centrifugal 630 m3/h at 105 mTH 340 kW x 1,800 rpm 1 Horizontal gear 15 m3/h x 1.30 MPa 18.5 kW x 1,200 rpm There are three concentrate / water mixing units, one has big capacity and the others are small of the same capacity. The combinations of the units are controlled automatically by the main control panel depending upon the protected spaces to be extinguished. The foam is generated by mixing the foam making chemical with sea water at a rate of 2% chemical solution to 98% sea water. The foam chemical mixes with sea water in the proportioner and the combined liquid is pumped to the protected spaces through a 300mm supply line. The generators utilized are designated as YHE-15, YHE-30 and YHE-60, and these have a foam production capability of 16m3/min, 32m3/min and 65m3/min respectively. A total of 131 generators are used with the numbers in each location being as follows : Engine room Engine room casing Engine room store Engine room workshop BOG pipe hood Laboratory Chemical store Inert gas room F.O. heating rooms F.O. pump rooms Incinerator room Diesel generator rooms Steering gear room Stairway 52 generators 12 generators 9 generators 7 generators 2 generators 2 generators 2 generators 9 generators 4 generators 6 generators 4 generators 6 generators 14 generators 2 generators System Operation The system operation is controlled automatically by the programmed logic circuit (PLC) in the control cabinet. In the event of failure of the control system the hot foam system may be controlled manually as described later. The test (maintenance) mode is normally used for testing and maintenance the system by utilizing switches located at the inside of the control cabinet. The hot foam system may be operated from the control panel in the foam tank room or from individual sub panel situated in the fire station. Procedure for Making the Foam System Operational a) Check the foam concentrate tank visually for any damage or leakage. b) Ensure there is sufficient foam chemical in the foam tank. c) Check that the emergency fire pump sea water supply valves are all open. These valves should remain open during normal service.
d) If the weather is cold, the pump and system heaters must be left on.
Description
The Yamato High Expansion Foam fire fighting system provides a local fire extinguishing capability to each of the following areas: Engine room Engine room casing Engine room store Engine room workshop BOG pipe hood Laboratory Chemical store Inert gas room F.O. heating rooms F.O. pump rooms Incinerator room Diesel generator rooms Steering gear room Stairway The system supplies high expansion foam making chemical and salt water or fresh water to the spaces listed above through dedicated lines that are each controlled by electric motor operated butterfly valves. The system is manually operated and can be released from the main control cabinet in the CO2 bottle and foam tank room or the sub control panel in the fire control station. The foam concentrate tank is fitted inside the CO2 bottle and foam tank room which is located on the port side of the A-Deck. The tank is a standard 8,000 litre unit made of steel and has a full charge when it has 7,289 litres of foam making chemical inside. The capacity of the system is designed to be able to supply foam to all of the protected spaces simultaneously.
WARNING
Before activating the hot foam system in any protected compartment, it is essential to ensure that all personnel have been evacuated .Procedure for Operating the System from the Foam Tank Room The following description and valve numbers refer to Illustration 10.3.3aEngine Room Hot Foam Fire Extinguishing System. When the system is not in use valves AV2-4 and AV3-1~AV13 must all be closed. If it is necessary to operate the system in the case of a fire then the following procedure needs to be followed : a) b) c) d) e) f) g) h) i) Ensure that power is available to the control panel and pumps. Ensure that the valves MV1~MV4.are open. Ensure that all personnel are evacuated from the space into which the foam is to be injected and close all doors and openings to that space. Press the PREPARATION button on the control panel. Alarm sounds in engine room. Confirm that the emergency fire pump is running. Press START push button of the area to be flooded after the PREPARATION lamp has been continuous lighting from flickering. Confirm that the foam concentrate pump is running. When the fire is extinguished the system must be manually switched off by pressing the SYSTEM STOP pushbutton. When the fire has been extinguished and the space has cooled down the foam must be cleared from the room before personnel may enter. Precautions must be observed regarding breathable atmosphere and the risk of a further fire outbreak if the seat of the fire has not cooled down completely.
The generators are designed as an integral part of the High Expansion foam system. The generators are constructed from stainless steel and are built as one unit with no moving parts. They each have one discharge nozzle. The water / foam mix enters the generator housing at a pressure of between 0.6 and 0.7 MPa and with the speed at which it passes through the housing it creates a negative pressure. This pressure reduction causes air and smoke to be drawn into the housing so mixing with the foam / water solution to create a high expansion foam. It is important to note that to ensure correct operation of this system only the manufacturers approved foam making chemicals should be used. Electrical power for the pumps and control panels is supplied from the main switchboard distribution system, however back-up power from the emergency switchboard has been provided for. Alarms are provided in the protected spaces to give warning of discharge of the system.
10.3.3a Engine Room Hot Foam Fire Extinguishing System

FIRE STATION
SUB CONTROL PANEL
YAMATO HIGH EXPANSION FORM SYSTEM CONTROL PANEL
ENGINE ROOM
FORM DISCHARGE SECTION VALVE OPEN AV3-1 SECTION VALVE CLOSE AV3-1 PIPE LINE DAMAGE SECTION VALVE OPEN AV3-2 SECTION VALVE CLOSE AV3-2 PIPE LINE DAMAGE SECTION VALVE OPEN AV3-3 SECTION VALVE CLOSE AV3-3 PIPE LINE DAMAGE SECTION VALVE OPEN AV3-4 SECTION VALVE CLOSE AV3-4 PIPE LINE DAMAGE SECTION VALVE OPEN AV3-5 SECTION VALVE CLOSE AV3-5 PIPE LINE DAMAGE
FOAM TANK ROOM
MAIN CONTROL PANEL

SUB CONTROL PANEL
YAMATO HIGH EXPANSION FORM SYSTEM CONTROL PANEL
ENGINE ROOM
FORM DISCHARGE SECTION VALVE OPEN AV3-1 SECTION VALVE CLOSE AV3-1 PIPE LINE DAMAGE SECTION VALVE OPEN AV3-2 SECTION VALVE CLOSE AV3-2 PIPE LINE DAMAGE SECTION VALVE OPEN AV3-3 SECTION VALVE CLOSE AV3-3 PIPE LINE DAMAGE SECTION VALVE OPEN AV3-4 SECTION VALVE CLOSE AV3-4 PIPE LINE DAMAGE SECTION VALVE OPEN AV3-5 SECTION VALVE CLOSE AV3-5 PIPE LINE DAMAGE
ST. GEAR RM
FORM DISCHARGE PIPE LINE DAMAGE SECTION VALVE OPEN AV3-6 SECTION VALVE CLOSE AV3-6
PREPARATION
START
PREPARATION
START
I.G.G. ROOM
F.O. PUMP RM (S)

INCINERATOR RM
ST. GEAR RM
PREPARATION
START
PREPARATION
START
PREPARATION
START
No.1 D/G RM
No.2 D/G RM
No.1 F.O. HEATING RM

PREPARATION
START
PREPARATION
START
PREPARATION
START

PREPARATION
START
PREPARATION
START
PREPARATION
START
I.G.G. ROOM
F.O. PUMP RM (S)

INCINERATOR RM
MAIN POWER EM'CY POWER

TO START TO STOP TO START
WATER SPRAY VALVE OPEN AV1-1 FORM CONCENTRATE VALVE OPEN AV2-1 WATER SPRAY VALVE OPEN AV1-2 FORM CONCENTRATE VALVE OPEN AV2-2 WATER SPRAY VALVE OPEN AV1-3 FORM CONCENTRATE VALVE OPEN AV2-3 FORM CONCENTRATE VALVE OPEN AV2-4
WATER SPRAY VALVE CLOSE AV1-1 FORM CONCENTRATE VALVE CLOSE AV2-1 WATER SPRAY VALVE CLOSE AV1-2 FORM CONCENTRATE VALVE CLOSE AV2-2 WATER SPRAY VALVE CLOSE AV1-3 FORM CONCENTRATE VALVE CLOSE AV2-3 FORM CONCENTRATE VALVE CLOSE AV2-4
WATER SPRAY PRESS. LOW No.1 WATER SPRAY PRESS. LOW No.2 WATER SPRAY PRESS. LOW No.3 FORM CONCENTRATE PRESS. LOW MIX IMPROPER ATTENTION SW. POS.
EM'CY FIRE PUMP READY TO START EM'CY FIRE PUMP RUNNING FRESH WATER LINE USE SEA WATER LINE USE F.W. TANK LEVEL LOW
MAIN AC POWER SOURCE MAIN AC POWER SOURCE
ALARM STOP
ALARM TEST
BUZZER STOP
LAMP TEST
SYSTEM STOP
VDR
- DO NOT START EXCEPT FOR FIRE ENGINE ROOM

TO START
(1) PUSH THE PREPARATION BUTTON. THE ALARMS SOUND IN THE STEERING GEAR ROOM FOR EVACUATION AND THE EMERGENCY FIRE PUMP IS STARTED. (2) MAKE SURE THAT THE PREPARATION LAMP FLICKER TO LIGHT CONTINUOUS, AND PUSH THE STSRT BUTTON. THE SELECTION VALVE TO OPEN AND THE HIGH EXPANSION FOAM IS DISCHARGED. (1) PUSH THE PREPARATION BUTTON. THE ALARMS SOUND IN THE ENGINE ROOM FOR EVACUATION AND THE EMERGENCY FIRE PUMP IS STARTED. (2) MAKE SURE THAT THE PREPARATION LAMP FLICKER TO LIGHT CONTINUOUS, AND PUSH THE STSRT BUTTON. THE SELECTION VALVE TO OPEN AND THE HIGH EXPANSION FOAM IS DISCHARGED. (1) PUSH THE SYSTEM STOP BUTTON. (2) STOP THE EMERGENCY FIRE PUMP MANUALLY.
P DPS
P M AV3-1
STEERING GEAR ROOM

TO START
I.G.G. ROOM
TO START
(1) PUSH THE PREPARATION BUTTON. THE ALARMS SOUND IN THE I.G.G. ROOM FOR EVACUATION AND THE EMERGENCY FIRE PUMP IS STARTED. (2) MAKE SURE THAT THE PREPARATION LAMP FLICKER TO LIGHT CONTINUOUS, AND PUSH THE STSRT BUTTON. THE SELECTION VALVE TO OPEN AND THE HIGH EXPANSION FOAM IS DISCHARGED.
F.O. PUMP. ROOM (S)

(1) PUSH THE PREPARATION BUTTON. THE ALARMS SOUND IN THE PURIFIRE ROOM FOR EVACUATION AND THE EMERGENCY FIRE PUMP IS STARTED. (2) MAKE SURE THAT THE PREPARATION LAMP FLICKER TO LIGHT CONTINUOUS, AND PUSH THE STSRT BUTTON. THE SELECTION VALVE TO OPEN AND THE HIGH EXPANSION FOAM IS DISCHARGED.
PREPARATION
START
PREPARATION
START
PREPARATION
START
TO STOP
(1) PUSH THE SYSTEM STOP BUTTON. (2) STOP THE EMERGENCY FIRE PUMP MANUALLY.
TO STOP
TO STOP
INCINERATOR ROOM
TO START
(1) PUSH THE PREPARATION BUTTON. THE ALARMS SOUND IN THE INCINERATOR ROOM FOR EVACUATION AND THE EMERGENCY FIRE PUMP IS STARTED. (2) MAKE SURE THAT THE PREPARATION LAMP FLICKER TO LIGHT CONTINUOUS, AND PUSH THE STSRT BUTTON. THE SELECTION VALVE TO OPEN AND THE HIGH EXPANSION FOAM IS DISCHARGED.
No.1 D/G ROOM

TO START
(1) PUSH THE PREPARATION BUTTON. THE ALARMS SOUND IN THE No.1 D/G ROOM FOR EVACUATION AND THE EMERGENCY FIRE PUMP IS STARTED. (2) MAKE SURE THAT THE PREPARATION LAMP FLICKER TO LIGHT CONTINUOUS, AND PUSH THE STSRT BUTTON. THE SELECTION VALVE TO OPEN AND THE HIGH EXPANSION FOAM IS DISCHARGED.
No.2 D/G ROOM

TO START
No.1 F.O. HEATING ROOM

(1) PUSH THE PREPARATION BUTTON. THE ALARMS SOUND IN THE No.1 F.O. HEATING ROOM FOR EVACUATION AND THE EMERGENCY FIRE PUMP IS STARTED. (2) MAKE SURE THAT THE PREPARATION LAMP FLICKER TO LIGHT CONTINUOUS, AND PUSH THE STSRT BUTTON. THE SELECTION VALVE TO OPEN AND THE HIGH EXPANSION FOAM IS DISCHARGED.
No.1 D/G RM
No.2 D/G RM

TO STOP
TO STOP
TO STOP
TO STOP

TO START
(FOAM FILL UP TIME (NORMAL CONDITION))

TANK TOP 4TH DECK F.O. PUMP ROOM (P) F.O. PUMP ROOM (S) 3RD DECK I.G.G. ROOM CHEMICAL STORE ENG. STORE No.1 D/G ROOM No.2 D/G ROOM STEERING GEAR ROOM 3 min 5 min 2 min 2 min 9 min 4 min 3 min 3 min 3 min 2 min 3 min 2ND DECK I.G.G. ROOM No.1 F.O. HEATING RM No.2 F.O. HEATING RM LABORATORY BOG PIPE HOOD ENG. WORK SHOP STAIRWAY UPPER DECK I.G.G. ROOM INCINERATOR. ROOM CASING 11 min 6 min 2 min 2 min 2 min 2 min 2 min 2 min 12 min 7 min 2 min 17 min
(CAUTION)
(1) AFTER THE FIRE EXTINGUISHED, THE PROTECTED SPACE SHOULD BE COOLED AND VENTILATED WELL BEFORE ANY CREW ENTERS THERE. (2) IF THE SYSTEM CAN NOT BE OPERATED AUTOMATICALLY, OPERATE MANUALLY AT FOAM TANK ROOM. (3) AFTER USING THE SYSTEM, THE TANK IS TO BE FILLED WITH FOAM CONCENTRATE UP TO THE REQUIRED LEVEL. (4) BEFORE USING THE SYSTEM, FIXED LOCAL APPLICATION FIRE FIGHTING SYSTEM IS TO BE STOPPED.
TO STOP
ENGINE RM (S) LOWER

P DPS P M AV3-2
PREPARATION
START
PREPARATION
START
PREPARATION
START
YAmATO PROTECT CORPORATION

PREPARATION
START
WATER SPRAY VALVE OPEN AV1-1 FORM CONCENTRATE VALVE OPEN AV2-1 WATER SPRAY VALVE OPEN AV1-2 FORM CONCENTRATE VALVE OPEN AV2-2 WATER SPRAY VALVE OPEN AV1-3 FORM CONCENTRATE VALVE OPEN AV2-3 FORM CONCENTRATE VALVE OPEN AV2-4
WATER SPRAY VALVE CLOSE AV1-1 FORM CONCENTRATE VALVE CLOSE AV2-1 WATER SPRAY VALVE CLOSE AV1-2 FORM CONCENTRATE VALVE CLOSE AV2-2 WATER SPRAY VALVE CLOSE AV1-3 FORM CONCENTRATE VALVE CLOSE AV2-3 FORM CONCENTRATE VALVE CLOSE AV2-4
WATER SPRAY PRESS. LOW No.1 WATER SPRAY PRESS. LOW No.2 WATER SPRAY PRESS. LOW No.3 FORM CONCENTRATE PRESS. LOW MIX IMPROPER ATTENTION SW. POS.
EM'CY FIRE PUMP READY TO START EM'CY FIRE PUMP RUNNING FRESH WATER LINE USE SEA WATER LINE USE F.W. TANK LEVEL LOW
MAIN AC POWER SOURCE MAIN AC POWER SOURCE
ALARM STOP
ALARM TEST
ENGINE RM (P) LOWER

P DPS P M AV3-3
BUZZER STOP
LAMP TEST
SYSTEM STOP
- DO NOT START EXCEPT FOR FIRE ENGINE ROOM

TO START
(1) PUSH THE PREPARATION BUTTON. THE ALARMS SOUND IN THE ENGINE ROOM FOR EVACUATION AND THE EMERGENCY FIRE PUMP IS STARTED. (2) MAKE SURE THAT THE PREPARATION LAMP FLICKER TO LIGHT CONTINUOUS, AND PUSH THE STSRT BUTTON. THE SELECTION VALVE TO OPEN AND THE HIGH EXPANSION FOAM IS DISCHARGED.
ENGINE RM (S) MIDDLE & UPPER

F.O. PUMP. ROOM (S)
TO START
(1) PUSH THE PREPARATION BUTTON. THE ALARMS SOUND IN THE PURIFIRE ROOM FOR EVACUATION AND THE EMERGENCY FIRE PUMP IS STARTED. (2) MAKE SURE THAT THE PREPARATION LAMP FLICKER TO LIGHT CONTINUOUS, AND PUSH THE STSRT BUTTON. THE SELECTION VALVE TO OPEN AND THE HIGH EXPANSION FOAM IS DISCHARGED.
STEERING GEAR ROOM

TO START
(1) PUSH THE PREPARATION BUTTON. THE ALARMS SOUND IN THE STEERING GEAR ROOM FOR EVACUATION AND THE EMERGENCY FIRE PUMP IS STARTED. (2) MAKE SURE THAT THE PREPARATION LAMP FLICKER TO LIGHT CONTINUOUS, AND PUSH THE STSRT BUTTON. THE SELECTION VALVE TO OPEN AND THE HIGH EXPANSION FOAM IS DISCHARGED.
I.G.G. ROOM
TO START
(1) PUSH THE PREPARATION BUTTON. THE ALARMS SOUND IN THE I.G.G. ROOM FOR EVACUATION AND THE EMERGENCY FIRE PUMP IS STARTED. (2) MAKE SURE THAT THE PREPARATION LAMP FLICKER TO LIGHT CONTINUOUS, AND PUSH THE STSRT BUTTON. THE SELECTION VALVE TO OPEN AND THE HIGH EXPANSION FOAM IS DISCHARGED.
TO STOP
TO STOP
TO STOP
TO STOP
FILLING PIPE
AV2-1 M DPS PI1 AV1-1 M
P DPS
P M AV3-4
INCINERATOR ROOM
TO START
(1) PUSH THE PREPARATION BUTTON. THE ALARMS SOUND IN THE INCINERATOR ROOM FOR EVACUATION AND THE EMERGENCY FIRE PUMP IS STARTED. (2) MAKE SURE THAT THE PREPARATION LAMP FLICKER TO LIGHT CONTINUOUS, AND PUSH THE STSRT BUTTON. THE SELECTION VALVE TO OPEN AND THE HIGH EXPANSION FOAM IS DISCHARGED.
No.1 D/G ROOM

TO START
No.2 D/G ROOM

TO START

TO START
TO STOP
TO STOP
TO STOP
TO STOP
P
PS P DPS MV1 P M AV3-5
ENGINE RM (P) MIDDLE & UPPER

ENGINE WORK SHOP BOG PIPE HOOD LABORATORY STAIRWAY ENGINE STORE CHEMICAL STORE

TO START

(CAUTION)
(1) AFTER THE FIRE EXTINGUISHED, THE PROTECTED SPACE SHOULD BE COOLED AND VENTILATED WELL BEFORE ANY CREW ENTERS THERE. (2) IF THE SYSTEM CAN NOT BE OPERATED AUTOMATICALLY, OPERATE MANUALLY AT FOAM TANK ROOM. (3) AFTER USING THE SYSTEM, THE TANK IS TO BE FILLED WITH FOAM CONCENTRATE UP TO THE REQUIRED LEVEL. (4) BEFORE USING THE SYSTEM, FIXED LOCAL APPLICATION FIRE FIGHTING SYSTEM IS TO BE STOPPED.
TO STOP
FOAM TANK
AV2-2 M
DPS PI2 AV1-2 M
P
PS
P DPS
P M AV3-6
STEERING GEAR ROOM

MV2 P DPS P M AV3-7
MV4 AV2-4 M
PI4
P
PS AV2-3 M
DPS PI3 AV1-3 M PROPORTIONER
OPERATING INSTRUCTION FOR YAMATO HIGH-EXPANSION FOAM SYSTEM - DO NOT START EXCEPT FOR FIRE THIS SYSTEM CAN BE OPERATED AUTOMATICALLY FROM THE CONTROL PANEL. HOWEVER, IF THE SYSTEM IS OPERATED MANUALLY, PERFORM FOLLOWING OPERATION.
(PREPARATION) CONFIRM THE VALVE MV1, MV2, MV3, MV4 ARE OPENED.
P
PS P MV3
I.G.G. ROOM
P DPS M AV3-8
FOAM CONCENTRATE PUMP

I.G.G. ROOM
TO START
(1) START THE EMERGENCY FIRE PUMP. (2) WHEN THE PRESSURE GAUGE (PI1) SHOWS MORE THAN 0.6MPa, OPEN THE VALVES (AV1-1), (AV2-1), (AV2-4) AND START THE FOAM CONCENTRATE PUMP. (3) WHEN THE PRESSURE GAUGE (PI4) SHOWS MORE THAN 0.7MPa, OPEN THE VALVE (AV3-7).
ENGINE ROOM
TO START
(1) START THE EMERGENCY FIRE PUMP. (2) WHEN THE PRESSURE GAUGE (PI1), (PI2), (PI3) SHOWS MORE THAN 0.6MPa, OPEN THE VALVES (AV1-1), (AV1-2), (AV1-3), (AV2-1), (AV2-2), (AV2-3), (AV2-4) AND START THE FOAM CONCENTRATE PUMP. (3) WHEN THE PRESSURE GAUGE (PI4) SHOWS MORE THAN 0.7MPa, OPEN THE VALVES (AV3-1), (AV3-2), (AV3-3), (AV3-4), (AV3-5), (AV3-7), (AV3-8), (AV3-9), (AV3-10), (AV3-11), (AV3-12) AND (AV3-13).
STEERING GEAR ROOM

TO START
F.O. PUMP. ROOM (S)

TO START
PUMP START PANEL

MICRO FOG PUMP
SOURCE RUNNING OVER LOAD
F.O. PUMP ROOM (S)

P P DPS M AV3-9
TO STOP
(1) STOP THE EMERGENCY FIRE PUMP AND FOAM CONCENTRATE PUMP. (2) CLOSE THE VALVES (AV1-1), (AV2-1), (AV2-4) AND (AV3-6).
TO STOP
TO STOP
A ~
SOURCE
TO STOP
(1) STOP THE EMERGENCY FIRE PUMP AND FOAM CONCENTRATE PUMP. (2) CLOSE THE VALVES (AV1-1), (AV1-2), (AV1-3), (AV2-1), (AV2-2), (AV2-3), (AV2-4), (AV3-1), (AV3-2), (AV3-3), (AV3-4), (AV3-5), (AV3-6), (AV3-7), (AV3-8), (AV3-9), (AV3-10), (AV3-11), (AV3-12), AND (AV3-13).
SPACE HEATER
STOP
START
INCINERATOR ROOM
TO START
No.1 D/G ROOM

TO START
No.2 D/G ROOM

TO START

TO START
POWER SOURCE
SPACE HEATER ON OFF
MAN
REM
INCINERATOR ROOM
Y P
TO STOP
TO STOP
TO STOP
TO STOP
P DPS
P M AV3-10

TO START

(CAUTION)
(1) AFTER THE FIRE EXTINGUISHED, THE PROTECTED SPACE SHOULD BE COOLED AND VENTILATED WELL BEFORE ANY CREW ENTERS THERE. (2) IF THE SYSTEM CAN NOT BE OPERATED AUTOMATICALLY, OPERATE MANUALLY AT FOAM TANK ROOM.
No.1 D/G ROOM

300 P DPS FIRE MAIN P DPS
TEST LINE
(3) AFTER USING THE SYSTEM, THE TANK IS TO BE FILLED WITH FOAM CONCENTRATE UP TO THE REQUIRED LEVEL. (4) BEFORE USING THE SYSTEM, FIXED LOCAL APPLICATION FIRE FIGHTING SYSTEM IS TO BE STOPPED.
TO STOP
P M AV3-11
FS
ICAS
S
DPS
P PI1
PS AV1-1 M
AV2-1 M
F.W. TANK
FOAM CONCENTRATE TANK
MV4 AV2-4 M PI4 P PS
MV1 DPS
P PI2
PS AV1-2 M
AV2-2 M
STARTER
POWER SOURCE
No.2 D/G ROOM

P M AV3-12
MV2 DPS
P PI3
PS AV1-3 M
AV2-3 M
FCP
PI5 P MV3
FROM EFP
DPS
P DPS P AV3-1 M
P DPS P AV3-2 M
P DPS P AV3-3 M
P DPS P AV3-4 M
P DPS P AV3-5 M
P DPS P AV3-6 M
P DPS P AV3-7 M
P DPS P AV3-8 M
P DPS P AV3-9 M
P DPS P AV3-10 M
P DPS P AV3-11 M
P DPS P AV3-12 M

S
P AV3-13 M
ENGINE RM (S) LOWER
ENGINE RM (S) MIDDLE & UPPER
ENGINE RM (P) LOWER
ENGINE RM (P) MIDDLE & UPPER
ENG. WORK SHOP BOG PIPE HOOD LABORATORY STAIRWAY ENGINE STORE CHEMICAL STORE
I.G.G. ROOM
INCINERATOR RM No.1 D/G RM
No.2 D/G RM
No.2 F.O. HTG RM
F.O. PUMP RM (S) STEERING GEAR RM
No.1 F.O. HTG RM
P PI5
P DPS
P M AV3-13
OPERATING INSTRUCTION
EM'CY FIRE PUMP
AIR TEST CONNECTION
TEST LINE
10.3.4 Engine Room Local Fire Extinguishing System

Water Fog System Maker : Fresh Water tank : Pump unit No. of sets :
Yamato Protec Corporation 2.0 m3 5.5 m3/h x7.2 Mpa, 15kW x1,800rpm 1set
Operation of the system is activated by the control panel when protected area fire detector heads indicate a fire in a particular area or a manual call point is activated for a particular area. Water fog is only released into the protected space in which there is a fire. in which there is a fire. There are remote activation pushbuttons situated on the control panel in the fire control station. The alarm indicator panel is located in the wheelhouse. The system uses fresh water in order to reduce the risk of corrosion but the lines are dry between the solenoid valves and the spray heads unless the system is actually operating. The fresh water is supplied from the general service fresh water system via supply valve 202VPG, which must always be closed. The water fog unit is located at starboard on 3rd deck near the engine store. The fresh water fog system releases water fog into a space automatically when a fire is detected by the protected area fire detection head(s). It can also be activated by pressing the appropriate local area pushbutton.
Description
Pressurized water forced through atomizer heads will break down into very fine droplets. These droplets have a very effective extinguishing effect on fires, even oil fires. The fine droplets remain suspended in the air and so they do not disturb the oil surface nor do they settle to form a water layer on which burning oil could float. Fine water droplets present a large surface area to the fire and so they exert a cooling effect as the droplets rapidly evaporate. The large droplet concentration and the evaporation have the effect of reducing the local oxygen level. The cooling effect and the reduced local oxygen concentration result in the fire being extinguished.
The fresh water fog fire extinguishing system relies upon the delivery of high pressure water to nozzle heads located at sites of fire risk. Ten areas are protected by the water fog system, these are : No.1 main boiler burners platform No.2 main boiler burners platform No.1 diesel generator engine top No.2 diesel generator engine top I.G.G. burner zone Incinerator burner zone Port F.O. pump room Starboard F.O. pump room Port F.O. heating room Starboard F.O. heating room 2 heads 2 heads 3 heads 3 heads 1 head 1 head 1 head 2 heads 1 head 1 head
Procedure for Setting the Water Fog System for Operation a) Check that the fresh water tank has sufficient water level. (Note : There should always be sufficient fresh water available to cover the largest section for a minimum of 20 minutes.) e) Set the valves as in the following table : Description Position Open Pump suction valve Closed FW supply valve Closed Test and air supply valve Closed Drain valves Operational All supply solenoid valves Ensure that the engine room fire alarm monitoring system switch is set to automatic mode.
Valve
201VPG 202VPG
Each protected space can be released locally either by pushbutton located near each protected area inside engine room or remotely on the control panel in fire control station. The protected areas also are monitored by the fire detection system which will operate the water fog system if a detector head is activated. The protected areas are provided with a number of nozzle heads fitted in the supply pipe for that area. The main supply line to the area has a solenoid operated isolating valve. The solenoid valve is activated by the fire control system when a fire detector senses a fire in the protected area. When the system is released, fresh water from the fresh water tank of 2 m is pumped up to 7.0 MPa and is sprayed from the nozzle. The system can be operated with fresh water stored in the tank for 20 minutes. The fresh water will be refilled from the ship's fresh water service system.
3
f)
g) At the water fog main control panel ensure that the panel power lamp is illuminated. h) The water fog system is now operational. Press the START pushbutton for the spray section for more than 2 sec. when manual starting. The nozzle heads and valves should be checked at intervals in order to detect any leakage. The system is stopped by pressing the STOP pushbutton on the control panel in the fire control room.
10.3.4a
Engine Room Local Fire Extinguishing System

FIRE STATION WHEELHOUSE
LOCAL FIRE FIGHTING SYSTEM CONTROL PANEL
FOR VDR
INERT GAS GENERATOR
PRE ALARM FIRE
No.1 MAIN BLR

PRE ALARM FIRE
No.2 MAIN BLR

PRE ALARM FIRE
No.1 AUX. D/G

PRE ALARM FIRE
No.2 AUX. D/G

PRE ALARM FIRE
START
START
START
START
START
LOCAL FIRE FIGHTING SYSTEM EXTENSION INDICATOR PANEL
INCINERATOR
No.1 FO PUMP RM
PRE ALARM FIRE
No.2 FO PUMP RM
PRE ALARM FIRE
No.1 FO HTG RM
PRE ALARM FIRE
No.2 FO HTG RM
PRE ALARM FIRE
FROM F.W.TK SUC.LINE
PRE ALARM
FIRE
FOR ICAS
SOURCE
ABNORMAL
AUTO
START
START
START
START
START
NO.1 MAIN BLR
NO.2 MAIN BLR
NO.1 AUX. D/G
NO.2 AUX. D/G
INERT GAS GENERATOR
POWER
PUMP ACTIVE
WATER LOW PRESS
WATER TK LOW LEVEL
ABNORMAL
INCINERATOR
LAMP & BUZZER TEST SEC. VALVE CLOSED
NO.1 F.O. PUMP RM
NO.2 F.O. PUMP RM
NO.1 F.O. HTG RM
NO.2 F.O. HTG RM
AUTO
MANUAL
STOP ALARM
BUZZER STOP
STOP (RESET)
BUZZER STOP
LAMP TEST
202VPG
PUMP START PANEL

LAL 940
FS
MICRO FOG PUMP

SOURCE RUNNING OVER LOAD
SOURCE
A ~
LOCAL FIRE FIGHTING SYSTEM - OPERATION MANUAL In case of fire, proceed with following operation. (Manual Operation) SYSTEM START Push "START" switch for the discharge section for more than 2 seconds. "FIRE" lamp for the discharge section is turned on and the mist is discharged to the protected area.
40
2.0m F.W.TK
SYSTEM STOP Push "STOP" switch. "FIRE" lamp for the discharge section is turned off and the mist discharge is stopped. The system is returned to "Standby" mode automatically. CHANGE OF DISCHARGE SECTION Push "START" switch for the desired section while operating one section . The mist spray in operating section stops and the mist spray for new section starts. No intermediate operation of "STOP" switch is necessary for changing the discharge section. NOTE a) Do not operate the switches except for fire or test of the system. b) For the operational test of pump, push "SEC. VALVE CLOSED (PUMP TEST)" at first, then push "START" switch for any section. All section valves are kept closed and the pump is operated returning the discharged water tottally to the fresh water tank. c) Relevant ventilations will stop when the system starts.
SPACE HEATER
STOP
START
SPACE HEATER ON OFF
MAN
REM
P ROTEC
AmATO
Y P
YAMATO PROTECT CORPORATION
NO.1 MAIN BLR

MANUAL OPERATING BOX
STOP
LOCAL FIRE FIGHTING SYSTEM
NO.2 MAIN BLR

PS
START
STOP
SOLENOID V.PANEL
M
40
201VPG
P
40 S
NO.1 AUX. D/G

STOP
START
S
START LOCAL FIRE FIGHTING SYSTEM
STOP
INERT GAS GENERATOR

STOP
TEST V.
15 SERV.AIR
START
INCINERATOR
STOP
START
S
No.1 F.O. PUMP ROOM

STOP
START
No.2 F.O. PUMP ROOM

S
STOP
START

STOP
START
TO CLEAN DRAIN TK

STOP
START
CL OS E
OP EN
CL OS E
OP EN
CL OS E
OP EN
CL OS E
OP EN
CL OS E
OP EN
CL OS E
OP EN
CL OS E
OP EN
PUMP UNIT
NO.2 AUX. D/G

CL OS E
EN OP
CL OS E
OP EN
CL OS E
OP EN
CL OS E
OP EN
CL OS E
EN OP
CL OS E
EN OP
CL OS E
EN OP
CL OS E
EN OP
CL OS E
EN OP
CL OS E
EN OP
CL OS E
EN OP
CL OS E
EN OP
CL OS E
EN OP
10.3.5 Quick Closing Valves & Fire Dampers System

Description
All the outlet valves from the fuel oil and lubricating oil tanks, from which oil could flow to feed a fire, are equipped with air operated quick-closing valves, which are controlled from the fire control station. They are supplied from an air receiver situated in the quick-closing valve bottle cabinet, also located in the fire control station. The reservoir is supplied, at a pressure of 0.85 MPa, directly from the service air main system. The inlet valve 161VPE to the quick-closing valve air receiver is locked open. The quick-closing valve air receiver is fitted with a low pressure alarm switch. The tanks are grouped into four systems, with one three-way cock operating each system. In normal operation the supply line to each group of tank valves is vented to atmosphere, but when the cock is turned, air is supplied to pistons, which collapse the bridge of each valve in that group, thus causing the valve to close. C The valves are reset by venting the air supply and operating the valve hand wheel in a closed direction to reset the bridge mechanism and then opening the valve in the normal way. The quick closing valve fitted on the emergency generator gas oil tank and the generator engine diesel oil service tank is operated by a directly so as to enable to feed the fuel to emergency diesel generator or main diesel generator in the event of a fire. D Oil Tank Quick-Closing Valves Group A B Tank Diesel generator DO service tank to diesel generator Diesel generator DO service tank to boiler burner Starboard DO storage tank suction Low sulphur FO tank suction No.1 FO settling tanks suction Starboard FO side tank suction Generator engine LO renovating tank suction Generator engine LO storage tank suction LO renovating tank LO storage tank suction LO gravity tank for main turbine Aux. turbine LO renovating tank suction Aux. turbine LO storage tank suction Incinerator DO service tank suction Waste oil settling tank suction FO additive tank suction IGG gas oil tank Port DO storage tank suction No.2 FO settling tanks suction Port FO side tank suction Emergency generator gas oil service tank suction Valve
701, 711VPL 232, 233VPL 231VPL 204VPL 001, 002VPL 201VPL 152VPK 153VPK 125VPK 123VPK 015VPK 425VPK 423VPK 363VPL 361, 362VPL 261VPL 221VPL 223VPL 101, 102VPL 202VPL 401VPL
Group E
F G
H I J
Applications Engine room supply ventilation fans dampers Engine room exhaust fans dampers Workshop welding space exhaust fan damper Funnel exhaust fire damper No.1 D/G room fire dampers No.2 D/G room fire dampers Starboard FO pump room fire dampers Port FO pump room fire dampers Starboard FO heating room fire dampers Port FO heating room fire dampers Inert gas room fire dampers Incinerator room fire dampers Machinery control room fire dampers Switchboard rooms fire dampers Transfer rooms fire dampers Steering gear room supply ventilation fan damper Emergency generator room air suction damper Emergency generator room exhaust fan damper Emergency generator exhaust duct damper Paint store exhaust fan damper Cargo machinery room exhaust fan damper Cargo compressor motor room ventilation fan damper
CAUTION
Some tanks such as lubricating oil daily use tanks do not have quick closing apparatus fitted. This is because they are normally closed and only opened for short periods when required. It is important to ensure that these are always closed when not in use.
Ventilation Fire Dampers and Emergency Stops Ventilation dampers are installed at various locations in order to shut off the flow of air which would feed a fire in a particular compartment. The dampers are to be closed in the event of a fire and ventilation fans shut off. In the event of a fire in a space where CO2 is used ventilation is automatically shut off when the system is initiated. Ventilation systems in the engine room and cargo machinery and motor rooms are provided with fan stops and fire dampers. Fans and ventilation dampers may be stopped locally or remotely as required depending upon the nature of the incident. The fire dampers for those compartments are equipped with air operated cylinders, which are controlled by the compressed air from the air receiver that is commonly used with the quick-closing valve operation. The dampers are grouped into six systems, with one three-way cock operating each system and a solenoid three-way cock for each compartment. In normal operation, the supply line to each group of tank valves is fed to the cylinders, but when the cock is turned, air is vented to atmosphere from cylinders, and then dampers are closed by the counter weight fitted to the lever for damper operation. The dampers are reset by supplying the air from the fire station.
The fire control station emergency panel has pushbuttons to stop the following : Boiler forced draft fans Supply and exhaust fans Lubricating oil pumps Fuel oil pumps Cargo machinery and motor rooms supply and exhaust fans In the fire control station there are emergency stop panels which contain stops for fans and fire dampers in the engine room and cargo machinery rooms, together with stops for machinery which might aggravate a fire situation. Within the accommodation fire doors provide protection and these must be closed in the event of a fire. The doors are of the self-closing type and are kept open by means of magnetic catches which are released locally or remotely from the bridge panel in the event of a fire.
10.3.5a Quick Closing Valves & Fire Dampers System

FIRE STATION
COMP.MOTOR RM SUPPLY FAN
J I H F D
S S
EMERG.GEN.RM
CARGO MACH.RM EXH.FAN PAINT STORE EXH..FAN E/G RM DAMPER
P
S S
PAL 755
AIR RESERV.
161VPE
401VPL
E/G DO SERV. TK STEER.GEAR RM SUPPLY.FAN
E
S S S S S S S S S S S S S
NO.4 SUPPLY VENT FAN NO.3 SUPPLY VENT FAN NO.2 SUPPLY VENT FAN NO.1 SUPPLY VENT FAN NO.2 EXH.VENT FAN INCINERATOR D.O. SERV. TK W.O.SETT.TK NO.2 NO.1 F.O. ADD.TK NO.1 EXH.VENT FAN W/S WELD.SP EXH.FAN FUNNEL EXH.DAMPER
NO.1 D/G RM NO.2 D/G RM PURIF.RM EXH.FAN F.O.PUMP RM (S) IGG RM INCINERATOR RM MACH.CONT.RM NO.1/2 SWICHBOARD RM NO.1 / 2 TRANS.RM FROM G.S. AIR
D.O. STOR. TK (P)
IGG GAS OIL TK
F.O. SIDE TK (P)
No.2 F.O. SETT. TK
F.O.HEATING RM (P) F.O.PUMP RM (P) F.O.HEATING RM (S)
223VPL
221VPL
202VPL
101VPL
102VPL
C A B
711VPL
233VPL
701VPL
232VPL
231VPL
204VPL
201VPL
001VPL
002VPL
425VPK
423VPK
152VPK
153VPK
125VPK
123VPK
015VPK
NO.2 GEN. ENG. NO.1 GEN. ENG. D.O. SERV. TK D.O. SERV. TK
D.O. STOR. TK (S)
LOW SULPHER F.O. TK
F.O. SIDE TK (S)
NO.1 F.O. SETT. TK
AUX. T. L.O. RENOV. TK
AUX. T. L.O. STOR. TK
GEN.. ENG. L.O. GEN.. ENG. L.O. L.O. RENOV. TK STOR. TK RENOV. TK
L.O. STOR. TK
L.O. GRAV. TK
25

LNGC Machinery System Operation Manual

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L

GRAND ELENA AND GRAND ARIVA Machinery System Operation Manual

ISSUESD FEB. 20, 2007

Notices The following notices occur throughout this manual :

Index - Machinery System Operation Manual

Fuel Oil and Fuel Gas Service Systems

Condensate and Feed Water Systems

PART 2: MACHINERY COMMISSIONING OPERATIONAL OVERVIEW

Lubricating Oil Systems

PART 3: SHIPS SYSTEMS

3.8 3.3 Compressed Air Systems

Engine Room Bilge Systems

Illustrations 3.9 Sanitary and Fresh Water Service Systems

Fresh Water Cooling Systems

Illustrations 3.5 Sea Water Systems

Index - Machinery System Operation Manual

PART 5: ELECTRIC POWER GENERATING SYSTEM

PART 7: ENGINE ROOM BALLAST SYSTEM

PART 8: INTEGRATED CONTROL AND AUTOMATION SYSTEM

PART 9: EMERGENCY PROCEDURES

Power Distribution System

PART 6: AUXILIARY MACHINERY

Part 10: FIRE FIGHTING SYSTEMS

1.1 1.2 1.3 1.4 1.5 1.6 1.7

NAV. BRI. DECK

CARGO MACHINERY ROOM

UPPER DECK (CENT.)

UPPER DECK (SIDE)

NO.1 DIST.W.TK.(P) F.W.TK.(S) 2ND DECK(22,850)

ER O.S ER D. O.S G/E D. .1 G/E NO .2 NO

UNDER DECK PASSAGE (P & S)(22,850)

FORWARD STORE FLAT (22.850m)

I.G.G.GAS OIL TK(P)

SULPH UR F.O .SIDE . TK(S) TK (P)

STEER. ENG. FLAT (16,550) 3RD DECK(15,650)

F.O. SID E F.O. SID TK (P) E TK (S)

B.W.(P) ECHO SOUND. & MAG. LOG COMP.

ECHO SOUND. COMP.

DOUBLE BOTTOM PIPE PASSAGE

BILGE PRIMARY SECT. (S)

FO R'D (P W.B &S ) .T

W . F.O RFLO OVE

FRP 00 . S. 8 6,000 15,200

FRP 900 . S. 45,000

FRP 4,700 .S.

FRP 5,300 .S. 45,000

FRP 5,000 .S.

FRP 4,700 .S.

FRP 5,300 .S.

FRP 5,000 .S. 45,000

FRP 4,700 .S.

FRP 5,300 .S. 45,300

FRP 5,000 .S.

FRP 3,200 .S. 32,000

VIEW OF BRIDGE FRONT & TANK SECTION

MAX. WORKING RADIUS ABT. 21,000

OUTREACH 4.0m FROM SHIP'S PARALLEL LINE

MAX. WORKING RADIUS ABT. 9,000

MAX. WORKING RADIUS ABT. 9,000

MIN. WORKING RADIUS ABT. 3,000 E.C.FL. CAPS. B. PILOT LADD.REEL

LIFE BOAT (50P) (OV.)

ACCOMM. LADD. STOW. SP.

UP SECURITY GUARD HOUSE