Maersk Seletar Machinery Manual

Maersk Seletar
List of Contents Issue and Updates Machinery Symbols and Colour Scheme Electrical And Instrumentation Symbols Principal Machinery Particulars Introduction
Illustrations 2.1.1a Main Engine 2.1.2a Common Rail Pump 2.1.2b Injection Unit Layout 2.1.2c Exhaust Valve Control 2.1.2d Starting Valve Control 2.1.3a Remote Control System 2.1.4a Engine Safety System Panel 2.1.5a Digital Governor Panel
Machinery Operating Manual

2.5 Fresh Water Cooling Systems 2.5.1 High Temperature Fresh Water Cooling System 2.5.2 Low Temperature Fresh Water Cooling System 2.5.3 Reefer Container Fresh Water Cooling System 2.5.1a High Temperature Fresh Water Cooling System 2.5.2a Low Temperature Fresh Water Cooling System 2.5.2b Stabiliser Fresh Water Cooling System 2.5.3a Reefer Containers Fresh Water Cooling System
Illustrations
Section 1: Operational Overview and Engine Room Arrangement

1.1 Operational Overview 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 1.10 1.11 1.10a 1.10b 1.10c 1.10d 1.10e 1.10f 1.10g 1.10h 1.11a 1.11b To Bring Vessel into Live Condition To Prepare Main Plant for Operation To Prepare Main Plant for Manoeuvring from In Port Condition To Change Main Plant from Manoeuvring to Full Away To Prepare for UMS Operation To Change from UMS to Manned Operation To Change Main Plant from Full Away to Manoeuvring Condition To Secure Main Plant at Finished With Engines To Secure Main Plant for Dry Dock Engine Room Arrangement Tank Capacity Tables Engine Room - Floor Engine Room - Partial Deck Engine Room - 3rd Deck Engine Room - 2nd Deck Engine Room - Upper, A, B and C Decks Engine Room - D, E, F and Navigation Decks Engine Room - Elevation Engine Control Room Tank Capacity Tables 1 Tank Capacity Table 2
2.2 Boilers and Steam Systems 2.3 2.2.1 2.2.2 2.2.3 2.2.4 2.2.5 General Description Boiler Control Systems Sootblowers Steam System Exhaust Gas Boiler
2.6 Fuel Oil and Diesel Oil Service Systems 2.6.1 2.6.2 2.6.3 2.6.4 Main Engine Fuel Oil Service System Generator Engines Fuel Oil Service System Boiler Fuel Oil System Engine Room Waste Oil and Drains System
Illustrations 2.2.1a Auxiliary Boiler 2.2.2a Boiler Control Panel 2.2.2b Boiler Operating Sequence 2.2.4a Engine Room Steam System 2.2.4b Steam System Outside the Engine Room 2.2.5a Exhaust Gas Boiler Condensate and Feed Water Systems 2.3.1 2.3.2 2.3.3 2.3.4 Condensate Systems Boiler Feed Water System Water Sampling and Treatment System Distilled Water Transfer and Distribution System
Illustrations 2.6a Fuel Oil Viscosity - Temperature Graph 2.6.1a Main Engine Fuel Oil Service System 2.6.2a Generator Engines Fuel Oil Service System 2.6.3a Boiler Fuel Oil Service System 2.6.4a Waste Oil and Drains System
2.7 Fuel Oil and Diesel Oil Transfer Systems 2.8 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System 2.7.2 Fuel Oil and Diesel Oil Separating System 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System 2.7.2a Fuel Oil Separating System 2.7.2b Fuel Oil Separator Control Panel Lubricating Oil Systems 2 8.1 2 8.2 2.8.3 2.8.4 2.8.5 2.8.6 Main Engine Lubricating Oil System Turbocharger Lubricating Oil System Generator Engines Lubricating Oil System Stern Tube Lubricating Oil System Lubricating Oil Separating Systems Lubricating Oil Filling and Transfer System
Illustrations
Illustrations
Illustrations 2.3.1a Engine Room Condensate System 2.3.1b Condensate System Outside the Engine Room 2.3.2a Boiler Feed Water System 2.3.4a Distilled Water Transfer and Distribution System
Section 2:
2.1
Main Engine and Auxiliary Systems

Main Engine Details WECS 9520 Engine Control Main Engine Manoeuvring Control Main Engine Safety System Digital Governor
2.4 Sea Water Systems 2.4 1 Main and Auxiliary Sea Water Systems 2.4.2 Fresh Water Generator
Main Engine 2.1.1 2.1.2 2.1.3 2.1.4 2.1.5
Illustrations Illustrations 2.4.1a Main and Auxiliary Sea Water CoolingSystem 2.4.1b Backflushing a Main or Reefer Plate Cooler 2.4.2a Fresh Water Generator System 2.8.1a Main Engine Lubricating Oil System 2.8.1b Main Engine Cylinder Lubricating Oil System 2.8.1c Arrangement of Pulse Jet Cylinder Oil Quills 2.8.1d Pulse Jet Cylinder Lubrication System 2.8.2a Main Engine Turbochargers Lubricating Oil System 2.8.4a Stern Tube Lubricating Oil System Front Matter - Page 1 of 22
Issue: Draft 1 - July 2007
IMO No: 9315197
Maersk Seletar
2.8.4b Stern Tube Seals 2.8.5a Lubricating Oil Separating System 2.8.5b Lubricating Oil Separator Control Panel 2.8.6a Lubricating Oil Filling and Transfer System Illustrations 2.12.1a Generator Local Control Panel 2.12.2a Emergency Generator Control Panel Illustrations

2.14.5 Sewage Treatment 2.14.6 Garbage Disposal 2.14.1a Domestic Fresh Water System 2.14.2a Domestic Refrigeration System 2.14.2b Domestic Refrigeration Plant Panels 2.14.3a Accommodation Air Conditioning System 2.14.3b Air Conditioning Compressor Starter Panel 2.14.3c Accommodation Heating Water Heating System 2.14.5a Sewage Treatment System 2.14.6a Garbage Management Plan (I) 2.14.6b Garbage Regulations 2.14.6c Garbage Management Plan (II)
2.9 Bilge System 2.10 2.9.1 Engine Room Bilge System 2.9.2 Engine Room Bilge Oil/Water Separator 2.9.3 Cargo Hold and Forward Bilge Systems 2.9.1a Engine Room Bilge System 2.9.2a Bilge Oil/Water Separator System 2.9.3a Cargo Hold Bilge System 2.9.3b Cargo Hold Bilge System - No.1 and No.2 Hold 2.9.3c Forward Bilge Eductor Systems
2.13 Electrical Systems 2.13.1 Electrical Equipment 2.13.2 Main Switchboard and Generator Operation 2.13.3 Emergency Switchboard and Generator Operation 2.13.4 Electrical Distribution 2.13.5 Shore Power 2.13.6 Main Alternators 2.13.7 Emergency Alternator 2.13.8 Preferential Tripping and Sequential Restarting 2.13.9 Uninterruptible Power Supply (UPS) and Battery Systems 2.13.10 Cathodic Protection System 2.13.11 Marine Growth Prevention System (MGPS) 2.13.1a Main Electrical Network 2.13.2a Main Switchboard Generator Synchronising and Bus Tie Panels Layout 2.13.3a Emergency Switchboard Layout 2.13.4a No.1 Main 440V Feeder Panel Distribution 2.13.4b No.2 Main 440V Feeder Panel Distribution 2.13.4c Main 220V Distribution 2.13.4d Main Group Stater Distribution 2.13.4e Local Group Starter Panels LGSP1 to LGSP10 Distribution 2.13.4f Local Group Starter Panels LGSP11 to LGSP17 and Power Panels P1 to P4 Distribution 2.13.4g Emergency Switchboard 440V Distribution 2.13.4h Emergency Switchboard 220V Distribution 2.13.5a Shore Power Layout 2.13.6a Main Alternators 2.13.7a Emergency Alternator 2.13.8a Preferential Tripping and Sequential Restart 2.13.9a Accommodation Battery Charger and Discharge Board 2.13.9b Engine Room Battery Charger and Discharge Board 2.13.9c Battery Charger and Discharge Board - Function Board Control 2.13.10a Cathodic Protection System 2.13.11a Marine Growth Prevention System (MGPS)
Illustrations
Section 3:
3.1
Main Machinery Control
Illustrations Compressed Air Systems 2.10.1 Starting Air System 2.10.2 Working Air System 2.10.3 Control Air System 2.10.1a Starting Air System 2.10.2a Working Air System 2.10.2b Deck Working Air System 2.10.3a Control Air System
Main Machinery Control System 3.1.1 3.1.2 3.1.3 3.1.4 3.1.5 Machinery Control and Alarm System Overview Screen Displays Alarms and Trips Trending and Bar Graphs UMS - Manned Handover
Illustrations
Illustrations 3.1.1a Alarml and Monitoring System 3.1.1b Operator Control Panel 3.1.1c Extension Alarm Panels 3.1.2a Screen Displays 3.1.2b Picture Hierarchy 3.1.4a Trending Displays
2.11 Steering Gear, Thruster Units and Stabilisers 2.11.1 Steering Gear 2.11.2 Bow Thruster 2.11.3 Stabilisers 2.11.1a Steering Gear Hydraulic System 2.11.1b Steering Gear Instruction Plate 2.11.1c Steering Gear Emergency Operating Instructions 2.11.2a Thruster Hydraulic Circuit 2.11.2b Bow Thruster Control Panels 2.11.3a Stabiliser Machinery Unit 2.11.3b Stabiliser Hydraulic System 2.11.3c Stabiliser Control
3.2 Engine Control Room, Console and Panels Illustrations 3.2a Engine Control Room 3.2b Engine Control Room Console
Illustrations
3.3 Hydraulic Valve Remote Operating System Illustrations 3.3a Hydraulic Valve Remote Operating System
2.14 Accommodation Systems 2.14.1 Domestic Fresh Water System 2.14.2 Domestic Refrigeration System 2.14.3 Accommodation Air Conditioning System 2.14.4 Miscellaneous Air Conditioning Units IMO No: 9315197
2.12 Diesel Generators 2.12.1 Main Diesel Generators 2.12.2 Emergency Diesel Generator
Front Matter - Page 2 of 22
Maersk Seletar
Section 4: Emergency Systems
4.1 Fire Hydrant System Illustrations 4.2 4.1a Fire Hydrant System (Engine Room) 4.1b Fire Hydrant System (Accommodation and Deck) CO2 Flooding System 4.7.1b Fire Alarm and Detection System - Engine Room Floor and Partial Deck 4.7.2a Fire Fighting Equipment - Engine Room 2nd and 3rd Decks and Steering Gear Room 4.7.2b Fire Fighting Equipment - Engine Room Floor and Partial Deck 4.7.3a Lifesaving Equipment and Emergency Escapes - Engine Room 2nd and 3rd Decks and Steering Gear Room 4.7.3b Lifesaving Equipment and Emergency Escapes - Engine Room Floor and Partial Deck

Section 6:
Illustration 6.1a Sound Powered Telephone System
Communications
6.1 Sound Powered Telephone System
6.2 Automatic Telephone System Illustrations 6.2a Automatic Telephone System 6.2b Telephone Extensions
Illustrations 4.2a CO2 Fire Extinguishing System 4.2b CO2 Room Arrangement
Section 5: Emergency Procedures

5.1 Flooding in the Engine Room - Emergency Bilge Suction Illustration 5.2 5.1.1a Emergency Bilge Suction Local (Emergency) Operation of Main Engine
6.3 Public Address and Talkback System Illustrations 6.3a Public Address System 6.3b Public Address Control Panel
4.3 Fire Detection System Illustrations 4.4 4.3a Fire Detection System 4.3b Fire Alarm Control Panel 4.3b Menu Tree Quick-Closing Valves, Fire Damper System and Emergency Stops
6.4 Shipboard Safety Management System
Illustration 5.2a Main Engine Local Control Panel
Illustrations 4.4a Quick-Closing Valves and Fire Damper System
5.3 Emergency Steering 5.4 Emergency (Secondary) Fire Pump Operation Illustration 5.4a Emergency Fire Pump
4.5 Fresh Water Mist Fire Extinguishing System Illustrations 4.6 4.5a Water Mist Fire Extinguishing System Watertight Door System
5.5 Fire in the Engine Room 5.6 Fire Control Station Illustration 5.6a Fire Control Station
Illustrations 4.6a Watertight Door Indicator Pane
4.7 Safety Equipment 4.7.1 Fire Alarm and Detection System 4.7.2 Fire Fighting Equipment 4.7.3 Lifesaving Equipment and Emergency Escapes 4.7.1a Fire Alarm and Detection System - Engine Room 2nd and 3rd Decks and Steering Gear Room
5.7 Failure of the Engine Room Alarm and Monitoring System
Illustrations
IMO No: 9315197
Maersk Seletar
Issue and Updates
This manual is provided with a system of issue and update control. Controlling documents ensure that: Documents conform to a standard format; Amendments are carried out by relevant personnel; Each document or update to a document is approved before issue; A history of updates is maintained; Updates are issued to all registered holders of documents; Sections are removed from circulation when obsolete. Document control is achieved by the use of the footer provided on every page and the issue and update table below. In the right hand corner of each footer are details of the pages section number and title followed by the page number of the section. In the left hand corner of each footer is the issue number. Details of each section are given in the first column of the issue and update control table. The table thus forms a matrix into which the dates of issue of the original document and any subsequent updated sections are located. The information and guidance contained herein is produced for the assistance of certificated officers who, by virtue of such certification, are deemed competent to operate the vessel to which such information and guidance refers. Any conflict arising between the information and guidance provided herein and the professional judgement of such competent officers must be immediately resolved by reference to the companys Technical Operations Office. This manual was produced by:

WORLDWIDE MARINE TECHNOLOGY LTD.
For any new issue or update contact: The Technical Director WMT Technical Office Dee House, Parkway Zone 2, Deeside Industrial Park Deeside, Flintshire CH5 2NS, UK
E-Mail: manuals@wmtmarine.com
IMO No: 9315197
Maersk Seletar
Issue and Updates Table to go here
IMO No: 9315197
Maersk Seletar
Issue and Updates Table to go here
IMO No: 9315197
Maersk Seletar
Machinery Symbols and Colour Scheme
Stop Valve Foot Valve Electro-hydraulic Intermediate Positioning Valve Flap Check Valve Simplex Auto Back Flushing Filter Sounding Head with SelfClosing Cap and Sampling Cock (Self-Closing) Orifice Not Connected Crossing Pipe Connected Crossing Pipe M Piston
Angle Stop Valve
Needle Valve
Electric Motor Driven
Systems Colour Scheme

T Pipe A Air Motor Driven
Domestic Fresh Water
3-Way Valve
Angle Needle Valve
Diaphragm Operated Valve Diaphragm Operated Valve (3-Way Control) Storm Valve
Lift Check Valve
Two-Way Cock
Hand Pump
Flexible Hose Joint
Solenoid Driven
High Temperature Cooling Water Low Temperature Cooling Water Sea Water
Screw Down Non-Return Valve Screw Down Non-Return Valve Swing Check Valve
P1 P2
Three-Way Cock (L-Type)
Positive Displacement Pump Gear or Screw Type Pump
Blind (Blank) Flange
HB
Fire Hose Box Hopper Without Cover
Three-Way Cock (T-Type)
Angle Storm Valve Diaphragm Operated Valve With Positioner (3-Way Control) Rose Box
Spectacle Flange ( Open, Shut) Spool Piece
Hydraulic Oil Lubricating Oil Saturated Steam Condensate
Locked Cock Cylinder with Positioner (3-way Control Rotary Plug Type) Remote Operated Valve
Centrifugal Pump
Hopper With Cover
Pressure Regulating Valve
Ejector (Eductor Injector)
Discharge/Drain
Sounding Head with Filling Cap Float Type Air Pipe Head (with Insect Screen) Float Type Air Pipe Head (with Flame Proof Screen) Ball Valve
Safety / Relief Valve
Mud Box
Overboard Discharge
Tank Penetration
Feed Water
Angle Safety / Relief Valve
Emergency Shut Off Valve (Wire Operated) Emergency Shut Off Valve (Air Operated) Emergency Shut Off Valve (Hydraulically Operated) A Air Motor Valve
Observation Glass Duplex Oil Strainer Flow Meter
Hand Operated
Fire/Deck Water CO2 Fuel Oil
Self-Closing Valve
Diaphragm
Angle Self-Closing Valve
Goose Neck Duplex Auto Back Flushing Oil Strainer
Diaphragm with Positioner Float
Auto Vent Valve
Marine Diesel Oil Sludge/Waste Oil Air
Regulating Valve
Goose Neck Type Air Pipe Head (Without Wire Net) Goose Neck Type Air Pipe Head (With Wire Net) Suction Bellmouth
Filter Regulating Valve
Butterfly Valve
Electric Motor Valve
Simplex Oil Strainer
Weight
Ullage Stand with Cover
Bilges/Drains
Gate Valve
Solenoid Valve
Separator
Spring
Electrical Signal
Breathing Valve
Wax Expansion Type Control Valve Electro-Hydraulically Operated Valve Pneumatic Remote Operated Valve
Y-Type Strainer
Scupper
Cylinder with Positioner
Instrumentation
Hose Valve
Drain Trap
Air Horn
Hand Operated (Locked Shut) Hand Operated (Locked Open)
Angle Hose Valve
Simplex Water Strainer
Steam Horn
IMO No: 9315197
Maersk Seletar
Electrical and Instrumentation Symbols
C P Control panel J NWT joint box WT joint box 2 glands (4 glands) Humidistat Rectifier equipment CP CI DP DPS DPX DPI DIS EM FA FC FX FI FS FCO FLG LAH LAL LC LCG LI LR LS PAH PAL PAHLI PX PC PR PI PS PD RX RC SA SI SX SM SMX TR TC TI TAH TAL TAHLI TS TH TM VC VAH VAL ZS

Capacitance Compound Indication Differential Pressure Differential Pressure Switch Differential Pressure Transmitter Differential Pressure Indicator Displacer Electromagnetic Flow Meter Flow Alarm Flow Controller Flow Transmitter Flow Indication Flow Switch Flow Counter Float Type Level Gauge Level Alarm (High) Level Alarm (Low) Level Controller Local Content Gauge Level Indication Level Recorder Level Switch/Limit Switch Pressure Alarm (High) Pressure Alarm (Low) Pressure Alarm High/Low Indicator Pressure Transmitter Pressure Controller Pressure Recorder Pressure Indication Pressure Switch Pressure Displacement Meter Revolution Transmitter Revolution Controller Salinity Alarm Salinity Indication Salinity Transmitter Smoke Indication Smoke Transmitter Temperature Recorder Temperature Control Temperature Indication Temperature Alarm (High) Temperature Alarm (Low) Temperature Alarm High/Low Indicator Temperature Switch Turbine Meter Torque Meter VR Viscosity Indication Viscosity Controller Viscosity Alarm (High) Viscosity Alarm (Low) Valve Position Indicator
Inverter
(
HS
Making contact
Rectifier
Breaking
Auxiliary relay contact
Battery Space heater (element type) TG Turbine generator
WT
Water transducer Alarm monitoring system
Making contact
AMS
Breaking
With time limit in closing
XXX
Function is Locally Available Functions are Available in Control Room H L Letters outside the circle of an instrument symbol indicate whether high (H), high-high (HH), low (L) or low-low (LL) function is involved O = Open C = Closed
XXXX
XXX
Overcurrent relay
Making contact
DG
Diesel generator
Normally Open switch
Breaking
With time limit in opening
XXXX
XXX
EG
Emergency generator
Normally Closed switch
Making contact Flicker relay
AC induction motor
10A
Fuse
Breaking Pushbutton switch (alternative) Pushbutton switch (alternative) Pushbutton (start/stop)
GM
Governor motor
RL
Indicator lamp
Earth
D-D
Relay coil
Transformer
BZ
Buzzer
Power supply unit
SIG R B
Whistle relay box Group junction box xx (xx = location) Resistor Trip
Pushbutton (start/stop/running) Emergency stop pushbutton box Automatic Trip
LD
Liquid sensor
GJB/XX
ZBK
Zener barrier box
LM S
Limit switch
Variable resistor
Vacuum Circuit Breaker
Solenoid valve
BL
Bell
Air Circuit Breaker
Receptacle
110 Central meter
IMO No: 9315197
Maersk Seletar
Principal Machinery Particulars
Machinery
Ref No. Item Name Qty Maker Model/Type rpm Capacity / Power Working Pressure Maker

Electric Motors
Model/Type Volt Amp kW rpm
Starters
Start Control Remote Emgy Method Method Control Stop and Pref Trip
Main Engine and Shafting
Generators, Engines and Boilers
IMO No: 9315197
Maersk Seletar
Machinery

Electric Motors
Model Volt Amp kW rpm Start Method
Starters
Control Method Remote Emgy Control Stop and Pref Trip
Steering Gear and Transverse Thrusters
Cooling Water Pumps
IMO No: 9315197
Maersk Seletar
Machinery

Electric Motors
Model Volt Amp kW rpm Start Method
Starters
Domestic Water Pumps
Bilge and Ballast Pumps
Fire Fighting Pumps
Miscellaneous Water Pumps
IMO No: 9315197
Maersk Seletar
Machinery

Electric Motors
Model/Type Volt Amp kW rpm Start Method
Starters
Fuel Oil Supply Modules
Fuel Oil Pumps
IMO No: 9315197
Maersk Seletar
Machinery

Electric Motors
Starters
Fuel Oil Separators
Lubricating Oil Separators
IMO No: 9315197
Maersk Seletar
Machinery

Electric Motors
Starters
Lubricating Oil Pumps
Sludge Pumps
Waste Oil Treatment
IMO No: 9315197
Maersk Seletar
Machinery

Electric Motors
Starters
Heat Exchangers
Sewage Treatment System
IMO No: 9315197
Maersk Seletar
Machinery

Electric Motors
Starters
Fresh Water Generator and Treatment Units
Boiler Feed Water System
Oil Filters
IMO No: 9315197
Maersk Seletar
Machinery

Electric Motors
Starters
Air Compressors and Receivers
Cranes and Lifting Equipment
IMO No: 9315197
Maersk Seletar
Machinery

Electric Motors
Starters
Refrigeration, Air-Conditioning and Ventilation Systems
IMO No: 9315197
Maersk Seletar
Machinery

Electric Motors
Starters
Cargo Hold Supply Fans
Cargo Hold Exhaust Fans
General Supply and Exhaust Fans
IMO No: 9315197
Maersk Seletar
Machinery

Electric Motors
Starters
Engine Room Ventilation Fans
Ballast and Bilge Eductors
Fin Stabilisers
IMO No: 9315197
Maersk Seletar
Machinery
Ref No. Item Name Qty Maker Model/Type rpm Capacity / Power Working Pressure Deck Machinery Maker

Electric Motors
Starters
IMO No: 9315197
Maersk Seletar
INTRODUCTION

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. Never continue to operate any machine or equipment which appears to be potentially unsafe or dangerous and always report such a condition immediately. Make a point of testing all safety equipment and devices regularly. Always test safety trips before starting any equipment. In particular, overspeed trips on auxiliary turbines must be tested before putting the unit to work. Never ignore any unusual or suspicious circumstances, no matter how trivial. Small symptoms often appear before a major failure occurs. Never underestimate the fire hazard of petroleum products, whether fuel oil or cargo vapour. Never start a machine remotely from the cargo and engine control room without confirming visually that the machine is able to operate satisfactorily. In the design of equipment, protection devices have been 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 any of these safety devices are bypassed, overridden or neglected, then the operation of any machinery in this condition is potentially dangerous.
Illustrations
All illustrations that are referred to in the text are located either in-text where sufficiently small, or above the text, so that both the text and illustration are accessible when the manual is laid open. When text concerning an illustration covers several pages the illustration is duplicated above each page of text. Where flows are detailed in an illustration these are shown in colour. A key of all colours and line styles used in an illustration is provided on the illustration. Details of colour coding used in the illustrations are given in the Mechanical Symbols and Colour Scheme which is detailed on earlier pages in this Front Matter section. Symbols given in the manual adhere to international standards and keys to the symbols used throughout the manual are also given on previous pages in this Front Matter section.
General
Although this ship is supplied with shipbuilders plans and manufacturers instruction books, there is no single document which gives guidance on operating complete systems as installed on board, as distinct from individual items of machinery. The purpose of this one-stop manual is to assist, inform and guide competent ships staff and trainees in the operation of the systems and equipment on board and to provide additional information that may not be otherwise available. In some cases, the competent ships staff and trainees may be initially unfamiliar with this vessel and the information in this manual is intended to accelerate the familiarisation process. It is intended to be used in conjunction with shipyard drawings and manufacturers instruction manuals, bulletins, Fleet Regulations, the ships Captains and Chief Engineers Standing Orders and in no way replaces or supersedes these publications, all of which take precedence over this manual. Information relevant to the operation of this vessel has been carefully collated in relation to the systems of the vessel and is presented in two on board volumes, a DECK OPERATING MANUAL and MACHINERY OPERATING MANUAL 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. The information, procedures, specifications and illustrations in this manual have been compiled by WMT personnel by reference to shipyard drawings and manufacturers publications that were made available to WMT and believed to be correct at the time of publication. The systems and procedures have been verified as far as is practicable in conjunction with competent ships staff under operating conditions. It is impossible to anticipate every circumstance that might involve a potential hazard, therefore, warnings and cautions used throughout this manual are provided to inform of perceived dangers to ships staff or equipment. 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 judgement 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 the companys Technical Operations Office, who should inform WMT so that a revised document may be issued to this ship and in some cases, others of the same class.
Notices
The following notices occur throughout this manual: WARNING Warnings are given to draw readers attention to operation 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.
Description
The concept of this manual is to provide information to technically competent ships officers, unfamiliar to the vessel, in a form that is readily comprehensible, thus aiding their understanding and knowledge of the specific vessel. Special attention is drawn to emergency procedures and fire fighting systems. The manual consists of a number of parts and sections which describe the systems and equipment fitted and their method of operation related to a schematic diagram where applicable. The valves and fittings identifications and symbols used in this manual are the same as those used by the shipbuilder.
Safety Notice
It has been recorded by International Accident Investigation Commissions that a disproportionate number of deaths and serious injuries occur on ships each year during drills involving lifesaving craft. It is therefore essential that all officers and crew make themselves fully conversant with the launching, retrieval and the safe operation of the lifeboats, liferafts and rescue boats.
IMO No: 9315197
Section 1: Operational Overview and Engine Room Arrangement

1.1 To Bring Vessel into Live Condition 1.2 To Prepare Main Plant for Operation 1.3 To Prepare Main Plant for Manoeuvring from In Port Condition 1.4 To Change Main Plant from Manoeuvring to Full Away 1.5 To Prepare for UMS Operation 1.6 To Change from UMS to Manned Operation 1.7 To Change Main Plant from Full Away to Manoeuvring Condition 1.8 To Secure Main Plant at Finished With Engines 1.9 To Secure Main Plant for Dry Dock 1.10 Engine Room Arrangement 1.11 Tank Capacity Tables
Maersk Seletar
1.1 To Bring Vessel Into Live Condition
Dead Ship Condition

Prepare the central sea water cooling system. Start the sea water cooling pump. 2.4.1
Shore Supply Available Establish shore supply. Check phase sequence,voltage and frequency. 2.13.4
No Shore Supply Available Ensure that the emergency generator fuel oil tank level is adequate. 2.12.2
Disconnect the shore supply. Supply power to main 440V and 220V switchboards.
2.13
Supply power to the 440V and 220V emergency switchboards.
2.13
Supply the main switchboard.
2.13.2 2.13.4
Start the emergency generator. Check/adjust voltage and frequency.
2.12.2
Start up the control air system. 2.10.3
Isolate the sequential restart system. All ancillary equipment is set to manual to avoid a low pressure auto start. Supply the emergency 440V switchboard. Supply the emergency 220V switchboard.
2.13
Disconnect the shore supply.
2.13.2 2.13.4
Stop the emergency generator and place on standby. 2.12.2
Prepare the low temperature FW cooling system. Start the fresh water circulating pumps.
Place the emergency generator on standby. 2.5.2
2.12.2
Start a generator engine LO priming pump.
2.8.3
Reset the preference trips.
2.13.7
Start a generator engine preheater unit. Start an air compressor and top up the air start reservoirs.
2.12.1
Start the engine room and accommodation ventilation fans. Start the air conditioning plant. 2.14.3
2.10.1
Start a generator engine MDO service pump.
2.6.2
Ensure the CO2 flooding system is ready for use.
4.2
Prepare a generator engine for starting. Start a diesel generator.
2.12.1
Start the hydraulic remote valve operating system.
3.3
Continues on next page
IMO No: 9315197
Section 1.1 - Page 1 of 2
Maersk Seletar
1.1 To Bring Vessel Into Live Condition
Continued from previous page Prepare the water spray system. Pressurise the fire hydrant system. Start the smoke detection system 4.5 4.1 4.2
Start the domestic fresh water system with the electric heater in service. .
Put the domestic refrigeration system into operation.
2.14.1
2.14.2
Put the general service air system into operation.
2.10.2
Pump bilges to the oily water bilge tank as required. 2.9.1
Put all ancillary equipment on standby. Restore the sequential restart system. Put the remaining diesel generators on standby.
Plant is now in Live Condition
One diesel generator is in use, the other diesel generators are on standby. The emergency generator is on standby. The boiler and steam systems are shut down. The SW and LT FW cooling systems are in use. The domestic services are in use.
Put the fire main system on standby.
4.1
Start the sewage treatment plant.
2.14.5
IMO No: 9315197
Maersk Seletar
1.2 To Prepare Main Plant For Operation
Note: Where HFO is indicated in the following Operational pages the fuel used may be LSHFO if local restrictions apply for environmental reasons.
Start the HFO separating system.
2.7.2
Plant is in Live Condition Supply steam to the main FO heater. Circulate HFO around the HFO system. Circulate HFO until the MDO has been expelled. Start the viscosity controller. Change the diesel generator to run on HFO.
2.6.1 2.6.2
One diesel generator in use, the other diesel generators are on standby. The emergency generator is on standby. The boiler and steam system is shut down. The SW and LT FW cooling systems are in use. The domestic services are in use.
Start additional diesel generators for cargo needs. 2.12.1 Start the container FW cooling system as required. 2.5.3 Start the boiler feed water pump. Set up the feed water make-up system.
2.3.2
Start the main engine jacket CW pumps. Supply steam to the jacket CW heater. Prepare and carry out ignition of the auxiliary boiler, using diesel oil. 2.2.1 2.6.3 Maintain the standby generators in warm condition.
Raise steam in the auxiliary boiler. Supply steam to the steam system.
2.5.1 2.2.4
2.5.2
2.2.5 2.2.1 2.2.4

Plant in In Port Condition
Supply steam to the HFO tanks and trace heating. Supply steam to the boiler HFO heaters. Set up the boiler HFO pipe system.
2.2.4 2.2.4 2.6.3 The diesel generators in use as required for cargo, the other diesel generators are on standby. The emergency generator is on standby. The auxiliary boiler and steam system are in use. The diesel generator is running on HFO. The main engine JCW system is in a warm condition. The main engine is circulating with hot HFO. The container FW cooling system is in operation.
Change the auxiliary boiler to operate on HFO.
2.6.3
Put the auxiliary boiler on automatic operation.
2.2.2
IMO No: 9315197
Maersk Seletar
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition Plant in In Port Condition The diesel generators are in use as required by cargo, the other diesel generators are on standby. The emergency generator is on standby. The auxiliary boiler and steam system are in use. The diesel generator is running on HFO. The main engine JCW system is in warm condition. The main engine is circulating with hot FO. The container FW cooling system is in operation. Start the WECS-9520 FlexView system. Start the LO separator system. 2.1 2.8.5
Supply starting air and control air to the main engine. Check the engine telegraph, bridge/engine room clocks and communications. Start the auxiliary blowers and switch to AUTO. Check that the cylinder oil system operates.
2.10
2.1.3
2.1.1
Obtain clearance from the bridge, turn the main engine over on starting air from local control stand.
5.2
Close the indicator cocks. From the local control stand start the main engine in the ahead and astern directions. Close the turbocharger drains.
5.2
Start the main engine LO pump (heat sump if required). Start the crosshead LO pump.
2.8.1 Change control to the engine control room. 2.1.3
Start the turbocharger LO pump(s). Start the main engine servo and control oil pumps. Ensure that the cylinder oil measuring tank is full. Start the cylinder oil system Start another diesel generator and run it in parallel.
2.8.2 Change control to bridge control. 2.1 Ensure all standby pumps are on AUTO. 2.8.1 Prepare the deck machinery for use. . Plant in Manoeuvring Condition 2.13 2.1.3
2.12.1
Start the steering gear and carry out steering tests. 2.11.1 Start the bow thruster unit and carry out tests. 2.11.2
Obtain clearance from the bridge and turn the main engine two or three revolutions with the cylinder oil system operating. Take out the turning gear.
2.1.1
Put the starting air system into use.
2.10.1
Diesel generators are in use as required by cargo, remaining available diesel generators on standby. The emergency generator is on standby. The auxiliary boiler and steam system are in use. The diesel generators are running on HFO. The main engine heated and ready for use on bridge control. The main engine is circulating with hot HFO. Both steering gears and thruster units are in use. The deck machinery is ready for use. The container FW cooling system is in operation.
IMO No: 9315197
Maersk Seletar
1.4 To Change Main Plant From Manoeuvring To Full Away
Plant in Manoeuvring Condition Diesel generators are in use as required, the remaining available diesel generators on standby. The emergency generator is on standby. The auxiliary boiler and steam system are in use. The diesel generators are running on HFO. The main engine is heated and ready for use on bridge control. The main engine is circulating with hot FO. Both steering gears are in use, thruster units are in use, deck machinery is ready for use. The vessel is manoeuvring on bridge control. The container FW cooling system is in operation.
Put the main engine on the automatic run up program.

Stop the bow thruster unit. Stop one steering gear motor. 2.11 2.11.1
Start the stabiliser cooling water booster pump. Put the fin stabilisers into operation if necessary.
2.5.2 2.11.4
Put the dump steam system into operation.
2.2.4
Operate the turbocharger cleaning system if required.
2.1.1
2.1.2
Shut down the generators not required. Put the shut down generators on standby.
2.12
Shut down the main engine jacket heating system.
2.5.1 Start up the FW generator system. Do not fill the FW tanks while in coastal waters. 2.4.3
Operate the auxiliary boiler sootblower while the boiler is on load, unless on automatic operation.
2.2.3 Transfer and purify HFO/LSHFO as required. 2.7
When bridge notifies engine control room of Full Away, record the following: Time. Main engine revolution counter. HFO and MDO tank levels. HFO and MDO counters. Fresh water tank levels. Other information as per company rules
2.1.1
When the run up program completes, check that pressures and temperatures stabilise.
2.1.2
Reduce the oily water bilge tank level through the OWS if the vessel is not in a restricted area.
2.9
Ensure the auxiliary blowers stop automatically.
2.1.2
Stop the auxiliary boiler as the exhaust gas boiler takes over steam generation. Secure the auxiliary boiler in the wet lay-up condition.
2.2
Shut down the deck machinery.
Vessel is Full Away on Bridge Control
IMO No: 9315197
Maersk Seletar
1.5 To Prepare for UMS Operation
Plant Manned Condition
The CO2 and water mist systems are operational.
Electric kettle plugs are removed in the ECR.
Sounding cocks are all closed. All FO, LO and fresh water tanks/sumps are adequately filled. Workshop welding machine plug is removed. Stopped diesel generators are on standby. 2.12.1 Acetylene and oxygen cylinder and pipeline valves are closed.
Bilges are dry and high level alarms are operational.
2.9
All standby pumps and machinery systems are on auto start, and the sequential restart system is operational.
2.13.7
Smoke and fire sensors are operational.
Daily test of the three fire alarms. Daily test of duty engineer and public space alarms. Daily test of the engine room watertight door operation.
Main engine is on bridge control.
2.1.2
All piping systems are tight and not temporarily repaired.
All ventilation are fans running.
Data logger is programmed to print parameters as required.
3.1
All combustible material is stored in a safe place. All alarms and safety cut-outs are operational. 3.1 All strainers and filters of running and standby machinery are in a clean condition. All drain tanks are empty. Engine room and steering gear compartment weather tight doors and funnel dampers are shut. Compressed air receivers are fully charged. One main air receiver is isolated. 2.10 All operating parameters are within normal range. FO separator feed inlets are suitably adjusted. 2.7.2
2.14.6
Control is on the bridge and the duty officer is informed of the commencement time of UMS.
3.1
Duty officer should be aware of the location of the duty engineer.
Watchkeeper Control is switched to the duty engineer's cabin. 3.1 The time that the engine room may be unmanned for is to be in accordance with the Chief Engineers Standing Orders and company requirements.
ECR air conditioning is operating correctly.
2.14.4
Emergency diesel generator is on standby.
2.12.2
Loose items are secured.
Plant in UMS Condition
IMO No: 9315197
Maersk Seletar
1.6 To Change From UMS To Manned Operation Plant in UMS Condition
Respond to an alarm condition in the accommodation at the cabin or public room alarm panel.
Notify the bridge of the manned condition of the ER.
Inform bridge why the engine room is manned if outside normal hours.
Maintain contact with the bridge to report on safety when only one person is in the engine room. Report every 30 minutes or less.
Examine the latest parameter print out.
Hand over to the on-coming duty engineer and inform the engineer of any abnormalities.
Discuss any defects with the senior engineer, who will decide if they warrant inclusion in the work list. The duty engineer should be aware of all maintenance work being carried out and informed of any changes that occur during the day.
Plant in Manned Condition
IMO No: 9315197
Maersk Seletar
1.7 To Change Main Plant from Full Away to Manoeuvring Condition
Vessel is Full Away on Bridge Control
Test fire the auxiliary boiler.
2.2.1
Ensure that the engine room and cargo hold bilges and bilge tanks are empty.
2.9
Bridge informs the engine control room of EOP.
Check all items on the arrival checklist and record details of the checked items.
Shut down the FW generator plant.
2.4.3
Record the following: Time. Main engine revolution counter. FO and DO tank levels. FO and DO counters. Fresh water tank levels. Other items according to company rules.
Start another diesel generator and place it in parallel with the running generator.
2.12.1 Prepare the auxiliary boiler and put into operation. 2.2.1
Supply steam to the main engine jacket CW heater. 2.5.1
Prepare the deck machinery for use.
Close the ER watertight door if not already closed.
4.7
Check the bridge/engine room clocks and communications. Operate the turbocharger washing system if required.
2.1.2
Prepare the starting air compressors for use. Check the starting air system drains for water.
2.10.1
2.1.1
If required to manoeuvre on MDO begin the changeover 1 hour before EOP.
2.6.1
Start the bow thruster unit.
Plant in Manoeuvring Condition 30 mins before EOP the bridge begins to reduce speed. 2.1.1 Two or more diesel generators in use as required by cargo, remaining diesel generators on standby. The emergency generator is on standby. The auxiliary boiler in use. The diesel generators are running on HFO. Both steering gears and thrusters are in use. The deck machinery is ready for use. The container FW cooling system is in operation.
Start a second steering motor. Carry out steering tests. Shut down fin stabilisers if running and stop the stabiliser CW booster pump.
2.11 2.5.2
IMO No: 9315197
Maersk Seletar
1.8 To Secure Main Plant at Finished With Engines
Plant in Manoeuvring Condition
Two or more diesel generators in use depending upon cargo, remaining diesel generators are on standby. The emergency generator is on standby. The boiler and economiser are in use. The diesel generators are running on HFO. Both steering gears and thrusters are in operation. The deck machinery is ready for use. The container FW cooling system is in operation.
Maintain the main engine jacket CW temperature for normal port stay.
2.5.1
After a minimum of 15 mins stop the main LO pumps if work is to be carried out in the crankcase. Maintain the LO sump temperature with the LO purifier, stop the cylinder lubrication system.
2.8.1
Bridge notifies the engine control room of FWE. Two or more diesel generators are to operate if cargo requires this to support the reefer containers. 2.12.1 Switch main engine control over to the ECR. 2.1.3
Container FW cooling system operating as required. 2.5.3
Stop the auxiliary blowers.
2.1.1
Shut down the deck machinery.
Isolate the starting air. Open the indicator cocks. Open the turbine blower drains. Vent the main engine starting air and control air systems. Engage the turning gear.
Plant in In Port Condition 2.1.1
Stop the steering gear and bow thruster unit.
2.11
IMO No: 9315197
Maersk Seletar
1.9 To Secure Main Plant for Dry Dock
Plant in In Port Condition
Diesel generator will run on MDO from MDO pump.
2.6.2
Establish shore power. 2.13.4 Check the phase sequence, voltage and frequency.
Shut down the diesel generators until only one is in use.
Shut down the auxiliary boiler. Allow it to cool naturally, drain if required for maintenance or put in the wet lay-up condition.
2.2.1
Stop the diesel generator.
2.12.1
Ensure all tanks are at the required levels to give the vessel the necessary trim, draught and stability for entering dry dock.
Shut down the feed pumps and condensate system. Isolate the distilled water tanks.
2.3
Connect the shore supply. Connect the shore supply to the main switchboard. Establish lighting and ventilation and any other essential services.
2.12
Shut steam off the main engine JCW heater. Allow the JCW pumps to run until the main engine has cooled down.
2.5.1
Circulate the boiler FO system with MDO. Shut down the boiler FO pumps.
2.6.3
Shut down the SW and FW cooling systems.
2.4 & 2.5
Transfer the main engine LO sump to the LO settling tank.
2.8.6
Shut down the stern tube LO system.
2.8.4
Shut down the control and working air systems.
2.10
Shut down the LO separator.
2.8.5
Change the domestic water heating to electric.
2.14.1
Restart the FW cooling pump and circulate the diesel generator until cool.
2.5.2
Shut down the FO separators.
2.7.2 Shut down the air conditioning and refrigeration plants until shore CW supply is established. 2.5.2 Secure the CO2 system and water mist system. 4.2
The main engine and generators should have been manoeuvred on MDO. If not, change over to MDO and circulate HFO back to the HFO tank, until the line has been flushed with MDO. Stop the main engine FO pumps and the viscosity controller.
2.6.1
Shut down the fire pumps. Pressurise the fire main from the shore supply.
4.1
The dry dock can now be emptied.
Shut down the deck machinery system. Shut down the container FW cooling system.
2.5.3
Isolate the sequential restart system.
2.13.7
Plant Secured for Dry Dock
IMO No: 9315197
Maersk Seletar
1.10 Engine Room Arrangement
Illustration 1.10a Engine Room Floor
Key 1 2 3 4 5 6 7 8 9 Tail Shaft Escape Trunk No.8 Aft Hold Bilge Well (Over) Stern Tube Lubricating Oil Sump Tank No.1 Forward Seal Lubricating Oil Pump No.2 Forward Seal Lubricating Oil Pump Air Control Unit No.1 Stern Tube Lubricating Oil Pump No.2 Stern Tube Lubricating Oil Pump Stern Tube Lubricating Oil Tank Stern Tube Lubricating Oil Cooler Stern Tube Lubricating Oil Fine Filter and Pump No.8 Port Hold Bilge Well No.8 Starboard Hold Bilge Well Watertight Sliding Door Bilge Well Bilge Holding Tank No.1 Main Lubricating Oil Pump No.2 Main Lubricating Oil Pump Main Engine Air Cooler Mist Catcher Drain Tank Main Engine Air Cooler Mist Catcher Drain Pump Main Engine Jacket Water Drain Tank Main Engine Jacket Water Drain Pump Marine Diesel Oil Storage Tank Hold Bilge Collecting Tank Sludge Pump Oily Bilge Pump Sludge Oil Trap Oily Bilge Tank (Clean) Bilge Oil/Water Separator Oily Bilge Tank (Dirty) Sludge Tank Overboard Sea Chest (Port) Main Lubricating Oil Separator Supply Pump Lubricating Oil Transfer Pump No.1 Generator Engine Lubricating Oil Separator Supply Pump No.2 Generator Engine Lubricating Oil Separator Supply Pump No.1 Heavy Fuel Oil/Marine Diesel Oil Transfer Pump No.2 Heavy Fuel Oil/Marine Diesel Oil Transfer Pump No.1 Ballast Stripping Eductor
Key
Floor Plates
47
Engine Room
46 48
50 49
Shaft Tunnel
32 24
33 45 51
34 13 26 27 28 29 5 2 1 6 4 3 16 17 7 8 11 12 10 9 15 18 19 82 25 30 31 35
36 37
38 39 40 41 42 43
52 53 44 54 55 56 57 58 59 63
10 11 12 13 14 15 16 17 18 19 20 -
HYUNDAI-SULZER 11RT-flex96C-B
21 22 23 24 25 26 27 28 29 30 31 32 33 34 -
14
20 21
22 23
81
80
77 79 78 76
74 75
73
70
69
67 68 45
60 61 62
72
71 66 65
64
41 42 43 44 45 46 47 48 49 50 51 52
35 36 37 38 39 40 -
53 54 55 56 57 58 59 -
No.2 Ballast Stripping Eductor Free Space Hold Bilge Stripping Pump Fuel Oil Overflow Tank Sea Water Suction Strainer High Sea Suction Chest Cofferdam Low Sulphur Heavy Fuel Oil Settling Tank Heavy Fuel Oil Service Tank Cofferdam (Under Tanks) Heavy Fuel Oil Settling Tank No.1 Bilge, Fire and General Service Pump No.2 Bilge, Fire and General Service Pump No.1 Ballast Pump No.2 Ballast Pump No.1 Main Cooling Sea Water Pump No.2 Main Cooling Sea Water Pump No.3 Main Cooling Sea Water Pump Fresh Water Generator Ejector Pump
60 61 62 63 64 65 66 67
68 69 70 -
No.1 Reefer Cooling Sea Water Pump No.2 Reefer Cooling Sea Water Pump No.3 Reefer Cooling Sea Water Pump No.3 Local Valve Control Unit Low Sea Suction Chest No.1 Main Lubricating Oil Cooler No.2 Main Lubricating Oil Cooler No.1 Main Engine Cross Head Lubricating Oil Pump No.2 Main Engine Cross Head Lubricating Oil Pump No.1 Lubricating Oil Discharge Filter No.2 Lubricating Oil Discharge Filter
71 72 73 74 75 76
77 -
Overboard Sea Chest (Starboard) Sewage Collecting Tank Main Lubricating Oil Bypass Filter No.1 Boiler Feed Water Pump No.2 Boiler Feed Water Pump Main Engine Turbocharger Lubricating Oil Fine Filter No.1 Main Engine Turbocharger Lubricating Oil Pump
78 79 80 81 82 -
No.2 Main Engine Turbocharger Lubricating Oil Pump Main Engine Turbocharger Lubricating Oil Sump Tank Main Engine Turbocharger Lubricating Oil Duplex Filter Main Engine Turbocharger Lubricating Oil Cooler Main Engine
IMO No: 9315197
Maersk Seletar
Illustration 1.10b Engine Room Partial Deck
Key 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 No.8 Water Ballast Tank (Port) No.8 Cargo Hold (Port) Marine Diesel Oil Storage Tank Area Serviced by Engine Room Crane Main Engine No.8 Cargo Hold (Starboard) No.8 Water Ballast Tank (Starboard) Escape Trunk Separator Work Bench Waste Oil Grinding Pump Waste Oil Burning Pump Boiler Fuel Oil and Waste Oil Heater Boiler Fuel Oil Booster Pump?? Boiler Diesel Oil Pump Boiler Diesel Oil Pilot Pump Fuel Oil Auto-backflush Filter No.2 Fuel Oil Booster Pump No.1 Fuel Oil Booster Pump Fuel Oil Heater No.1 Fuel Oil Feed Pump No.2 Fuel Oil Feed Pump Generator Engine Emergency Marine Diesel Oil Pump No.1 Generator Engine Marine Diesel Oil Service Pump No.2 Generator Engine Marine Diesel Oil Service Pump No.2 Generator Engine Lubricating Oil Separator No.1 Generator Engine Lubricating Oil Separator Main Lubricating Oil Separator No.3 Heavy Fuel Oil Separator No.2 Heavy Fuel Oil Separator No.1 Heavy Fuel Oil Separator No.1 Heavy Fuel Oil Separator Supply Pump No.2 Heavy Fuel Oil Separator Supply Pump No.3 Heavy Fuel Oil Separator Supply Pump Generator Engine Lubricating Oil Separator Heater Main Lubricating Oil Separator Heater Heavy Fuel Oil Separator Heater Cofferdam Boiler Waste Oil Service Tank Cofferdam Marine Diesel Oil Service Tank Low Sulphur Heavy Fuel Oil Service Tank Low Sulphur Heavy Fuel Oil Settling Tank SludgeTank (under) Cofferdam Heavy Fuel Oil Service Tank Heavy Fuel Oil Settling Tank Free Space Main Sea Water Pumps Lifting Beam Dump Condenser and Drain Cooler Reefer Fresh Water Heater Water Mist Pump Feed Filter Tank with Inspection Chamber No.1 Reefer Cooling Fresh Water Cooler No.2 Reefer Cooling Fresh Water Cooler No.3 Reefer Cooling Fresh Water Cooler Chemical Treatment Tank 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 No.2 Cylinder Oil Storage Tank No.1 Reefer Cooling Fresh Water Pump No.2 Reefer Cooling Fresh Water Pump No.3 Reefer Cooling Fresh Water Pump Mineraliser and Steriliser Vent Trunking Fresh Water Generator Main Engine Jacket Preheater No.1 Central Fresh Water Cooler No.2 Central Fresh Water Cooler No.1 Cylinder Oil Storage Tank No.1 Main Engine Jacket Cooling Fresh Water Pump No.2 Main Engine Jacket Cooling Fresh Water Pump No.1 Central Cooling Fresh Water Pump No.2 Central Cooling Fresh Water Pump No.3 Central Cooling Fresh Water Pump
37
38
39
40
41
12 10 2 9 3 34 35 11 25 13 14 15 26 16 27 17 28 43
19 20 18 29 21 30
22 23 24 31 32 33 36 44
42
45
46
Up
Up
Up
Up
4 5
47
48
Up
Dn Up Dn
50
Up
Dn
62 68 63 64 69 58 59 60 66 65 70 71 72
Up
49 6 52 53 54 56 55 51
61
57
67
IMO No: 9315197
Maersk Seletar
Illustration 1.10c Engine Room 3rd Deck
Key Crane Trackway / Lifting Beam 1 2 3 4 5 6 7 8 9 No.8 Ballast Water Tank - Port Fresh Water Tank - Port Cooilng Water Pump for Fin Stabilisers Cofferdam/Void Space Emergency Escape Trunk Generator Engine Lubricating Oil Storage Tank Cofferdam/Void Space Marine Diesel Oil Service Tank Void Space under 2nd. Deck Low Sulphur Heavy Fuel Oil Service Tank Generator Engine Lubricating Oil Transfer Pump No.8 Cargo Hold Port Separator Room Exhaust Fan No.1 Diesel Generator Port Generator Room Workbench No.2 Diesel Generator No.1 and No.2 Generator Local Control Panel Low Sulphur Heavy Fuel Oil Settling Tank Heavy Fuel Oil Service Tank Heavy Fuel Oil Settling Tank No.1 and No.2 Generator Jacket Water Heater
45 42 41 33 33 36 40 38 35 37 23 31 34 32 24 25 26 27 28 29 30 21 20 12 15 17 16 19 1 2 3 5 4

40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 Main Engine - Hyundai-Sulzer 11RT-Flex96C Stern Tube Emergency Lubricating Oil Header Tank Cylinder Oil Measuring Tank Cylinder Oil Tank for use with Low Sulphur Heavy Fuel Oil Sewage Collecting Tank Sewage Treatment Unit Sewage Vacuumarator Pumps
6 11
10
13
14
18
22
No.3 and No.4 Generator Engine Jacket Water Heater No.3 and No.4 Generator Engine Local Control Panel Boiler Water Sample Cooler Boiler Burner Unit Auxiliary Boiler Boiler Forced Draught Fan No.3 Diesel Generator Starboard Generator Room Workbench No.4 Diesel Generator No.8 Cargo Hold - Starboard Fresh Water Hydsrophore Unit Auxiliary Boiler Control Panel Main Air Receiver - No.2 Main Air Receiver - No.1 Main Lubricating Oil Storage Tank Void under 2nd. Deck Main Lubricating Oil Settling/Renovating Tank Emergency Escape Trunk No.8 Ballast Tank - Starboard Fresh Water Tank - Starboard Distilled Water Tank Auxiliary Air Receiver Sink
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 -
39
44
Lifting Cradle Main Engine Piston Support Stands Main Engine Spare Exhaust Valves
43
46
47 74 48 49 50 51
Elevator Pit
52 53 54 57
58
Main Engine Spare Piston Main Engine Spare Cylinder Cover (complete with Exhaust Valve) Engine Room Cranes (Forward and Aft) Seat for additional Spare Main Engine Piston Main Engine Spare Exhaust Valves Main Engine Spare Cylinder Liner Main Engine Exhaust Valve Overhauling Cradle Seat for Additional Spare Main Engine Cylinder Liner
70
55 60 56 62 63 64 59
61 65
66
67
68
69
71
72
73
IMO No: 9315197
Maersk Seletar
Illustration 1.10d Engine Room 2nd Deck
Key Crane Trackway / Lifting Beam 1 2 3 4 5 6 7 8 9 Working Passageway - Port Emergency Escape Trunk Telephone Booth Fuel Valve Work Bench Fuel Valve Test Bench Shelving Shelving Generator Engine Lubricating Oil Measuring Tank Main Engine Fuel Valves Workshop Package Cooler Lathe Workshop
40 25 30 17 26 27 31 37 38 39 28 29 32 33 34
Up

1
2 8 10 13
5 9 12
11 A 18 21 19 20 22
15 16 23 24
14
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 A
Vent Trunking Waste Oil Treatment Unit Stairway to Upper Deck inside Casing Fresh Water Circulating Pump Unit Engine Control Room (ECR) No.8 Cargo Hold Soot Collecting Tank Main Engine Exhaust Auxiliary Boiler Uptake No.3 and No.4 Diesel Generator Exhaust Diesel Generator Room, Workbench Exhaust Fan Vent Trunking Vent Trunking Service Air Receiver No.1 Air Conditioning Compressor Unit No.2 Air Conditioning Compressor Unit Drinking Water Fountain Calorifier Hot Water Circulating Pump No.1 Service Air Compressor No.1 Main Air Compressor No.2 Domestic Refrigeration Compressor Unit No.1 Domestic Refrigeration Compressor Unit ????? Control Panel Control Room WC (Toilet) Control Room Package Cooler - Starboard No.2 Service Air Compressor Control Air Dryer No.2 Main Air Compressor No.3 Main Air Compressor Transformer Room ????? Transformer No.2 440/220V Transformer No.1 440/220V Transformer ????? Transformer Emergency Escape Trunk Working Passageway - Starboard. Cofferdam (overhead) under Emergency Generator Room
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 -
35
36
Down
Engine Room Store Shelving

41 45 46
Up
43 42 44
Welding Area Welding Transformer Welding Workbench Gas Welding Station Lockers Control Room Package Cooler - Port Pedestal Grinder
47
48 51
49 52
50
53
Electrical Workshop Stairway from Upper Deck

54 55 59 60 68 69 70 72 61 63 64 71 73 74 75 78 62 57 56
Electrical Test Bench
58 65
Vent Trunking Elevator Free Space - Engine Room Hatch above Stairway down to 3rd Deck No.1 and No.2 Diesel Generator Exhaust
66 67
76 77
IMO No: 9315197
Maersk Seletar
Illustration 1.10e Engine Room Upper, A, B and C Decks
Upper Deck
A Deck
B Deck
C Deck
15
16
18 17
15
24 17
3 26
15
17
Up
6 4 5 15 19
6 5 15 25 5
6 5
7
Up
7 20 8
Down Down
7
Up
7
Down
8
Up
15
Down
21
10 9 9 9 11 23 10 22 23
10 9
12 11 11
12 11
12
12
13 13 14 13 14 13 4
14
Key 1 2 3 4 5 6 7 8 9 Free Space - Engine Room Hatch above No.1 Vent Fan Trunk - Port Forward Elevator Shaft No.2 Vent Fan Trunk - Port Aft No.1 and No.2 Diesel Generator Exhaust Cable and Pipe Duct Separator Room Exhaust Fan Trunk Accommodation Stairwell Air Conditioning Return Air Duct Main Engine Exhaust 11 12 13 14 15 16 17 18 19 20 Auxiliary Boiler Uptake No.3 and No.4 Diesel Generator Exhaust No.4 Vent Fan Trunk - Starboard Aft No.3 Vent Fan Trunk - Starboards Forward Vent Louvre with Filter Engine Room Hatch - Lower Fan Room - Port No.1 Engine Room Vent Fan - Non-Reversible No.2 Engine Room Vent Fan - Non-Reversible Reefer Cooling Water Expansion Tank 21 22 23 24 25 26 Central Cooling Water Expansion Tank Exhaust Gas Boiler Engine Room Entrance from Accommodation Inlet to No.1 Vent Fan Inlet to No.2 Vent Fan Engine Room Hatch - Upper
10 -
IMO No: 9315197
Maersk Seletar
Illustration 1.10f Engine Room D, E, F and Navigation Decks
D Deck
E Deck
F Deck
Navigation Deck
Down
1
Down
Deck
Down
4 5 15 6
Up
3 4 5 15 6
3 4 5
9 8 10 7 8 16
7 19
11
12
11 12
11 12 18 11
20
11
13
14 11
17
21
Key 1 2 3 4 5 6 7 8 9 Elevator Shaft Cable and Pipe Duct No.1 and No.2 Diesel Generator Exhaust Separator Room Exhaust Fan Trunk Accommodation Stairwell Main Engine Exhaust Auxiliary Boiler Uptake No.3 and No.4 Diesel Generator Exhaust Air Conditioning Return Air Duct Engine Room Entrance from Accommodation
11 12 13 14 15 16 17 18 19 20 21 -
Vent Louvre with Filter Fan Room - Starboard No.4 Engine Room Vent Fan - Reversible No.3 Engine Room Vent Fan - Reversible Oil Mist Chamber Locker Inlet to No.4 Vent Fan Inlet to No.3 Vent Fan Locker Locker Battery Locker
10 -
IMO No: 9315197
Maersk Seletar
Illustration 1.10g Engine Room - Elevation
Navigation Deck (45,850 A/B) F Deck (42,850 A/B) E Deck (39,850 A/B)
1
Key 1 2 3 4 5 6 7 8 9 Monorail for Stores Crane Engine Room Hatch - Upper Engine Room Vent Fan Room - Port Working Passageway - Port Cofferdam under Emergency Generator Room Void Space Engine Room Workshop Engine Room Stores Engine Control Room Void Space Void Space Emergency Escape Trunk No.8 Cargo Hold No.8 Water Ballast Tank - Port Engine Room Crane - Forward and Aft Fresh Water Tank - Port 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 Emergency Escape Trunk Generator Engine Lubricating Oil Storage Tank No.2 and No.2 Diesel Generators Main Engine Heavy Spares Main Engine - Hyundai Sulzer 11RT-flex96C-B Separator and Fuel Preparation Room Low Sulphur Heavy Fuel Oil Service Tank Heavy Fuel Oil Settling Tank No.8 Cargo Hold Bilge Wells Stern Tube and Tailshaft Intermediate Shaft and Bearings Stern Tube Seal Lubricating Oil Tank Shaft Tunnel Watertight Sliding Door Marine Diesel Oil Storage Tank Bilge Oil/Water Separator 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 Sludge Tank Cofferdam Bilge Well Stern Tube Lubricating Oil Sump Tank Double Bottom Void Space Engine Room Bilge Well - Aft Bilge Holding Tank Main Engine Lubricating Oil Sump Tank Oily Bilge Tank - Clean Oily Bilge Tank - Dirty Cargo Hold Bilge Collecting Tank Overboard Discharge Sea Chest - Port Fuel Oil Overflow Tank Engine Room Bilge Well - Forward Port Elevator Shaft Crane Trackway / Lifting Beam
D Deck (36,850 A/B) C Deck (33,850 A/B) B Deck (30,850 A/B) A Deck (27,850 A/B)
2 47
10 11 12 13 14 15 16 -
5 4 7 8
6 9
Upper Deck (24,400 A/B with Camber)
10 12 13 14 16 15 15 17 18
11
2nd Deck (20,165 A/B)
20 19
21 25 25 22
23 24
3rd Deck (12,380 A/B)
28 26 27
29 27
30 27
31
32 33 34
Partial Deck (7,190 A/B) Floor Level (4,700 A/B) Tank Top (2,590 A/B)
35
36 37
38
39
40
41 43
42
44
45
46
IMO No: 9315197
Maersk Seletar
Illustration 1.10h Engine Control Room
Ventilator Trunk (Down)
Ventilator Trunk (Up)
Elevator Trunk
Staircase
Toilet
8 27
9 10
11
12
13 14
22 24
23 25
22 26 24 29
CO2
27 28
28
TD
Engine Control Console

CO2 SD CO2
CO2
SD
SD
19 15
18
18
19
20 29
30
19
18
19
15
31 32
16
Main Switchboard
Escape Trunk
SD
SD SD
17
17
18
18
21
18
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11.
Impressed Current Cathodic Protection Aft Power Supply Unit Filing Cabinet Fin Stabiliser Main Control Panel Oil Mist Detector Control Panel (Main Engine) Oil Mist Detector Control Panel (Generator Engine) Impressed Current Cathodic Protection Remote Unit Blackboard MIP Monitor CO2 Alarm Bell Clinometer Tank Sounding Board
12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.
Fire Extinguisher Protection Box for Unit Cooler Emergency Escape Breathing Device Box Unit Cooler Unit Cooler with Life Jacket Box Book Rack Smoke Detector CO2 Discharge Nozzle Thermal Detector Engine Room Battery Charger and Battery Ships Computer
23. 24. 25. 26. 27. 28. 29. 30. 31. 32.
Printer for Ships Computer Keyboard for Ships Computer Ships Computer Table Wooden Desk MIP Table MIP Monitor Armchair Revolving Armchair UPS Battery for Alarm Monitoring System UPS for Engine Room Alarm Monitoring System
IMO No: 9315197
Maersk Seletar
1.11 Tank Capacity Tables

Water Ballast Tanks Fuel Oil Tanks
Capacities
SG 1.025
Capacities 100% Full Centre of Gravity LCG VCG m 119.562 93.377 93.377 92.478 65.642 65.642 65.113 36.386 36.386 43.036 43.036 28.693 28.693 36.173 7.055 7.055 14.274 14.274 -0.169 -0.169 7.013 -20.500 -20.500 -20.111 -20.111 -22.090 -51.581 -51.581 -42.728 -42.728 -56.690 -56.690 -51.262 -100.911 -100.642 -148.502 m 3.910 11.185 11.185 1.121 9.324 9.324 1.018 12.259 12.259 2.234 2.234 1.890 1.890 0.997 12.414 12.414 1.890 1.890 1.890 1.890 0.997 12.940 12.940 1.578 1.578 1.000 12.273 12.273 1.957 1.957 2.366 2.366 0.998 9.792 9.864 13.574
SG 0.990
Centre of Gravity LCG VCG from above Midship BL m
-14.800 -14.800 -14.800 -14.800 -68.059 -68.059 -68.058 -68.950
Tank No.1 Double Bottom W.B.T. No.2 Side W.B.T. No.2 Side W.B.T. No.2 Double Bottom W.B.T. No.3 Side W.B.T. No.3 Side W.B.T. No.3 Double Bottom W.B.T. No.4 Upper Side W.B.T. No.4 Upper Side W.B.T. No.4F Lower Side W.B.T. No.4F Lower Side W.B.T. No.4A Lower Side W.B.T. No.4A Lower Side W.B.T. No.4 Double Bottom W.B.T. No.5 Upper Side WBT - Heeling Tank No.5 Upper Side WBT - Heeling Tank No.5F Lower Side W.B.T. No.5F Lower Side W.B.T. No.5A Lower Side W.B.T. No.5A Lower Side W.B.T. No.5 Double Bottom W.B.T. No.6 Upper Side W.B.T. No.6 Upper Side W.B.T. No.6 Lower Side W.B.T. No.6 Lower Side W.B.T. No.6 Double Bottom W.B.T. No.7 Upper Side W.B.T. No.7 Upper Side W.B.T. No.7F Lower Side W.B.T. No.7F Lower Side W.B.T. No.7A Lower Side W.B.T. No.7A Lower Side W.B.T. No.7 Double Bottom W.B.T. No.8 W.B.T. No.8 W.B.T. Aft Peak Tank TOTAL (C) (P) (S) (C) (P) (S) (C) (P) (S) (P) (S) (P) (S) (C) (P) (S) (P) (S) (P) (S) (C) (P) (S) (P) (S) (C) (P) (S) (P) (S) (P) (S) (C) (P) (S) (C)
Location Frames 172.0 - 180.0 162.0 - 172.0 162.0 - 172.0 162.0 - 172.0 152.0 - 162.0 152.0 - 162.0 152.0 - 162.0 142.0 - 152.0 142.0 - 152.0 147.0 - 152.0 147.0 - 152.0 142.0 - 147.0 142.0 - 147.0 142.0 - 152.0 132.0 - 142.0 132.0 - 142.0 137.0 - 142.0 137.0 - 142.0 132.0 - 137.0 132.0 - 137.0 132.0 - 142.0 123.0 - 132.0 123.0 - 132.0 122.0 - 132.0 122.0 - 132.0 122.0 - 132.0 112.0 - 122.0 112.0 - 122.0 118.0 - 122.0 118.0 - 122.0 112.0 - 118.0 112.0 - 118.0 112.0 - 122.0 49.0 - 87.0 49.0 - 87.0 -5.8 - 18.0
Tank
Location 100% Full Frames m3

2190.9 2190.9 1720.6 1720.6 157.6 157.6 157.1 188.3 8483.6
98% Full m3
2147.1 2147.1 1686.2 1686.2 154.4 154.4 154.0 184.6 8314.0
MT
2125.6 2125.6 1669.4 1669.4 152.9 152.9 152.4 182.7 8230.9
m
10.086 10.086 9.793 9.793 11.754 11.754 11.775 12.819
No.6 Side FO Tank No.6 Side FO Tank No.6 Inner LS FO Tank No.6 Inner FO Tank HFO Settling Tank HFO Service Tank LS HFO Settling Tank LS HFO Service Tank Total
(P) (S) (P) (S) (P) (P) (P) (P)
127.0 - 132.0 127.0 - 132.0 127.0 - 132.0 127.0 - 132.0 106.0 - 112.0 106.0 - 112.0 106.0 - 112.0 104.0 - 112.0
m3 905.2 1676.9 1676.9 559.7 1574.4 1574.4 848.3 951.4 951.4 335.2 335.2 349.0 349.0 869.6 937.7 937.7 412.3 412.3 419.2 419.2 869.6 808.6 808.6 672.0 672.0 873.4 957.5 957.5 300.3 300.3 355.6 355.6 866.9 1367.8 1341.3 987.0 28989.0
MT 927.9 1718.8 1718.8 573.7 1613.7 1613.7 869.5 975.2 975.2 343.6 343.6 357.7 357.7 891.4 961.1 961.1 422.6 422.6 429.7 429.7 891.4 828.8 828.8 688.8 688.8 895.2 981.4 981.4 307.8 307.8 364.5 364.5 888.6 1402.0 1374.8 1011.6 29713.5
Diesel Oil Tanks

Capacities Compartment Location 100% Full Frames
MDO Storage Tank MDO Service Tank Total (P) (P) 71.0 - 87.0 94.0 - 103.0
SG 0.850
Centre of Gravity LCG VCG from above Midship BL m m
98% Full m3
277.8 159.2 437.0
m3
283.5 162.4 445.9
MT
250.2 143.3 393.5
Fresh Water Tanks

Capacities Compartment Location 100% Full m3
202.2 134.8 67.3 404.3
SG 1.000
Centre of Gravity LCG from VCG above Midship BL m
-92.050 -93.623 -88.900
Frames
Fresh Water Tank Fresh Water Tank Distilled Water Tank Total (P) (S) (S) 71.0 - 87.0 71.0 - 87.0 79.0 - 87.0
MT
202.2 134.8 67.3 404.3
m
16.279 15.631 17.576
IMO No: 9315197
Maersk Seletar
1.11 Tank Capacity Tables 2 Lubricating Oil Tanks
Main Engine LO Sump Tank Main LO Storage Tank Main LO Settling Tank Generator LO Storage Tank No.1 Cylinder Oil Storage Tank No.2 Cylinder Oil Storage Tank Cylinder Oil Service/Storage Tank for LSHFO Stern Tube LO Sump Tank Total (C) (S) (S) (P) (S) (S) (P) (P) 68.0 - 100.0 96.0 - 104.0 104.0 - 111.0 89.0 - 92.0 100.0 - 112.0 89.0 - 100.0 68.0 - 71.0 37.0 - 41.0

SG 0.850
Centre of Gravity LCG VCG from above Midship BL m
-88.802 -75.350 -69.350 -82.950 -70.550 -79.560 -99.340 -122.760
98% Full m3
96.2 111.6 97.7 24.9 128.0 104.9 33.4 3.5 600.2
m3
98.2 113.9 99.7 25.4 130.6 107.0 34.0 3.6 612.4
MT
86.6 100.5 87.9 22.4 115.2 94.4 30.0 3.2 540.2
m
1.216 15.779 15.779 17.143 9.792 10.048 17.576 2.200
Miscellaneous Tanks
Bilge Holding Tank Boiler WO Service Tank FO Overflow Tank Hold Bilge Collecting Tank Main Engine Cooling Water Drain Tank Oily Bilge Tank - Clean Oily Bilge Tank - Dirty Sludge Tank Sewage Collecting Tank Stern Tube Cooling Water Tank Total (C) (P) (P) (P) (S) (P) (P) (P) (S) (C) 56.0 - 67.0 94.0 - 96.0 100.0 - 108.0 75.0 - 89.0 68.0 - 75.0 75.0 - 81.0 81.0 - 87.0 89.0 - 104.0 87.0 - 100.0 9.7 - 18.0
m3
66.6 18.1 77.8 87.5 38.7 17.1 19.3 178.6 159.5 43.4 706.6
Centre of Gravity LCG VCG from above BL Midship m m

-105.406 -79.350 -71.739 -88.753 -97.608 -92.743 -88.?50 -79.188 -80.298 -140.986 1.821 10.224 1.640 1.377 1.620 1.993 1.948 5.408 1.487 4.243
IMO No: 9315197
Section 2: Main Engine and Auxiliary Systems

2.1

Main Engine
2.1.1 Main Engine Details 2.1.2 WECS-9520 Engine Control System 2.1.3 Main Engine Manoeuvring Control 2.1.4 Main Engine Safety System 2.1.5 Digital Governor
Maersk Seletar
2.1 Main Engine
Illustration 2.1.1a Main Engine
2.1.1 Main Engine Details

Manufacturer: Model: Type: Number of cylinders: Cylinder bore: Stroke: Output (MCR): Direction of rotation: Turbocharger Manufacturer: No.of sets: Type: HYUNDAI 3 TPL 85 B15 HYUNDAI- SULZER 11RT-flex96C-B Electronically controlled two stroke, single acting direct reversible, crosshead diesel engine with three constant pressure turbochargers and air coolers 11 960mm 2,500mm 85,580bhp (62,920kW) at 102 rpm Clockwise looking from aft
General Description
The Sulzer RT-Flex engine is essentially a standard Sulzer RTA low-speed two-stroke marine diesel engine except that, instead of the usual camshaft and its gear drive, fuel injection pumps, exhaust valve actuator pumps, reversing servomotors, and all their related mechanical control gear, the engine is equipped with a common-rail system for fuel injection and exhaust valve actuation, and full electronic (computer) control of engine functions. Two control oil pumps are provided near the engine local control stand and one of these must always be operational in order to ensure that the common rail fuel and exhaust valve operation systems can function. The engine is monitored and controlled by a WECS (Wartsila Engine Control System) - 9520 unit. This is a modular electronic system with separate microprocessor control units for each cylinder; overall control and supervision is by means of separate, duplicated microprocessor control units. The cylinder microprocessor control units are mounted on the front of the engine at the common rail which is located below the top engine platform. The engine is a single acting, two-stroke, reversible, diesel engine of crosshead design with exhaust gas turbocharging and uniflow scavenging. Tie rods bind the bedplate, columns and cylinder jacket together. Crankcase and cylinder jackets are separated from each other by a partition, which incorporates the sealing gland (stuffing) boxes for the piston rods. The cylinders and cylinder heads are fresh water cooled.
IMO No: 9315197
Section 2.1.1 - Page 1 of 10
Maersk Seletar
The exhaust gases flow from the cylinders through the hydraulically operated exhaust valves into an exhaust gas manifold. The exhaust gas turbochargers work on the constant pressure charging principle. The charge air delivered by each turbocharger flows through an air cooler and water separator into the common air receiver. Air enters the cylinders through the scavenge ports, via valve groups, when the pistons are nearly at their bottom dead centre (BDC) positions. At low loads two electrically driven auxiliary blowers supply additional air to the scavenging air space. The pistons are cooled by bearing lubricating oil, supplied to the crossheads by means of articulated lever pipes. The thrust bearing and turning gear are situated at the engine driving end. The fuel and servo oil pumps for the common rail fuel system and exhaust valve actuation are driven by gear wheels from the crankshaft. The engine is started by compressed air, which is controlled by the electronic starting air system. In case of failure of the engine remote control system (bridge and ECR control system), the engine can be controlled from a local (emergency) control stand located at the forward end of the engine at middle platform level. Lubricating Oil System (see section 2.8.1, Main Engine Lubricating Oil System) The engine lubrication system, with the exception of turbocharger and cylinder lubrication, is supplied by one of three main pumps, which take suction from the sump tank and supply the main bearings. One of two crosshead pumps takes suction from the main pump discharge, after the automatic backflush filter and supplies oil at increased pressure to the crosshead bearings. The turbochargers have a separate lubrication system. Main Bearing Oil System The engine main bearings and thrust block are supplied with lubricating oil by the duty main lubricating oil circulation pump; there are two pumps located at the forward end of the engine and one at the after end of the engine. One LO pump is working and one selected for standby. The oil is cooled before supply to the engine. Oil from the main bearing system is also supplied, via articulated lever pipes, to cool the working piston crowns. Main bearing and crosshead oil systems are interconnected, as the crosshead pumps take suction from the main bearing LO supply line to the engine. The integrated damper (axial detuner) and the balancer are also cooled with bearing oil. Crosshead Bearing Oil System Two crosshead LO pumps, one working and one on standby, take suction from the main LO supply to the engine and boost the pressure of the crosshead supply. The bottom end bearings are also supplied with LO from the associated crosshead, oil flowing down a bore in the connecting rod. The lubrication of crossheads and connecting rod bottom end bearings is made through articulated lever pipes. Issue: Draft 1 - July 2007 Turbocharger Lubrication The turbochargers are supplied with lubricating oil from the turbocharger LO system. There are two turbocharger LO pumps, one operating and one on automatic standby. These pumps supply oil to the turbocharger bearings from the turbocharger LO service tank via a cooler. The pumps have suction filters and there is also a tank filter unit with its own circulation pump. This pump should be operating whenever the turbocharger pumps are running. Cylinder Lubrication System The engine is fitted with a Pulse Jet cylinder lubrication system which operates by the spraying of cylinder lubricating oil on to the liner surface from a single row of quills arranged around the liner, each quill having a number of nozzle holes. There are eight quills with each quill having five oil jets giving a total of 40 lubricating points on the liner surface. The oil jets are individually directed to separate points on the liner surface. There is no atomisation and no loss of lubricating oil to the scavenge air. The quills are simple non-return valves. Cylinder lubricating oil is delivered to the quills by a lubricator pump. There is one CLU4 pump unit for each engine cylinder and this incorporates the cylinder oil reservoir, the pump unit and the solenoid valves for operating the pump unit. The pump unit is operated by means of oil from the servo system with servo oil being directed to and from the servo unit of the cylinder oil pump by the solenoid valves. These solenoid valves are controlled by the WECS-9520. The WECS-9520 determines the optimum amount of cylinder lubricant required at each piston stroke and also determines when the lubricator will operate in order to direct the cylinder lubricant at the liner surface so that the piston rings may effectively spread the oil over the liner surface. The amount of cylinder oil injected depends upon the cylinder load. The servo oil operates the cylinder oil pump for its unit, the operation timing and cylinder oil delivery rate, being governed by signals from the WECS-9520 which regulate the servo oil driving the lubricator pump unit. The cylinder lubricator pump box is replenished by gravity with oil from the cylinder oil measuring tank. The supply pipe is trace heated in order to ensure flow of the cylinder oil in all temperature conditions. The cylinder oil measuring tank is replenished from one of the two cylinder oil storage tanks using the cylinder oil transfer pump. In the event of failure of the electrically driven cylinder oil transfer pump a hand operated pump is provided. Waste oil from the cylinders drains to the under piston space and any liquid accumulating in the under piston space is drained to the residue oil trap and then the waste oil tank

Cooling Water System (see section 2.5.1, High Temperature Fresh Water Cooling Systems) The cooling water must be treated with an approved cooling water inhibitor to prevent corrosive attack, sludge formation and scale deposits in the system. The engine cooling water system is classed as the high temperature system and this is linked with the low temperature central cooling system by means of a three-way temperature controlled valve. This valve diverts hot water from the HT engine cooling system to the LT central cooling system when the cooling water outlet temperature from the engine exceeds a set temperature (generally 90C). The HT engine cooling system and the LT central cooling system make use of the same cooling water expansion tank and so they use the same treated water. There are two HT cooling water circulation pumps, one set as the duty pump and the other as the standby pump. HT cooling water is used as the heating source for the fresh water generator and this is the only direct cooling to which the HT system is subjected. A jacket cooling water preheater is fitted and this is used to maintain the engine temperature when the engine is stopped or running at low load; it may also be used for supplementary heating should that be necessary for operation of the fresh water generator. Fuel Oil System (see section 2.6.1, Main Engine Fuel Oil Service System) The fuel oil is supplied to a common rail by the fuel supply pumps which are driven from the crankshaft by a gear system. The fuel pumps are arranged in a V form with four pumps in each bank. The pumps deliver pressurised fuel oil to a collector which then supplies the common fuel rail; this fuel rail is maintained at a pressure of 1,000 bar. All parts of the high pressure fuel system are sheathed in order to prevent high pressure fuel from entering the engine room spaces. The fuel supply pumps are driven by a camshaft via three lobed cams. The three-lobed cams and the speed of the camshaft means that each pump makes several strokes during a crankshaft revolution. There are eight fuel supply pumps and the output of the pumps is such that seven pumps have the capacity to meet full load needs of the engine; with only six pumps operational the engine load must be reduced below maximum. The common fuel rail is divided into two sections, one serving the forward five cylinders and the other serving the aft six cylinders. The common rail volume is such that the fuel pressure is constant throughout the operation of the engine. There are three fuel injectors fitted in each cylinder cover and high pressure fuel oil is supplied to these from the common rail. Each cylinder has its own injection control unit which controls the fuel supply to the injectors from the common fuel rail. Each injection control unit has three rail valves and three injection control valves, one of each for each injector. The rail valve is an electrically operated spool valve which can be moved to each end of its casing by electrical signals from the WECS-9520. The spool valve acts as an open or closed valve and when in the open position it directs control oil to the injection control valve. The injection control valve opens and allows high pressure fuel from the common rail to pass to the fuel injector thus beginning fuel injection at that injector. When the WECS-9520 signals the spool valve to close, the injection control valve is closed and hence fuel injection stops. Control oil is supplied by the servo and control oil manifold at a pressure of 200 bar. The rail Section 2.1.1 - Page 2 of 10
IMO No: 9315197
Maersk Seletar
valves are bi-stable solenoid valves with a fast actuation time; the valve is not energised for more than 4ms at any time. The WECS 9520 controls the fuel injection system via the cylinder control module (CCM), which not only regulates the start and end of injection but also monitors the quantity of fuel injected. The fuel quantity sensor measures the actual amount of fuel injected and this information is relayed to the control system. The control system calculates any change in fuel timing required from the engine operating conditions and the actual fuel quantity injected. The functioning of the fuel injection system is monitored at each cycle and changes are made for the next cycle if necessary. Operation of the rail valves is under the control of the WECS-9520, which can adjust the timing and quantity of fuel injection to suit operating conditions. Normally all three cylinder fuel injectors, which are of the hydraulically actuated type, operate together but as they are independently controlled it is possible for them to be programmed to operate separately. In the event of one of the fuel injectors or its actuation system failing, the engine may continue to operate with the remaining two injectors. At low engine speeds one or two fuel injectors may be cut out for each cylinder in order to minimise exhaust smoke. The remaining operational fuel injector(s) operate at longer injection periods with the high fuel pressure maintained by the common rail. With injector(s) cut out the operating injector(s) are changed over every 20 minutes in order to prevent overheating of the cut out injector(s) and ensure that all injectors have equal running. The fuel quantity delivered to the engine by the fuel conditioning module is considerably greater than is actually required by the engine, the excess fuel flows back to the mixing unit of the main fuel conditioning module. The mixing unit is located at the FO circulation pump suction and it also takes a FO supply from the low pressure FO supply pump which draws HFO from the duty HFO service tank. From the FO circulation pumps the HFO flows through the steam heaters and then to the supply manifold for the high pressure common rail supply pumps. A circulation valve is fitted between the engine FO inlet and outlet lines and this allows for circulation of the fuel through the conditioning module without supplying the engine. The main engine is designed to operate on HFO during manoeuvring. All pipes are provided with trace heating and are insulated. For reasons of safety, all high-pressure pipes are encased by a metallic hose. Any leakage is contained and led to an alarmed fuel oil leakage tank. The engine may be operated on MDO if necessary. Starting Air System (see section 2.10.1 Starting Air System) The starting air system of the RT-Flex engine is similar to that of a standard RTA engine except for the control of the cylinder starting air valves which is incorporated in the WECS-9520 rather than a starting air distributor. Starting air is supplied to the engine starting air manifold from the starting air receivers via the starting air shut-off valve. Individual cylinders are supplied with starting air via branch pipes which have flame arresters. Issue: Draft 1 - July 2007 The cylinder starting valve is operated by pilot air and the pilot air valve is controlled electrically by the cylinder control module. The starting pilot air valve is opened and closed directly by the cylinder control module (CCM) once every revolution at defined crank angles during the starting period. When the engine has started the starting system is shut down. Cylinder Exhaust Valve Each cylinder has a single exhaust valve centrally located in the cylinder cover. The exhaust valve is hydraulically opened; it is closed by air pressure acting on the air piston, which is located below the hydraulic actuating cylinder. When hydraulic pressure is applied to the actuating piston in order to open the exhaust valve, the air trapped below the air piston is compressed. When the hydraulic opening pressure is removed the air pressure acts on the piston to close the exhaust valve; this is known as the air spring. The space above the air piston is then vented and make-up air is supplied to the space below the air piston, from the control air system, via a non-return valve, in order to replace any leakage from the air spring cylinder. The exhaust valve is fitted with a series of vanes on the stem, known as a spinner. When the exhaust valve is opened exhaust gas escaping from the cylinder acts on the spinner and causes the valve to rotate. Rotation of the valve evens out the temperature of the valve and as the valve is still rotating when it reseats, this creates a light grinding effect which removes deposits from the valve seat and valve face. The cylinder control module (CCM) controls the exhaust valve opening and closing. Hydraulic pressure for opening the valve comes from the servo oil common rail. The servo oil common rail is pressurised to a pressure of 200 bar by the servo oil pumps which are driven by the same gear drive system as the fuel common rail pumps. The CCM controls an exhaust rail valve which then activates the exhaust hydraulic control slide valve and this directs hydraulic oil to and from the exhaust valve actuator unit. The servo oil acts on the lower face of the free moving exhaust valve actuator piston; as the piston moves upwards, when servo oil pressure is applied, it exerts a hydraulic force on the exhaust valve piston and opens the exhaust valve. The hydraulic system connecting the upper face of the exhaust valve actuator piston with the exhaust valve piston (the hydraulic pushrod) is filled with engine bearing oil and a connection with the bearing circulation system ensures that the space is always fully charged. This arrangement provides a complete separation of servo hydraulic system and valve actuation/bearing lubricating oil systems and enables the exhaust valves to be serviced without disturbing the servo oil system. Charge Air System Charge air for combustion in the cylinders is provided by three exhaust gas driven turbochargers. The turbochargers draw air from the engine room through a filter and deliver it to the scavenge air receiver via a cooler and a water separator. The charge air is cooled by water circulating in the low IMO No: 9315197

temperature fresh water cooling system. Immediately after passing over the cooling elements in the scavenge air cooler the air flows through a water separator where water droplets are removed. It is essential that water droplets are removed from the charge air; any water droplets entering the cylinder with the scavenge air can remove the lubricating oil film from the cylinder liner, resulting in excessive liner wear. Water entering the cylinder can also combine with the sulphurous products of combustion and cause cold corrosion in the cylinder system and uptakes. The scavenge air coolers (SACs) must be monitored closely whilst the engine is operating as the scavenge air temperature has a significant influence on cylinder performance. The charge air temperature must be maintained at 40 to 45C during normal climatic conditions. In tropical waters the temperature may be allowed to increase by 5C but it must never be allowed to rise above 50C. High charge air temperature reduces the air density which can result in poor cylinder combustion. A high air inlet temperature produces a high exhaust temperature and there is a maximum allowed exhaust temperature. If the air inlet temperature is too high then the engine output may have to be reduced in order to maintain the exhaust temperature within set limits. Too low an air temperature can cause thermal shock in the cylinder. A high air temperature and an increased temperature difference between cooling water inlet and outlet can indicate fouling of the SAC on the water side. A high air temperature accompanied by an increased air pressure drop across the cooler, together with a reduced temperature difference between the cooling water inlet and outlet, is indicative of fouling on the SAC air side. The SACs must be cleaned according to the engine builders instructions and the frequency of cleaning will depend upon operating circumstances. The turbocharger turbine and impeller must also be cleaned at intervals recommended by the engine builder or as operating circumstances dictate. Facilities are provided for in-service cleaning of the turbine and impeller and the engine builders cleaning instructions must be carefully followed in order to ensure effective cleaning and avoid engine damage. The turbocharger suction filter must be maintained in a clean condition and the pressure drop across the filter differential pressure gauge will indicate when cleaning is required. For supplying scavenge air when starting the engine or when running at low loads three electrically driven auxiliary blowers are provided. These should be selected for automatic operation and they will start prior to starting the engine or when the operating speed falls below a predetermined value. The auxiliary blowers will stop automatically when the engine speed rises above a predetermined value and sufficient scavenge air is supplied by the turbochargers.
Maersk Seletar
Scavenge Air Space Fire Fighting System The engine is provided with a water mist fire fighting system for the scavenge air space. CAUTION Up until item o) in the procedure below, the shut-off valves at the starting air receivers to the main automatic starting air shut-off valve, must be closed and the automatic starting air shut-off valve venting valve must be open. a) Check the fluid levels of all the tanks in the engine systems including the leakage drain tanks. i) j)

Supply power and control air to the control box for the automatic oil filter. Prepare the control oil system; start the duty control oil system pump and check that the system pressurises correctly.
Oil Mist Detector

Manufacturer: No. of sets: Model: Kidde-Graviner 1 Graviner Mk 6
k) Prepare the fuel system at the engine and vent the fuel rail by means of the vent function in the programme in the WECS computer. l) Open and close each exhaust valve a few times using the flexView in order to ensure complete venting of the exhaust valve hydraulic actuators.
All units, the thrust block and the fuel pump casing are fitted with individual detector heads which monitor the crankcase of the associated unit continuously. The system is divided into two engines (sections), No.1 covering the individual cylinder unit detector heads and No.2 covering the fuel pumps, thrust bearing and other detector heads. The control unit scans signals from the detector heads sequentially and all engine detector heads are scanned regularly every 1.2 seconds. The system has an alarm priority so that an alarm condition at any detector head is responded to as soon as it occurs. It is essential that the oil mist detector system is maintained in a full and effective operating condition and that any alarms are acted upon immediately, as this instrument provides an essential safeguard against a crankcase explosion which can have extremely serious consequences. Activation of the oil mist detector initiates an engine slowdown or shutdown if very high mist level is detected. The duty engineer must test the functioning of the mist detector unit at least twice each day. Testing of the unit takes place at the control panel but each detector head is fitted with indicator LEDs and checks must be made daily to ensure that these are functioning. If a detector head fails or transmits an abnormal signal an alarm is activated. Detector heads should be cleaned every month. The control panel for the Kidde-Graviner oil mist detector is located in the engine control room.
b) Check that all the shut-offs for the engine cooling water and lubricating oil systems are in the correct position. c) Open the air supply to the shipboard system and to the engine control air system.
d) Prepare the fuel conditioning module; this will normally already be operating and circulating heated HFO as the generators are operated on HFO supplied by this unit. e) Start up the pumps for cylinder cooling water, bearing LO and crosshead LO and set the pressures to their normal values. The piston cooling is part of the bearing lubrication system. Ensure that the cylinder lubricator boxes are filled with oil. The engine cooling water should be preheated to about 60C and the lubricating oil should be preheated to about 35C. The turbocharger LO pump should also be started.
m) Open the cylinder indicator cocks and using the turning gear turn the engine at least one full revolution to check that all the running gear is in order. Check if any water, oil or fuel has collected on the piston crown. Operate the cylinder prelubrication system. n) Take out the turning gear and secure it in the OUT position. o) Shut the indicator cocks. p) Check to ensure that all the crankcase doors are closed with all the latches tight. q) Check the pressure in the starting air receivers and open their drains until any condensate has been drained. r) s) Open the drain and test valve 2.06 until the water has been drained. Close the starting air system venting valves and open the main air shut-off valves on the starting air receivers. Turn the main starting air supply shut-off valve handwheel to the AUTOMAT position. Open the control air supply shut-off cocks. The pressure gauges on the pressure gauge panel should now show the starting air pressures (12kg/cm2 to 30kg/cm2) and control air pressures (7.0kg/cm2 to 9.0kg/cm2).
Note: If the engine has been stopped for only a short period the cooling and lubrication systems will have remained running and the temperatures in those systems maintained. Where maintenance work has been carried out on one or more cylinder units, the cooling water and/or the lubrication supply may have been cut off to the cylinder units concerned. It is essential that all cylinder units are brought up to the same operating temperature by allowing the cooling water and lubricant to circulate for sufficient time. f) Check to ensure that all system vents are functioning and that systems are vented correctly.
Procedure for Preparing the Engine for Starting after a Short Shutdown Period
Before starting the engine, the checks and procedures mentioned below must be followed. All components that have been overhauled should have been correctly reassembled and fitted and their function checked. All devices, cleaning rags and tools, which were used, must be removed from the engine; a thorough check must be made to ensure that no items have been left behind.
t)
g) Switch on the WECS-9520 remote and engine control system. All breakers in the supply boxes must be closed and the green LEDs on all cylinder control modules (CCMs) should be illuminated. The CCM yellow indicator LEDs should flicker indicating that the CAN-BUS connections are functioning properly. The three green indicator LEDs on the common electronic unit (COMEU) should be illuminated. h) Turn on the WECS computer in the ECR and ensure that the programme is running.
Other gauges should be checked to ensure that they are reading the correct pressures. These are: Air spring air Control air
IMO No: 9315197
Maersk Seletar
There should be an air supply from the board system via the pressure reducing valve 23HA and a backup supply from the starting air system via the pressure reducing valve 19HA. These must be checked. u) Preselect the auxiliary blowers at the control panel; the blower switches at their starter panels must be set to AUTOMATIC. v) Press the EMERGENCY STOP pushbutton on the control panel and observe if the pressure in the fuel rail drops. After this check, press the EMERGENCY STOP pushbutton again to reset the system. The EMERGENCY STOP pushbutton locks in when it is pressed and must be pressed again to release and reset. w) Open the check cock of the main automatic starting air shut-off valve for a short time and listen for the valve opening, it can be heard distinctly. Close the cock again. x) Set the engine control system to the ECR. The changeover pushbuttons must be activated and these must indicate which station has control. Note: Positive action is required at the local control stand for the setting of the control position. The bridge cannot take control of the engine, it must be passed to the bridge from the engine control room. y) Check to ensure that no personnel are near the flywheel. z) Inform the bridge of the readiness to start the engine and obtain permission to make a slow turn of the engine. When permission is given press the SLOW TURNING pushbutton on the ECR Manual Control panel. The engine will make one complete revolution on slow turning. When the slow turn has been successfully completed the engine is ready to operate and control can be transferred to the bridge. automatically during manoeuvring when a start is initiated after the engine has been at standstill for 30 minutes or more. The engine rotates on air at between 5 and 10 rpm until at least one full revolution of the crankshaft has been completed. The fuel system is then released and the normal air start procedure commences. The following conditions must be fulfilled before activating the slow turning operation on air: Turning gear is disengaged The WECS-9520 engine control system must be switched on Oil pumps are operating (bearing oil and crosshead oil) The control oil pump must be operating The control system is set on REMOTE at the selector switch in the engine side control panel Indicator cocks must be closed The handwheel on the engine starting air shut-off valve must be set to AUTOMATIC Shut-off valves on the starting air receivers open Air pressure for the exhaust valves air springs is correctly set During slow turning, the cylinder lubrication must be switched on

Procedure for Supplying Fuel to the Main Engine
The fuel conditioning module supplies fuel to the main engine driven fuel pumps and these pressurise the common rail. The setting and operating of the fuel conditioning unit is described in section 2.6.1 of this machinery operating manual. The main engine may be operated on MDO or HFO but it is normally operated at all times on HFO, MDO only being used when flushing through prior to a prolonged stay in port or prior to work being carried out on the main engine fuel system. If environmental circumstances dictate, the main engine may need to be operated on MDO. The fuel conditioning module supplies fuel oil to the engine fuel supply pump suction rail and these pumps then supply high pressure fuel oil to the engines common fuel rail. Excess fuel is always supplied to the fuel pump suction rail in order to ensure that the fuel pumps have sufficient fuel for all operating loads. Fuel not used by the engine is returned to the mixing tank of the fuel conditioning module. A pressure regulating valve at the fuel pumps releases excess fuel to the mixing tank; the fuel pressure at the supply pumps should be about 6.0 bar. This arrangement also ensures that when using heated HFO there is a circulation of heated fuel to the engine system and so the fuel system remains at the correct temperature. All fuel lines are lagged and trace heated. When the engine is running on HFO the three-way supply valve from the fuel oil service tanks to the fuel conditioning module must be set for HFO; trace heating must be applied to the system. The fuel conditioning module must be operated so that the HFO in the system remains at the correct temperature to give the required viscosity at the fuel pumps. The engine may be started on HFO but if the HFO in the fuel system has been allowed to cool down, heated HFO must be circulated through the high pressure circuit of the engine for at least six hours before starting. Preheating of the fuel oil is controlled by the viscometer in the fuel conditioning module. The viscosity of the fuel at the fuel pumps should be in the range 10-17cSt for normal engine operation and the viscometer should be set to a value in this range.
Slow Turning Function

The procedure is similar to starting of the engine. The shut-off valve for the starting air is opened by the control valve; starting air then reaches the cylinder starting valves. The cylinder control module (CCM) activates the pilot air solenoid valves so that the main cylinder starting air valves are opened and closed for short intervals only. This ensures that a reduced amount of starting air enters each cylinder and so the engine turns over slowly. When the control system senses that the engine crankshaft has completed one revolution, the slow turning function is deactivated and the pilot air solenoid valves are energised for the full starting air period so that main cylinder starting air valves open for the full starting air admission period. The engine then starts normally on full air pressure.
Procedure for Changing from Marine Diesel Oil to Heavy Fuel Oil
If the engine is started on MDO it should be changed over to HFO operation as soon as it is running in a stable condition and the HFO is heated in the HFO service tanks. The three-way changeover valve at the fuel conditioning module inlet is changed to the HFO position after one of the HFO service tanks has been prepared for operation and the water has been drained from the tank. The viscometer will control the heating of the fuel in order to maintain the correct viscosity. Heating should take place gradually as HFO replaces MDO in the system; the fuel temperature rise should not exceed 15C/min; temperature increase above this rate can result in seizing of the fuel pump plungers. Ideally the change of fuel should take place when the vessel is operating in open waters at an engine load not exceeding 75% CMCR (Contract Maximum Continuous Rating); high engine loads will result in high fuel consumption and this can cause a fuel temperature change in excess of 15C/min. Section 2.1.1 - Page 5 of 10
Procedure for Operating the Main Engine

Slow Turning Turn by the turning gear: The crankshaft can be turned at a slow rate using the turning gear as explained in the procedure for preparing the engine for starting after a short shutdown period. Slow Turning with Starting Air The crankshaft can be turned at about 5-10 rpm by releasing the starting air by a measured amount. This is initiated from the control room and will operate Issue: Draft 1 - July 2007
IMO No: 9315197
Maersk Seletar
Procedure for Changing from Heavy Fuel Oil to Marine Diesel Oil
The change from HFO operation to MDO operation is essentially the reverse of that described above for changing from MDO to HFO. The change to MDO should take place when the engine is operating at less than 50% CMCR. MDO will gradually replace HFO in the fuel system and the viscometer will control the heater. When the temperature of the circulating fuel oil falls to about 75C the steam supply to the heater and the trace heating can be shut off. achieved by deactivating the air start pilot valve in the WECS9520 and blanking the main air line to the faulty starting air valve. 4) Main, crosshead and bottom end bearings are monitored for temperature and any overheating is readily detected. In the event of oil mist being generated by a hot spot in the crankcase the oil mist detector alarm will sound. 5) Check all shut-off valves in the cooling and lubricating system for correct position. The shut-offs for the cooling inlets and outlets on the engine must always be fully open in service. They serve only to cut off individual cylinders from the cooling water circuit during overhauls. 6) When abnormally high or low temperatures are detected at a water outlet, the temperature must be brought to the prescribed normal value very gradually. Abrupt temperature changes may cause damage. 7) The maximum permissible exhaust temperature at turbine inlet must not be exceeded. 8) Check combustion by observing the colour of the exhaust gases. 9) Maintain the correct charge air temperature after the air cooler with the normal water flow. In general, higher charge air temperature will result in poorer filling of the cylinder, which in return will result in a higher fuel consumption and higher exhaust gas temperatures. The WECS-9520 will attempt to compensate for this by adjusting the fuel supply to the cylinders. 10) Check the charge air pressure drop through the air filter and air cooler. Excessive resistance will lead to a lack of air to the engine. 11) The fuel oil has to be carefully cleaned before being used. Open the drain cocks on all fuel tanks and fuel oil filters regularly for a short period to drain off any water or sludge which may still have collected there. Maintain the correct fuel oil pressure at the inlet to the fuel injection pumps. Adjust the pressure at the injection pump inlet manifold with the constant pressure valve. 12) The HFO has to be sufficiently heated to ensure that its viscosity at the supply to the common rail fuel pumps is within the prescribed limits. 13) Determine the cylinder LO consumption. Extended service experience will determine the optimum cylinder LO consumption. IMO No: 9315197

The engine builders figures for cylinder LO consumption when the engine has been run in should be taken as a guide but it must be realised that although a lower cylinder oil consumption has economic advantages this could result in increased cylinder liner and piston ring wear. The condition of rings and liners may be observed through the scavenge ports when the engine is stopped. 14) The cooling water pumps should be run at their normal operating point, ie., the actual delivery head corresponds with the designed value. If the temperature difference between inlet and outlet exceeds the desired value, pump overhaul should be considered. 15) The vents at the uppermost points of the cooling water spaces must be kept open to permit air to escape. 16) Check the level in all water and oil tanks, as well as all the drainage tanks of the leakage piping. Investigate any abnormal changes. 17) Observe the condition of the cooling water. Check for oil contamination. 18) Check the charge air receiver drain sight glass to see if any water is draining away and if so, how much. Water should drain from the water separator at the exit from the scavenge air cooler. 19) Drain the scavenge spaces. To do this, open the drain cock of the leakage manifold daily and look to see if any liquid flows out along with the charge air. 20) Check the pressure drop across the oil filters. Clean them if necessary. 21) The temperature of the running gear should be checked by feeling the crankcase doors. Bearings, which have been overhauled or replaced, must be given special attention for some time after being put into service. Ensure that the oil mist detector is functioning. 22) Always keep the covers of the rail unit closed and secured when the engine is operating. Ensure that the flexible pipes located within the rail unit box are not being damaged by rubbing against surfaces. Care must be taken to ensure that pipes and cables are clear of hot surfaces such as fuel lines and trace heating pipes. 23) Listening to the noise of the engine will reveal any irregularities. Section 2.1.1 - Page 6 of 10
Procedural Checks when Operating the Main Engine

It is preferable to operate the engine at constant power. When the speed/load has to be altered, it should be done as slowly as possible. During normal running, regular checks have to be made and precautions taken which contribute towards trouble free operation. The most important of these are: 1) Frequent checks of pressures and temperatures. 2) The values read off the instruments should be compared with those given in the acceptance records and, taking into account engine speed and/or engine power, they provide an excellent yardstick by which the engine performance can be assessed. The essential readings are: The load indicator position Turbocharger speeds Charge air pressure Exhaust gas temperature before the turbines A valuable criterion is also the daily fuel consumption, considering the calorific value. Note: Readings for exhaust temperature and other engine conditions (not CFW or LO pressures and temperatures which are controlled externally) are only valid for comparison with earlier values if they are taken under similar load and operating conditions. 3) Leakage of cylinder air start valves can be detected by feeling the air pipes to the valves. Care must be exercised to ensure that no injury will result from touching a hot pipe. If a pipe shows signs of burning paint then it is much too hot to touch and indicates serious leakage at the starting air valve. The engine should be stopped and the starting air valve replaced immediately. The faulty starting valve should not be used for manoeuvring and if it cannot be replaced before the next arrival in port, it should be isolated from the starting air system; this is Issue: Draft 1 - July 2007
Maersk Seletar
24) When the quality of the fuel used changes the maximum pressure in the cylinder at service power must be determined at the earliest opportunity and compared with the pressure measured during the corresponding shop trial (speed, power). Fuels may have different ignition quality or CCAI (Closed Carbon Aromacity Index) and this can influence the time taken for the fuel to ignite when injected and so change the rate of temperature and pressure rise. High peak pressures produced by burning a higher ignition quality fuel, without changing the fuel injection timing, can result in damage in the cylinders and at the top and bottom end bearings. Where excess or very low combustion pressure is caused by a change in fuel, the fuel quality setting (FQS) in the WECS-9520 must be adjusted. 25) Centrifuge the lubricating oil. Samples should be taken at regular intervals. 26) Ensure that the scavenge space drains are open and that waste oil in the scavenge space drains freely. 27) Periodically check the lubricating, control, servo and fuel oil systems for leaks. Any leak must be attended to as soon as possible. The servo and control oil comes from the main bearing LO system and it is essential that the filtration of this oil removes all solid impurities otherwise damage to rail valves can occur. Clean LO for all systems is essential. differ depending upon which cylinder has been cut out. The engine builder must be consulted as to what, if any, barred speed range may exist when a particular cylinder is cut out. Full manoeuvring speed is 65 rpm, ahead and 60 rpm astern; dead slow speed is 25 rpm, slow 35 rpm and half is 50 rpm. The engine can normally be operated without restriction within the manoeuvring speed range provided that there are no restrictions imposed by the starting fuel limiter or the scavenge air limiter. The engine control and manoeuvring system will respond to engine speed requests but may restrict a rate of speed change due to engine operating conditions. The engine is designed to operate on heavy fuel oil at all times and control is normally from the bridge. If required the engine may be controlled from the control stand in the engine control room console. The engine manoeuvring system has control of the engine when in bridge or ECR control, the operator simply passes speed and direction requests to the control system which adjusts the engine controls. It is possible to manually manoeuvre the engine from the Local (Backup) engine control stand which is located at the middle platform on the port side forward. Operation of the manoeuvring systems is described in section 2.1.3 of this machinery operating manual and operation of the Local (Backup) manoeuvring system is described in section 5.2.

Operation at Low Loads
In addition to the indications for normal operation, note the following: Auxiliary blowers are switched on Keep the fuel temperature at the upper limit Keep the jacket cooling water temperature as high as possible within the normal range Keep cooling water temperature to air coolers as high as possible while still maintaining normal flow Careful treatment of the fuel oil is of even greater importance Check that the WECS-9520 is operating the fuel injection nozzles in sequence The cylinder lubricating oil quantity is automatically adapted to the lower load. The lubricating oil quantities are regulated in accordance with engine load or position of the intermediate regulating shaft.
Procedure for Stopping the Engine

Under normal circumstances the load on the engine should be reduced gradually. The engine may be stopped from any of the normal control positions, ie, the bridge, the engine control room or the local manoeuvring stand. In an emergency the engine can be stopped by pressing the EMERGENCY STOP pushbutton located on the bridge control panel, the ECR engine control panel or at the local manoeuvring stand. The WECS-9520 reacts by shutting off fuel injection.
Increasing the Power up to Sea Speed and Decreasing to Manoeuvring Speed

The engine load should only be increased and decreased gradually over a certain time span usually 40 to 50 minutes, between full manoeuvring power and full service power. However, this time span may not be less than 30 minutes when increasing the load and 15 minutes when decreasing. The load programme will automatically adjust the engine load and speed during this operation but it must be appreciated that a gradual change is important to ensure that the engine systems are not overloaded and can react correctly to the change in operation. It must also be appreciated that the ship will travel for some distance when changing from full sea speed to manoeuvring speed and allowance must be made for this by those responsible for navigation. In case of an emergency manoeuvre, all the restrictions specified above are lifted, ie, the full power of the engine can be called upon when necessary, because the safety of the vessel has first priority. Note: A firm system of instructions between the bridge and engine room must be established for calling for emergency manoeuvring if the engine room is in control of the main engine. These instructions and the means by which they are applied must be fully understood by everyone concerned with manoeuvring, on the bridge and in the engine room. The nature of an emergency procedure is such that people have to respond immediately and have no time to ask what the procedures mean. All involved in the manoeuvring and control of the propulsion machinery must be instructed in the emergency procedures upon joining the ship. IMO No: 9315197
Manoeuvring
Correct manoeuvring and increase in engine load up to service power, as well as decrease in load from the service power, is very important with the high engine power which can be developed. Changing the load too quickly in the upper power ranges can result in increased wear and fouling, especially of the piston rings and cylinder liners. Slow load changes allow the piston rings to adapt themselves to the new running conditions and therefore ensure optimum sealing. However, there must always be sufficient power available within a short time to ensure safe manoeuvring in ports and waterways. Manoeuvring is the operation of leaving port until Full Away on Passage and from the port approach until Finished with Engines. The manoeuvring range is the speed range up to and including the manoeuvring speeds full ahead and full astern. This range is divided into four manoeuvring stages with correspondingly allocated speeds. Although there is no barred speed range it should be appreciated that if a cylinder has been cut out for any reason a barred speed range may exist at speeds where no barred range existed previously. The speed range will also Issue: Draft 1 - July 2007
Procedures after Shutting Down the Engine

After the engine has been stopped, the cooling water and lubricating oil pumps should be left running for at least a further 20 minutes in order to allow the temperatures to equalise. The pistons are cooled by lubricating oil from the main bearing system. These media should not be cooled down below their normal inlet temperatures. The starting air supply has to be closed as soon as possible after stopping the engine: ie, shut the main starting air supply valves on the starting air receivers and open the venting valve. The indicator cocks in the cylinder heads are to be opened and the turning gear engaged. For post-lubrication, the crankshaft must be turned using the turning gear for three full revolutions.
Maersk Seletar
Where possible, keep the cooling water warm in order to prevent the engine from cooling down too much, this is achieved by operating the jacket preheater. Individual cylinder units may be isolated and drained should there be a need for maintenance work on particular cylinder units. Turn the engine, at intervals, through several revolutions with the indicator cocks open, using the turning gear, (possibly done daily in damp climates). Do this with the lubricating oil pump running and operating the cylinder lubricating pumps at the same time. After completing this procedure, ensure that the pistons come to rest in a different position each time. Repair all the defects detected in service (leaks, etc.). Follow all the safety regulations when carrying out repair work or any overhauls, which are due. The WECS-9520 system must remain switched on if the engine is to remain in a manoeuvrable condition. When running the engine operate as follows: a) The load-up programme should not be faster than the running-in programme indicated in the engine manual.

Fouling and Fires in the Scavenge Air Spaces
The principle cause of fouling is blow-by of combustion products between piston and cylinder into the scavenge air spaces. The fouling will be greater if there is incomplete combustion of the fuel injected (smoking exhaust). Causes of Poor Combustion The fuel injectors are not working correctly; this may be due to carbon trumpets on the nozzle tips The fuel is at too low a temperature Incorrect fuel injection timing Operation with a temporary shortage of air during extreme variations in engine loading and with the charge air pressure dependent fuel limiter in the governor set too high Overloading Insufficient supply of air due to restricted engine room ventilation Fouling of the air intake filters and diffuser on the air side of a turbocharger Fouling of the exhaust gas boiler, the air cooler, the air flaps in the charge air receiver and of the scavenge ports Causes of Blow-By of Combustion Products: Worn, sticking or broken piston rings Individual cylinder lubricating quills are not working Damage to the running surface of the cylinder liners If one or more of these operating conditions prevail, residues, mainly consisting of incompletely burnt fuel and cylinder lubricating oil, will accumulate at the following points: Between piston rings and piston ring grooves On the piston skirts In the scavenge ports On the bottom of the cylinder jacket (piston underside)
b) During running-in the fuel supply must be limited to a load indicated by the manufacturer. Attention must be paid to the instructions of the manufacturer at all times especially when using coated rings as the properties of these differ with the type of coating. c) Check the condition of the running surfaces of the rings and liner occasionally. With the engine stopped the condition can be checked through the scavenge ports.
When running-in the fuel must be the same as for normal operation. If the engine must be started on MDO the change to HFO must be made as soon as possible. Cylinder lubricating oil should be that which is normally used for the engine. If the fuel has a sulphur content below 1.5% it may be necessary to use a running-in cylinder oil; the use of fuel with sulphur content below 1.5% is not recommended unless the advice of the engine builder and cylinder oil supplier has been sought and advised adjustments made. Environmental reasons may dictate the use of Low Sulphur HFO or MDO. The runningin programme advised by the engine builder must be followed. This allows for different cylinder oil feed rates for different periods of time on different engine loads. The running-in period covers 500 hours. If in doubt the engine builder should be consulted. During running-in the upper and lower quills should each receive 50% of the oil flow; after running-in the upper quills should receive 50% to 70% of the oil flow and the lower quills 30% to 50% of the oil flow. During normal engine operation attention must be paid to cylinder lubrication to ensure that cylinder liner/piston ring wear is not excessive; the cost of cylinder lubricating oil is high and a careful balance must be made between oil costs versus liner/ring costs and maintenance. Only approved cylinder lubricants must be used.
Procedure for Running-In New Cylinder Liners and Piston Rings

The purpose of the running-in procedure is to enable the rings and liners to reach operating conditions as quickly as possible with the rings bedded correctly with the liner. This ensures that the rings achieve a good seal against the liner. Before starting the engine after being fitted with a new liner and piston rings the following checks must be made: a) Carry out the normal prestart engine checks.
b) Check condition of piston rings and liners from the piston underside and check for signs of condensation and oil leakage. c) Check the charge air cooler for contamination.
d) Ensure that the charge air water separator is clean and operational. e) f) Ensure that the charge air receiver drains are open and that the high level alarm is functioning. Set the cylinder lubricator feed at the required rate. Care must be taken when setting the cylinder lubricators in order to ensure that all lubricator quills are operational and that the correct quantity of oil is directed to the cylinder. Prelubrication of the cylinders should take place before the engine is started.
Causes of Fires in Scavenge Air Spaces

The blow-by of hot combustion gases and sparks which have bypassed the piston rings between piston and cylinder liner running surface, enter the space on the piston underside. IMO No: 9315197 Section 2.1.1 - Page 8 of 10
Maersk Seletar
Backflow at piston BDC, when the gas pressure is higher than the charge air pressure, can cause increased contamination of the scavenge air spaces. Leaking piston rod gland sealing rings and blocked scavenge space drains result in an increase of system and cylinder lubricating oil in the scavenge spaces and hence an increased risk of fire. The scavenge air spaces must be checked frequently and cleaned as required. Indications of a Fire Sounding of the respective temperature alarms A considerable rise in the exhaust gas temperatures of the cylinder concerned and a general rise in charge air temperature The turbochargers may start surging Fire Fighting Measures a) Reduce engine power. Should a stoppage of the engine not be feasible and the fire has died down, the fuel injection can again be cut in, the load increased slowly and the cylinder lubrication brought back again to the normal output. Avoid prolonged running with increased cylinder lubrication. Preventive Measures As can be seen from the causes, good engine maintenance goes a long way to safeguarding against fires in the scavenge air spaces. The following measures have a particularly favourable influence: Use of correctly maintained fuel injectors and keeping the air and gas passages clean Optimum adjustment of the fuel injection timing for low load operation (WECS-9520); checks to be made that this is taking place together with alternate use of fuel injectors on the cylinders when on low load When running continuously at reduced load, check the cylinder lubricating oil feed rate and readjust if necessary The permanent drain of residue from the scavenge spaces must always be checked. To prevent accumulation of dirt, the drain cock on the collector main must be opened for a short time each day

The engine is equipped with a Kidde-Graviner Mark 6 oil mist detector, which constantly monitors intensity of oil mist in the crankcase and triggers an alarm if the mist exceeds the density limit. The oil mist detector can detect mist concentrations of 3% of the lower explosion limit thus ample warning should be given of a dangerous situation. However, mist may be accumulating away from the mist detector sampling points and action must be taken to slow or stop the engine as soon as a mist detector alarm is triggered; this will normally happen because of the automatic slowdown system fitted.
Measures to be Taken when an Oil Mist Detector Alarm has Occurred

a) Do not stand near crankcase doors or relief valves or in corridors near doors to the engine room casing. An explosion can result in hot gas and flame passing out of the engine room space into accommodation areas.
b) Reduce speed to slowdown level, if not already carried out automatically. Ask the bridge for permission to stop. c) When the engine STOP order is received, stop the engine. Close the fuel oil supply.
b) Cut out the fuel injection on the cylinder concerned; this is a function in the WECS-9520. c) Increase lubrication to the respective cylinder.
d) Switch off the auxiliary blowers.
d) The fire should be extinguished after 5 to 15 minutes but if it has not, steps must be taken to ensure that the fire is extinguished as engine damage and the risk of a crankcase explosion is presented by a fire in the scavenge space. The extinguishing of a fire can be verified by checking the exhaust gas temperatures and by monitoring the temperature of the scavenge space doors. e) A fire extinguishing system is provided for the scavenge spaces, and this should be used as required in order to extinguish a persistent fire. After the fire has been extinguished, the cause of the fire must be established and rectified. Any damage to the engine must be corrected, the scavenge space cleaned and all water removed in order to prevent corrosion.
Prevention of Crankcase Explosions

The oil mist in the crankcase is inflammable over a very narrow range of mixture. Weaker or richer mixtures do not ignite but within the explosion range a serious explosion can occur. The common factor in all crankcase explosions is the presence of a hot spot such as hot engine components due to a wiped bearing, rubbing piston rod gland, gear wheel drive, or even a scavenge fire. The hot spot vaporises the oil locally and this oil vapour condenses to form very fine mist-like droplets. When the mist/air ratio passes the lower explosion limit, an explosion can occur and the mist/air mixture is generally ignited by the same hot spot which vaporises the oil. This explosion is the primary explosion and the severity depends upon how much mist is present. The pressure resulting from the explosion lifts crankcase relief doors and a partial vacuum then occurs in the crankcase; air enters the crankcase through badly seated relief doors or other openings. The shock wave produced by the primary explosion breaks down the mechanically produced oil droplets in the crankcase into much finer mist like droplets. A new oil mist/air mixture is then present and this can be ignited by the hot spot producing a secondary, much more severe explosion. A secondary crankcase explosion may or may not occur after a primary explosion. Much depends upon the strength of the primary explosion, the ability of the shock wave to produce finer mist like oil droplet, and upon the ability of a fresh air charge to enter the crankcase.
e) f)
Open the stores hatch. Leave the engine room.
g) Lock the casing doors and keep away from them. h) Prepare the fire fighting equipment. i) Do not open the crankcase until at least 20 minutes after stopping the engine. When opening up, keep clear of possible spurts of flame. Do not use naked lights and do not smoke. Stop the lubricating oil pump. Open all the doors on one side of the crankcase. Cut off the starting air, and engage the turning gear.
f)
j)
Checks made on the engine after stopping following the extinguishing of a scavenge fire should include: Cylinder liner running surface, piston and piston rings, air flaps in the scavenge air receiver (to be replaced if necessary), possible leakages, piston rod gland, fuel injection nozzles. After a careful check and any necessary repairs, the engine can be put back on load with cut-in fuel injection and automatic cylinder lubrication. Issue: Draft 1 - July 2007
k) Carry out a complete inspection of the crankcase regions (including the thrust block) in order to locate the hot spot. Feel over by hand and visually inspect all the sliding surfaces (bearings, thrust bearing, piston rods, stuffing boxes, crossheads, telescopic pipes, chains, vibration dampers, moment compensators, etc.) for signs of overheating. Look for bearing metal, and discolouration caused by heat (blistered paint, burnt oil, oxidised steel). Keep possible bearing metal found at the Section 2.1.1 - Page 9 of 10
IMO No: 9315197
Maersk Seletar
bottom of the oil tray for later analysis. Prevent further hot spots by preferably making a permanent repair. Ensure that the respective sliding surfaces are in good condition. Take special care to check that the circulating oil supply is in order. l) Start the circulating oil pump and turn the engine by means of the turning gear. Check the oil flow from all bearings, spray pipes and spray nozzles in the crankcase, gear wheel case and thrust bearing. Check for possible leakages from pistons or piston rods. Check that oil is flowing from all bearings and that the supply pressures are correct. WARNING Special Dangers Around the Main Engine Keep clear of the areas below loaded cranes and lifting gear. The opening of test valves and cocks may cause discharge of hot liquids or gases. The dismantling of parts may cause the release of springs. The removal of fuel valves or other valves in the cylinder cover may cause oil to run onto the piston crown. If the piston is hot an explosion may blow out the valve. When testing fuel valves do not touch the spray holes as the jets may pierce the skin. Beware of high-pressure oil leaks when using hydraulic equipment, always wear protective clothing. Arrange indicator cocks with the pressure relief holes directed away from personnel, wear goggles when using the cylinder indicator. Do not weld in the engine room if the crankcase is opened before it is fully cooled. Turning gear must be engaged before working on or inside the engine as the wake from other ships in port or waves at sea may cause the propeller to turn. Also, isolate the starting air supply. When personnel are working on the engine only those engaged in the particular task should be able to operate the engine turning gear. Notices must be placed at the turning gear starter to indicate that personnel are working on the engine. Use gloves when removing O-rings and other rubber/plastic based sealing materials which have been subjected to abnormally high working temperatures as they may have a caustic effect.
m) Start the engine. Ensure that the oil mist detector is functioning and has been calibrated. After running for about 30 minutes, stop and feel over. Look for oil mist. Especially feel over the sliding surfaces, which caused the overheating. There is a possibility that the oil mist is due to atomisation of the circulating oil, caused by a jet of air/gas, eg. due to the following: Stuffing box leakages (not air tight) or blow-by through a cracked piston crown or piston rod (with direct connection to crankcase via the cooling oil outlet pipe). An oil mist could also develop as a result of heat from a scavenge fire being transmitted down the piston rod or via the stuffing box. Hot air jets or flames could also have passed through the stuffing box into the crankcase. The oil mist detector panel is located in the engine control room.
Vibration Damper
The engine is fitted with an axial vibration damper of the viscous fluid type, with oil supplied from the engine lubricating oil system. This should not require any attention during operation of the engine but its functioning is critical to the safe operation of the engine. The axial vibration damper reduces the longitudinal, or axial, vibration of the crankshaft which, if it occurred, could result in bearing damage and failure of engine components. An axial vibration monitor is fitted and this has an indicator which displays the peak to peak displacement. A high axial vibration level can be set to trigger an alarm and also to initiate an engine slowdown. The duty engineer should check the monitor daily to ensure that it is functioning correctly. In the event of failure of the axial damper the speed the engine speed must be reduced to a maximum of 88 rpm to prevent excessive axial movement at the free end of the crankshaft.
IMO No: 9315197
Maersk Seletar
2.1.2 Wecs-9520 Engine Control
The remote control processes the engine telegraph command with internal settings (scaling, load program etc.) to a speed reference signal for the governing system.

Alarm Monitoring System
The monitoring system receives alarm messages, divided in two groups: Some general failures alarm signals are hard-wired for the following general failures: Leakage alarms at the rail unit, supply unit and the injection components Fuel pressure actuator failure Fuel pump outlet temperature deviation monitoring WECS power supply monitoring Other WECS failure signals are transmitted via redundant (module-) bus connection; the standard WECS-9520 execution uses a Modbus interface to send failure messages to the AMS via the WECS modules FCM No.3 and No.4.
RT-Flex Control Systems Overview

The RT-Flex engine control is shared between the WECS-9520 internal engine control and the external propulsion control systems which comprise the remote control system, the safety system, the electronic governor and the alarm monitoring system.
Flex-View
The Flex-view software allows the operator to communicate with the WECS and enables the operator to see operating parameters as required. A separate monitor is used for display of the Flex-view (see description later in the section).
WECS-9520 Engine Control System

The WECS-9520 is the core engine control, it processes all actuation, regulation and control systems directly linked to the engine: Common rail monitoring and pressure regulation Fuel injection, exhaust valve and starting air valve control and monitoring Interfacing with the external systems via the CANopen or MOD bus Engine performance tuning, IMO setting and monitoring The WECS modules are mounted directly on the engine and communicate via an internal CAN-bus. Operator access to the WECS-9520 is integrated in the user interface of the propulsion control system. The manual control panels and the flexView system allow for additional communication with the WECS. Each engine cylinder has its own module for all cylinder related functions; all common functions are shared between the cylinder modules.
Electronic Governor System

The Kongsberg electronic governor system (see section 2.1.5) supplies the fuel command for the WECS-9520 and regulates the engine speed. The fuel command is calculated from the speed reference signal of the remote control system in relation to the engine load. The fuel limiter in the governor system limits the fuel command depending on the actual engine speed and the charge air pressure in order to avoid engine operation beyond the propeller law curve; these features are designed to prevent smoke and restrict torque to the normal range.
WECS Failures on the Alarm Monitoring System

Five different groups of WECS failures are transmitted via the CAN/Modbus to the alarm monitoring system: Passive Failures. Failures of redundant sensors, busses or components Common Failures. Cylinder unit failures without redundancy or common system failures that do not cause any speed reduction Cylinder Failures. Any cylinder unit failures that cause a slowdown via the AMS Rail Pressure Failures. Common rail pressure failures that cause a slowdown via the AMS WECS Critical Failures. System critical failures that cause immediate stopping of main engine and can not be overridden by the safety system.
Engine Safety System

The Kongsberg engine safety system (see section 2.1.4) activates slowdowns and shutdowns in case of overspeed or other abnormal conditions of the engine or its auxiliary equipment. The functions of the RT-Flex engine are similar to the conventional RTA engines, with some different/additional functions. The WECS-9520 uses redundant BUS communication with the safety system. The engine safety system (not the WECS-9520) directly activates the hard-wired emergency stop solenoid to depressurise the fuel common rail. The engine safety system delivers the following digital outputs to the WECS via the CAN Module Bus: Inverted main bearing shutdown signals for starting and dryrunning protection of the control oil pumps Shutdown signals to the WECS in order to activate WECS internal shutdown responses WECS failures which require speed reduction are activated through the Alarm Monitoring System (AMS) to the Engine Safety System.
External Engine Systems Remote Control and Monitoring System

The Kongsberg remote control system (see section 2.1.3) is the operator interface to the engine allowing four manoeuvring commands to the WECS9520: Start (including air braking) Stop Ahead Astern Air Run Slow Turning Slow Turning Failure Reset
WECS-9520 Functional Design

The WECS-9520 system is built with a single multifunctional electronic module FCM-20 (Flex Control Module 20). There is one FCM-20 for each cylinder and these are mounted in a cabinet (E95) below the rail unit. An additional online spare FCM-20 module is located in the Shipyard Interface Box (SIB - E90). The FCM-20 modules communicate with each other by means of a fast internal CANopen system bus. Additionally each module has two module buses (a CANopen bus and a MODbus) which are used for communication with
IMO No: 9315197
Maersk Seletar
external systems (such as the propulsion control system and the alarm system), backup control panels and actuators.

Manual Control Panels
There are WECS-9520 Manual Control panels in the engine control room console and at the engine local control stand. The manual control panel has a four line display and 15 pushbuttons. Each of the pushbuttons activates a particular manoeuvring function and most are fitted with an indicator LED. The display provides information necessary for operation of the engine and this includes: Speed and / or Fuel Command Start interlocks Safety events (SHD, SLD, OVSPD) Rail pressures Engine speed Fuel rail pressure Servo oil pressure Control oil pressure The following pushbuttons are fitted in the manual control panel: START AHEAD STOP START ASTERN Starting air is released when the START AHEAD or START ASTERN pushbuttons are pressed. The engineer must decide when and for how long starting air or braking air is supplied. AIR RUN Releases starting air in the ahead direction to turn the engine over on air, as long as the pushbutton is pressed. Releases a Slow Turning sequence. Slow turning failures are indicated in the display. Reset a slow turning failure by pressing the pushbutton again. Pre-selects blowers for automatic mode; start / stop depends on actual charge air pressure. Blowers may be started manually, if both charge air sensors fail. The display indicates Aux. Blower Man. Ctrl. / No Blowers running. AUX BLOWER STOP Stops blowers during automatic mode only if the engine is not running. In manual mode it stops the blowers at any time.
FCM-20 Hardware
There are high and low power connections on the FCM-20 modules. On the upper left-hand side of the FCM-20 modules are the interface plugs for the high/pulsed power outputs and on the lower right there are the interface plugs for the low power signals and the data buses. LEDs indicate I/O condition. Some of these LEDs change their colour in the event of failures or short circuits. Blink codes give detailed failure information.
SPEED CONTROL MODE REMOTE CONTROL MODE ECR MANUAL CONTROL LOCAL MANUAL CONTROL Select Speed or Fuel Control mode. Speed or fuel commands are set by means of the Speed/Fuel Oil dial on the ECR or local control manual panels. The last command is stored when changing over control between one manual panel to other manual panel or when changing from remote to manual control. Speed control mode is only possible, if the speed governor system in the Propulsion Control System and the bus connection is operational. SAFETY SYSTEM RESET Resets shutdowns on the safety system. Overrides shutdowns if pressed once, the next pressing of this releases an override (the red LED indicator in the pushbutton is illuminated when the shutdown override is active). Resets the audible alarms from the safety system and slow turning failures on this panel. If the ACK. pushbutton is pressed for more than 5 seconds, the WECS-9520 software information and all necessary IMO check values are indicated in the screen display until the button is pressed again. SHD OVERRIDE
FCM-20 Module Functions

The internal FCM-20 functions within the WECS-9520 can be separated in two groups: Common Functions Fuel oil and servo oil rail pressure regulation and monitoring, control oil pump control Storage and processing of tuning data (IMO, engine-specific and global settings) Internal WECS monitoring (power supply, software watchdog, CRC and hardware checks) Calculation and processing of common control variables (VIT, VEC, VEO, engine state) Interface to propulsion control system and to backup panels in the ECR and at the local control stand Failure indications with information from the module LEDs Auxiliary blower request at low charge air pressure Cylinder Related Functions Engine start, fuel injection and exhaust valve control according to settings in the data container and commands and parameters received across the CANopen System bus For synchronizing the valve control timing with the crank angle, each FCM-20 module reads and processes the crank angle signals from the SSI-Bus and calculates engine speed, crank angle and rotational direction the engine cylinder
SOUND OFF ALARM ACK
SLOW TURNING
AUX BLOWER PRESEL
IMO No: 9315197
Maersk Seletar
WECS-9520 Hardware
Rail Valves The rail valves are ultra-fast switching ( approximately 2ms) electro-hydraulic solenoid valves. Due to the high actuation current and the thermal load on the solenoid coils they may not be energized for more than 4.5ms. This on- time is sampled, monitored and limited by the WECS-9520. Rail valves are bi-stable, ie, the selected position remains until a counterdirection is set by the WECS. After installing or replacing a bi-stable valve, its position open/close is unknown. To make sure the valves are always in the safe No injection and Exhaust valve closed position when the engine is stopped, the WECS-9520 sends set pulses to all rail valves at regular intervals (approximately every 10 seconds). Any failure or sticking of a rail valve will result in defective operation of the fuel injection valve or exhaust valve. The fault will be recognised by the WECS which will initiate an engine slowdown and activate an alarm.
Servo Supply 200 bar Distribution to Cylinders Volumetric Injection Control

Illustration 2.1.2a Common Rail Pump
FCM-20
Common Rail (1000 bar)
Key Fuel Oil
Fuel
Crank Angle Detection

Without a direct mechanical crank angle transmission to the control elements for fuel injection and exhaust valves, it is necessary to measure the actual crank angle electrically. The crank angle sensors for the WECS-9520 have an absolute angle resolution, therefore the exact crank angle value is present immediately after powering up (without having to initialise the angle transmitters before a vacant output is present). Two crank angle transmitters are connected with serrated belts to a specially designed drive shaft. This application prevents transmission of axial and radial crankshaft movements to the sensors. Each sensor transforms angle data from an optical code disk into a bit frame. The FCM modules read these bit frames from a SSI bus (Synchronous Serial Interface Bus). In order to synchronize the messages between the FCM-20 modules and CAsensors (crank angle sensors), each SSI bus has an own clock-bus, the bit frames are sent via the data bus. The two last FCM-20 are clock bus masters (eg, those fitted to No.10 and No.11 cylinders). No.10 cylinder FCM-20 supplies clock pulses to sensor 1 and the other modules on bus 1. No.11 cylinder FCM-20 supplies clock pulses to sensor 2 and the other modules on bus 2. Signals from both crank angle sensors are processed and checked for errors within each FCM-20.
Sensor angle values are compared with TDC pulse signals from a pick-up on the flywheel. If the TDC signal does not match with a sensors crank angle sector around 0, a common failure or a critical failure (engine stops) is initiated by the WECS-9520 (depending on the deviation angle). The final master angle value is calculated from the measured angles and used to determine crank angle, engine speed and direction of engine rotation.
IMO No: 9315197
Maersk Seletar
Fuel Injection Control
The RT-flex engine uses a common rail fuel system in which all cylinders are supplied with high pressure fuel from a common fuel rail. The fuel rail is pressurised by means of a number of reciprocating fuel pumps driven by the engine crankshaft through a system of gears. The common fuel rail is maintained at a constant pressure throughout engine operation. The fuel injection valves of each cylinder are supplied with fuel, with the correct timing, by a cylinder volumetric injection control unit which is activated by servo oil and controlled by the cylinders FCM-20. Injection Control (Volumetric Injection Control) Each FCM-20 calculates the necessary injection timing for its own cylinder by processing the crank angle signal and the fuel command received from the speed control. Normal Operation Some degrees before the piston reaches TDC, the FCM-20 calculates the correct injection begin angle, taking VIT and FQS into consideration. Further a deadtime is added to compensate for the time-difference between the injection command from the control system and when the real injection begins. The deadtime is measured during the injection cycle by comparing the elapsed time between command release and the beginning of the movement of the fuel quantity sensor. The fuel quantity sensor further gives a feedback of the amount of injected fuel and is compared with the fuel command. Injection begin and end are triggered and actuated by the FCM-20. When the rail valves are switched to Injection, fuel is supplied from the volumetric control unit through injection control valves to the fuel injection valve nozzles. During fuel displacement the fuel quantity piston, in the volumetric control unit, moves inwards and delivers a feedback signal (representing the injected fuel quantity) to the FCM-20. The cylinders FCM-20 compares this value with the required amount of fuel necessary to produce the desired power. When the correct amount of fuel has been injected, the FCM-20 switches the rail valves to the return position. There is a further time delay period before the quantity piston movement is actually stopped. This injection return delay is compensated for inside the WECS-9520. The injection control valves interrupt the fuel supply to the injection valve nozzles, due to the rising pressure in the volumetric control unit and the fuel quantity piston moves back to its initial position. Injection Deadtimes For a number of reasons there are delay periods in the operation of all items in the fuel injection system. The time elapsed between the injection command being issued by the WECS and the initial movement of the fuel quantity piston is the injection begin deadtime. Similarly at the end of the injection period the fuel quantity piston does not stop immediately and this return deadtime must be allowed for by the WECS when determining when to issue an injection end signal. No operator action is required as the WECS determines what deadtime correction is required for each cylinder at each piston stroke. Low Load Operation At low engine load the WECS-9520 cuts out one or two of the three fuel injection valves per cylinder. This is used to avoid visible smoke emission and to reduce fuel consumption. During any fuel injection the pressure of the injected fuel can only be controlled after an initial peak. Injecting a certain fuel volume with one fuel injection valve takes longer than with two or three fuel injection valves. This longer injection time allows a larger part of the fuel to be injected with a controlled pressure and thus improved atomization for an optimised combustion.
Illustration 2.1.2b Injection Unit Layout
Control Oil Control Oil

To avoid thermal stress to cylinder liners, the active fuel injection valves are cycled every 20 minutes. Cycling from one fuel injection valve to another is done with 30 seconds time delay between each cylinder to prevent speed from dropping down during nozzle transition. When a new relatively cold fuel injection valve takes over injection, smoke emission may increase slightly until operational temperature for that injection valve is reached.
Fuel Quantity Signal
Fuel Injection
Orifices
Fuel Rail
Fuel Injection Valves
Key Hydraulic Oil Fuel Oil
Fuel
IMO No: 9315197
Maersk Seletar
Exhaust Valve Control
The exhaust valve is opened by servo oil pressure and closed by an air spring, in the same manner as with conventional Sulzer engines. A partition device isolates the (fine-filtered) servo oil for the rail valve loop from the normal bearing oil for the exhaust valve actuation. The stroke of the valves spindle is measured by two analogue position sensors for a feedback to the WECS9520. The valve opening angle is calculated in each cylinder FCM-20 according to measured crank angle, nominal opening angle and VEO (Variable Exhaust-Valve Opening) requirement The exhaust rail valves are triggered to the Open position. Servo oil pressure operates the exhaust control valve which supplies the servo oil to the space below the partition device. The partition device piston compresses the oil in the actuator pipe, which finally opens the exhaust valve spindle. The time between the Open command and the initial movement of the spindle is measured. It is called opening deadtime. At the next revolution this deadtime will be adjusted if necessary by switching the rail valve a little earlier or later to compensate of hydraulic delays The valve closing angle is determined and controlled by the FCM-20 including the VEC (Variable Exhaust-Valve Closing) and a closing deadtime if required

Fuel Quality Setting (FQS) and Variable Injection Timing (VIT)
FQS: Fuel Quality Setting is the manual offset for the injection timing due to the variation in fuel ignition quality. This is a factor of the fuel and not the engine. VIT: Variable Injection Timing is the advance or retarding of fuel injection according to engine load for optimised fuel consumption and NOx emission. The VIT angle calculation for the RT-Flex depends on speed (RPM), charge air pressure and the (new) fuel rail pressure. The (new) fuel rail pressure compensates for the differences in injection timing resulting from different fuel injection pressures in the fuel rail. Higher fuel pressure causes advanced injection and higher maximum pressure (Pmax). Thus the injection start angle is retarded by a small amount with increasing fuel rail pressure.
Fuel Pressure Control

Engine Starting When the engine is at standstill the actuators respond to the existing pressure in the fuel rails and set their output accordingly. With depressurized common rail the lever output is 95-100% depending on WECS-9520 parameters. Starting air is released and the engine turns over on air alone until a minimum required fuel rail pressure is reached. With the engine turning on air the fuel pumps operate and increase the fuel pressure in the fuel common rail. The WECS monitors the fuel rail pressure and releases engine firing as soon as the rail pressure is above 320 bar. Engine Running With the engine running the following steps are for fuel pressure control. Two transmitters supply the actual value of the fuel rail pressure. For faster response of the dynamic pressure regulation, any change of the fuel command for engine speed control is additionally transmitted as feed forward to the control loop No.3 or No.4 FCM-20 module calculates the necessary rail pressure and the output signal which must be sent to the fuel pump actuators (4-20mA signal range) The fuel pumps charge up the fuel rail pressure via the intermediate fuel accumulator. The resulting pressure in the rail depends on the quantity of oil coming from the fuel supply unit and the outgoing fuel to the injection valves. Pressure Regulation The jerk-type fuel pumps react to a new actuator setting only at the next delivery stroke. This generates a deadtime until the pumps can compensate for an increasing or reducing fuel rail pressure The first event that happens before the system requires more or less fuel is a change of the fuel command. For faster response of the dynamic pressure regulation any fuel command change is additionally transmitted as feed forward to the control loop Shutdown
Variable Exhaust Valve Opening (VEO) and Variable Exhaust Valve Closing (VEC)
VEC (Variable Exhaust Valve Closing) is used in order to control cylinder compression pressure and so keep the firing ratio (Pmax/Pcompr) within the permitted range during advanced injection. VEO (Variable Exhaust-Valve Opening) keeps the exhaust gas pressure blowback constant by earlier valve opening at higher speed; this helps improve fuel economy and reduces deposits on the piston underside. VEC and VEO are calculated by the WECS-9520 and they cannot be changed manually.
Illustration 2.1.2c Exhaust Valve Control

Key Hydraulic Oil Compressed Air Exhaust Rail Valve Exhaust Control Valve Partition Device Orifice Oil Supply
Position Sensor Compressed Air
A shutdown from the Safety System takes place as follows: The safety system releases the pressurized intermediate fuel accumulator to the fuel return line by opening the hydraulic fuel shutdown valve (3.07) via the emergency stop solenoid (3.08) The WECS-9520 sets the fuel actuator outputs to zero in order to terminate fuel feed to the rail unit; while this is taking place the engine is not yet stopped Fuel injection commands are blocked by the WECS-9520
Servo Oil Servo Oil
Exhaust Valve
IMO No: 9315197
Maersk Seletar
Servo Oil Pressure Control
The servo oil rail pressure is controlled depending on the engine load. At part load the pressure is reduced as the servo oil pressure must adjust the opening speed of the exhaust valve due to the lower cylinder firing pressure. An FCM-20 module uses the fuel command and engine speed as engine load references in order to calculate the necessary set point for the servo oil pressure. Each servo oil pump is controlled by a different FCM-20 module Pressure command and engine direction are delivered via CAN bus to the electronic controller cards for the pump With the engine at standstill, the control oil circuit feeds the servo oil rail with oil at a pressure of approximately 75 bar, (the pressure may be adjusted at pressure reducing valve 4.27)

Starting Valve Control
The opening and closing of the starting pilot valves (2.07) is controlled by the corresponding cylinder FCM-20 module, depending upon the crank angle. The nominal opening angle is 0 and the closing angle is 110. The automatic starting valve (2.03) is activated by solenoids ZV70113C and ZV7014C via No.1 and No.2 FCM-20 modules when the remote control system sends a START signal over the bus. For slow turning and slow turning failure reset the remote control sends separate signals to No.1 and No.2 FCM-20 modules. The slow turning speed can be adjusted in the WECS-9520 parameters by adopting pulse cycles. An Air Run signal enables the engine to be turned over in the ahead direction with start air.
Module Redundancy
Redundancy is incorporated in the system to enable emergency operation with damaged control parts: Flex Control Module FCM-20 If an FCM-20 fails, the corresponding cylinder is cut out, all other cylinders remain operative. Any FCM-20 module can be exchanged with the online spare. The respective software and parameters are already stored within the online spare module and no software download or reprogramming is necessary. When introducing a new FCM-20 module from stock as the system online spare it will load up the software and parameters from the modules already present in the system when it is installed. If a new module is installed as the online spare it will not have any effect on the operation of the system. If a new module is installed in any place other than the online spare position, without having valid software installed, the module function will only be activated after completing data transfer to the new module.
Control Oil Pressure Control

The control oil pump(s) supply an oil pressure of 200 bar to operate the injection rail valves and to prime the servo oil rail (with reduced pressure), when the engine is at standstill. Control oil pressure is adjusted at the pressure retaining valves on the control oil block A dry-run protection system is provided within the WECS software to afford protection in the event of low bearing oil pressure From standstill until 50% engine load both control oil pumps are running At higher engine speed one of the pumps is switched off and restarts only if the control oil pressure delivered by the remaining pump drops below 170 bar
Illustration 2.1.2d Starting Valve Control
Key Compressed Air Electrical Signal
Control Air
Control air is used for: Actuation of the automatic start valve Air supply for the OMD Flushing of the automatic filter for servo oil and control oil circuits Air spring supply. Correct setting of the air spring pressure is essential for correct exhaust valve timing. Note: Control air for the air spring has to be adjusted to 6.5 bar at valve 23HA. Standby control air has to be adjusted to 6 bar at valve 19HA. Issue: Draft 1 - July 2007 IMO No: 9315197
Starting Air Control Air for Air Spring Cylinder Starting Valve
PS
Closed Automatic Opened
30 bar
30 bar Signal from Turning Gear Interlock
Can Bus CCM 1-n MCM 1/ RCS
Maersk Seletar
System Redundancy
System CAN Bus, Module Bus (CANopen or MODbus) and SSI Bus (CA) Two buses are always active. If one bus is interrupted, shortened or otherwise damaged, the second bus is still available for communication. Engine operation is not interrupted. a lower output and the fuel pressure control valve (3.06) limits the fuel rail pressure to 1,050 bar. Servo Oil Pumps With one damaged servo oil pump the engine remains operational at full load; with two damaged pumps operation is only possible at part load. Control oil pumps If a control oil pump fails, the servo oil rail feeds the control oil circuit via non-return valve 4.29, until the second control oil pump builds up pressure. With both control oil pumps damaged, emergency operation is possible with exclusive oil supply from servo oil rail.

The FlexView Software
The flexView is available via the separate control room computer, monitor and keyboard; it takes its feeds from the WECS-9520 system. The flexView programme is available via the FV icon in the desktop. The flexView screen is divided into two cards or pages; each card can be selected individually for convenient access and for monitoring of alarms, indications, engine processes and parameters. Cards are selected from the menu bar at the top of the cards. For safety reasons, access to certain pages and parameters is limited. Two standard cards Indic and Journal are shown by default. Indic displays actual engine speed, fuel command, common rail pressures and some general injection and exhaust valve data. Journal displays engine related failures and indications with details of time of occurrence, acknowledging time and restoration time. Different indication groups are displayed in different colours. Failure Log Journal The failure log displays failures transmitted to the alarm monitoring system including WECS critical failures, shutdowns, rail pressure failures and cylinder failures. The background colour differs for different systems and acknowledged failures change to a white background. A failure is selected with the mouse followed by pressing click and enter in order to acknowledge the failure. Exhaust Valve Card Each exhaust valve has two sensors for the open and closed positions. This card displays the opening and closing positions in terms of an mA signal. The deadtime and On time open/close are shown in other columns. Values displayed enable the operation of individual exhaust valves to be assessed. Fuel Injection Card This card displays tables related to the fuel injection system showing information for the fuel quantity piston, the injection begin deadtime, the injection begin angle and the injection begin time. Also displayed are data related to the rail valve operation. User Card This card enables the user to adjust the FQS, select VIT and heavy Sea modes, make changes to the common start valves, cut out cylinders and change over the control oil pumps. Changes must only be made by authorised personnel and then only by individuals who are familiar with the software. An item may only be selected for changing if its display box is white, if the box is greyed out the item cannot be changed
WECS-9520 Power Supply (E85/E87)

All modules have two redundant power supplies. Sensors All vital sensors and transmitters are duplicated and their mean values are used for controlling the engine. If one sensor fails, the WECS-9520 indicates the specific sensor failure and continues to work with the remaining sensor.
Other Redundancies
Fuel Shut Down Valve / Emergency Stop valve With the fuel shutdown valve (3.07) or the emergency stop solenoid (3.08) damaged, any SHUTDOWN or EMERGENCY STOP commands are only processed by blocking fuel injection commands and setting the fuel actuator output to zero. Stopping the engine is always possible. Remote Control / Speed Control System With damaged remote control or speed control, the engine can still be operated from the manual back-up panel in the engine control room or from the manual local control panel. If the speed control is still operational either fuel control mode or speed control mode from the WECS-9520 manual control panels.
Sensor Redundancy
Crank Angle Sensor If one of the two crank angle sensors is out of order, WECS stays operational with the remaining crank angle sensor. If both sensors are damaged, the engine cannot be operated; it is necessary to replace at least one sensor. TDC- Pick-up A damaged TDC sensor is signalled by the WECS monitoring system, but will normally not stop or slow down the engine operation. Fuel Quantity Sensor With a damaged fuel quantity sensor, the FCM-20 module uses a fixed deadtime to calculate the injection begin angle and an artificial fast ramp signal for the fuel quantity, which results in less injected fuel on the affected unit than at normal operation. Exhaust Valve Position Sensor Each exhaust valve has two redundant position sensors. If both fail, the FCM-20 module controls the exhaust opening and closing valve angles with optimised, fixed opening and closing times
Pump Redundancy
Fuel Pumps and Actuators If a fuel pump or actuator is damaged, the connected regulating linkage(s) can be blocked manually in the full delivery position. The corresponding fuel pumps will deliver max. pressure. The (second) actuator(s) regulate(s) at
IMO No: 9315197
Maersk Seletar
Adjust Card The adjust card enables the operator to change certain operating parameters including slow turning timing and auxiliary blower start timing. It is also possible to change the artificial injection quantity feedback signal, exhaust valve closing offset, injection begin offset and injection correction factor. View Menu The view menu allows the operator to select a number of different trend menus for monitoring the common rail system and the exhaust valve system. Special fast trend recording is available for recording the performance of the exhaust valve system and the injection system. The following trends are available: Open Trend Menu which gives an option of four different trends; Performance, Start, Crank angle and Rail pressure Exhaust Valve Curve which covers operation of the exhaust valves over single cycles Injection Curve which displays the fuel injection operation over a single cycle
Hydraulic Systems
The WECS-9520 controls fuel injection and exhaust valve operation via a hydraulic servo system and a hydraulic control system. Oil for both of these hydraulic systems comes from the main engine lubrication system. It is essential that the oil in the control and servo systems is absolutely clean in order to avoid sticking of control valves. Every effort must be made to ensure that the crankcase oil is correctly filtered and centrifuged so that all water and debris are removed. Filters in the servo and control oil systems must be maintained in a clean and effective condition. If any control valve fails due to sticking or other damage occurs, the likely cause is contaminated oil. Steps must be taken to ensure that the oil is effectively filtered and the source of the contamination must be traced and corrected. If one such valve fails due to contaminated oil it is likely that other valves are similarly affected; other valves should be inspected at the earliest opportunity in order to avoid the risk of failure when the vessel is manoeuvring in confined waters.
IMO No: 9315197
Maersk Seletar
Illustration 2.1.3a Remote Control System
Automatic Control System (Remote)
START AIR PR. COMMAND RPM
AHEAD Kg/cm2 ASTERN

Authors Note: Check System Architecture Details Onboard As This Has Been Based On A Standard Norcontrol System - No Vessel Specific Information Available.
Engine Telegraph Control System (Manual)
ENGINE RPM
AHEAD ASTERN
DOWN
UP
TEST
DOWN
UP
DOWN
RAISE
ENTER
SAFETY FUNCTIONS
SHD NONE CANCEL
ALARM
OTHER ALARMS
CONTROL ROOM PANEL FAILURE SAFETY SYSTEM FAILURE
SETPOINT LIMIT
MANUAL RPM LIMIT
INDICATION
STATE
SLD NONE CANCEL
START FAILURE
STARTING
SHD CANCELABLE
SLD CANCELABLE
START BLOCK
DIMMER
LOAD UP
LOAD DOWN
REPEAT START
START TOO LONG
Order Printer Unit
EM
GE ER N
SHD ACTIVE
SLD ACTIVE
ENGINE NOT READY
TELEGRAPH FAILURE
ACCELERATION LIMIT
START SETPOINT LIMIT
CRASH ASTERN
START AIR PRESSURE LOW
Manual Engine Telegraph Control
STOP
Port and Starboard Bridge Wing Consoles

HYUNDAI
CONTROL
CY
ETU
FWE
ENGINE TELEGRAPH UNIT
MAX AST.
SUBTELEGRAPH MODE
STAND BY AT SEA
Bridge Unit
OVERSPEED
EMERGENCY STOP
SYSTEM FAILURE
GOVERNOR FAILURE
CRITICAL LIMIT RPM
STOPPING
HANDLE MATCH
FULL HALF
CANCEL FUNCTIONS
CANCEL CANCEL SHD SHD CANCEL CANCEL SLD SLD
OTHER FUNCTIONS
ROUGH SEA
LAMP LAMP TEST TEST COMMIS. COMMIS. LOCK LOCK
SLOW
CONTROL LOCATION
EMERGENCY CONTROL ROOM BRIDGE
CANCEL LIMITLIMITATION ATION
CANCEL
CANCEL CANCEL LOAD LOAD PROGRAM PROGRAM
DEAD SLOW
TELEGRAPH STATUS
NEW COMMAND WRONG WAY RCS NOT READY
DEAD SLOW SLOW HALF
MISCELLANEOUS
COMMAND POSITION
PORT BRIDGE WING ENGINE ROOM BRIDGE BRIDGE STARB. BRIDGE WING
SYSTEM
RESET
SOUND OFF ALARM ACKN.
FULL
LAMP TEST
SOUND OFF
INTERNAL FAILURE
MAX AH.
STATUS
SYST. OP I/O SIM RECEIVE TRANSMIT
WARNING
POW. FAIL COMMUN. MEMORY IN.OUT. FAILSAFE
HYUNDAI
CONTROL
Bridge Manual Engine Telegraph Control Alarm System Control Room Console Remote Control Panel Control Room Console Digital Governor Panel Alarm Printer
Control Room
Engine Emergency Control Console
Engine Emergency Telegraph
A H E A D
Engine Emergency Stop Main Engine
A S T E R N
Engine Room
IMO No: 9315197
Maersk Seletar
2.1.3 Main Engine Manoeuvring Control
Bridge Manoeuvring System Manufacturer: Model: Kongsberg Maritime AS AutoChief C20 wheel is also used for menu selection, mode change and AutoChief C20 configuration changes. Graphics allow for monitoring of engine systems such as starting air pressure and engine speed. Adjustment of engine parameters and the display of safety related and conventional alarms is undertaken at the graphic display. Soft pushbuttons at the display allow for interaction with the system. The following pushbuttons are located at the ACP: CANCEL SHD (Shutdown); only cancellable shutdowns respond CANCEL SLD (Slowdown); only cancellable slowdowns respond CANCEL LIMITS; RPM, fuel and load limiters which are active in the remote control system IN COMMAND; indicates if the ACP actually has control SOUND OFF; stops the alarm horn ALARM ACKN; acknowledges an alarm Multifunction operation wheel The multifunction operation wheel may be turned clockwise or anti-clockwise in order to enable the operator to navigate through the pictures. Pressing the operation wheel selects the picture. The operator may also navigate through the selected picture using the operation wheel and may select an action in the picture by pressing the operation wheel.

Command Transfer Pushbuttons The command transfer pushbuttons enable control to be transferred between the bridge, the ECR and the engine side local control stand. When in bridge control the telegraph system is disabled as the telegraph lever actuates the engine control. When in ECR or local control the telegraph lever acts to transmit engine control instructions to the operating control station. At a station which wishes to take control the pushbutton for that station is pressed once to request control. The station currently in control then presses the pushbutton for the station requesting control. The station requesting control presses its pushbutton again to take control. The LED in the control pushbutton is illuminated for the station in control. The LED flickers when a control station requests control but it has not yet been accepted. Sub-Telegraph Pushbuttons The sub-telegraph system enables an operating mode to be selected. Three options are available: AT SEA; the system is in seagoing condition STANDBY; the system is ready for manoeuvring FWE (Finished with engines); no propulsive power is required The appropriate pushbutton is pressed to request a particular mode and that pushbutton will be illuminated. Only one mode may be selected at any time. Control Lever The telegraph lever has Ahead, Astern and Stop positions. In the Ahead and Astern directions there are Dead Slow, Slow, Half and Full positions. Additionally in the Ahead direction there is a Navigation Full position and in the Astern direction there is an Emergency Astern position. The lever is moved in steps to the appropriate position for engine control but a fine adjustment is also available if an intermediate engine speed is required. Fine adjustment of engine speed is carried out by means of the fine tuning parameter in the ACP screen mimic. Fine tuning is only used when in remote control.
The main engine (ME) remote control system is designed for remote control of the Sulzer RT-flex main engine from the combined telegraph and manoeuvring lever in the wheelhouse. By moving this lever, the system will automatically start, reverse, stop and control the speed setting of the main engine. There are two main sub systems integrated into the AutoChief C20 system, the Engine Safety System (ESU) and the Digital Governor Unit (DGU). The safety system unit performs a monitoring function of the main engine systems and provides alarm signals when operating parameters are exceeded. The control system may then react to initiate a stop or slowdown procedure in the event of certain critical parameters being outside defined limits. The digital governor provides for speed sensing of the engine and fuel adjustment through the WECS-9520 in order to maintain the engine operating within set limits. The remote control system provides for start, stop and reversing of the engine by means of electrical signals. The engine can be controlled locally or remotely, remote control being defined as from the engine control room and the bridge. In the event of failure of the remote control system the engine may be controlled manually from the WECS-9520 control panels in the engine control room and at the engine side control stand. The WECS-9520 system must be operational at all times as it is through this that engine control takes place. An AutoChief C20 control panel (ACP) is located in the engine control room and also at the wheelhouse manoeuvring unit; there are manoeuvring units at the bridge wings. The ACP has a colour LCD display and a number of pushbuttons for operating system functions. Remote control telegraph units are located in the wheelhouse and in the ECR. There are also manoeuvring telegraph levers at the bridge wings. At the engine side manoeuvring stand there is a telegraph unit for receiving instructions from the wheelhouse. WECS-9520 panels are located in the ECR and at the engine side local manoeuvring stand.
AutoChief Combined Lever and Telegraph Unit (LTU)

The combined lever and telegraph unit (LTU) is used for remote control of the engine or for transmitting instructions to the engine room regarding manoeuvring of the engine. The unit has the following facilities: Control and telegraph lever Emergency stop pushbutton Command and transfer functions Sub-telegraph functions
AutoChief Control Panel (ACP)

The AutoChief Control Panel is the main operator control panel and incorporates a 7 inch LCD colour graphic display, six metal-film pushbuttons (with LEDs) and a large operation wheel. The LCD display provides an interface between the operator and the system being monitored. It can display a number of graphic mimics and these are selected by turning the operation wheel to the left or right and then pressing down on the operation wheel to select the displayed graphic. The operation Issue: Draft 1 - July 2007 Emergency Stop The wheelhouse LTU has an emergency stop pushbutton located at the lower part of the lever. The emergency stop pushbutton has a cover to prevent accidental activation. Pressing the pushbutton once activates the emergency stop and pressing the pushbutton again resets the emergency stop system. The emergency stop pushbutton is illuminated (red) and when it has been activated the illumination is brighter.
Bridge Wing Control Units

The bridge wing units (BWU C20) have similar functions to the main wheelhouse unit but they do not have a graphic display. A telegraph lever is provided as is an emergency stop pushbutton. A starting air pressure gauge and a speed/direction indicator gauge are also provided. The bridge wing units do not have graphic displays which show system slowdown and shutdown conditions and so the following pushbuttons are provided in the bridge wing units: Section 2.1.3 - Page 2 of 8
IMO No: 9315197
Maersk Seletar
IN COMMAND (command transfer) SHD Non Cancel; non cancellable shutdown warning indicator SHD Cancellable; cancellable shutdown warning indicator SHD Cancel; pressing will cancel a cancellable shutdown SHD Active; indicator which shows a shutdown is active SLD Non Cancel; non cancellable slowdown warning indicator SLD Cancellable; cancellable slowdown warning indicator SLD Cancel; pressing will cancel a cancellable slowdown SLD Active; indicator which shows a slowdown is active OVERSPEED; overspeed shutdown indicator EMERG STOP; indicates activation of the emergency stop PANEL DIM + ; pushbutton for increasing panel illumination PANEL DIM - ; pushbutton for decreasing panel illumination LAMP TEST; used for checking LED illumination Start interlocks Safety events (SHD, SLD, OVSPD) Rail pressures Engine speed Fuel rail pressure Servo oil pressure Control oil pressure The following pushbuttons are fitted in the manual control panel: START AHEAD STOP START ASTERN Starting air is released when the START AHEAD or START ASTERN pushbuttons are pressed. The engineer must decide when and for how long starting air or braking air is supplied. AIR RUN Releases starting air in the ahead direction to turn the engine over on air, as long as the pushbutton is pressed. Releases a Slow Turning sequence. Slow turning failures are indicated in the display. Reset a slow turning failure by pressing the pushbutton again. Pre-selects blowers for automatic mode; start / stop depends on actual charge air pressure. Blowers may be started manually, if both charge air sensors fail. The display indicates Aux. Blower Man. Ctrl. / No Blowers running. Stops blowers during automatic mode only if the engine is not running. In manual mode it stops the blowers at any time.

The last command is stored when changing over control between one manual panel to other manual panel or when changing from remote to manual control. Speed control mode is only possible, if the speed governor system in the Propulsion Control System and the bus connection is operational. SAFETY SYSTEM RESET Resets shutdowns on the safety system. Overrides shutdowns if pressed once, the next pressing of this releases an override (the red LED indicator in the pushbutton is illuminated when the shutdown override is active). Resets the audible alarms from the safety system and slow turning failures on this panel. If the ACK. pushbutton is pressed for more than 5 seconds, the WECS-9520 software information and all necessary IMO check values are indicated in the screen display until the button is pressed again. SHD OVERRIDE
SOUND OFF ALARM ACK
Pushbutton Telegraph
A pushbutton telegraph is provided at the wheelhouse panel to allow instructions to be passed to the engine room when engine control is taking place from there. This unit has pushbuttons for the normal telegraph manoeuvring positions ahead and astern together with pushbuttons for Navigation Full and Emergency Astern. In addition there is an emergency stop pushbutton, command transfer pushbuttons (Bridge, ECR and Local), sub-telegraph pushbuttons (At Sea, Standby and FWE) and a Lamp Test pushbutton. There is also a Wrong Way alarm indicator.
Telegraph Commands for the Engine

Direct control of the main engine is achieved via the telegraph handle for ahead, astern and stop commands. In this installation control of the engine is via the electronic governor and the WECS-9520 system. A speed or fuel command is issued by moving the telegraph to the appropriate position and this issues a signal to the governor which in turn sends the required signal to the WECS-9520. The WECS responds by controlling the operation of the fuel injectors to achieve the desired result.
SLOW TURNING
AUX BLOWER PRESEL
Control Transfer System

The AutoChief C20 remote control system is designed to remotely control the ships main engine from bridge and engine control room. The system consists of two main units, the AutoChief bridge unit and the AutoChief control room unit. The engine control room unit controls all input and output signals to and from the main engine/WECS. The bridge unit is connected to the engine control room unit by a serial communication line. It is possible to transfer the control between the different control stations from which the main engine can be controlled. There are three control stations, bridge, engine control room and local engine side control station. There are also control sub-stations on the bridge wings. The local engine side control station has the highest priority and can take control from any other station.
WECS-9520 Manual Control Panel Manual Control Panels

There are WECS-9520 Manual Control panels in the engine control room console and at the engine local control stand. The manual control panel has a four line display and 15 pushbuttons. Each of the pushbuttons activates a particular manoeuvring function and most are fitted with an indicator LED. The display provides information necessary for operation of the engine and this includes: Speed and / or Fuel Command Issue: Draft 1 - July 2007
AUX BLOWER STOP
SPEED CONTROL MODE REMOTE CONTROL MODE ECR MANUAL CONTROL LOCAL MANUAL CONTROL Select Speed or Fuel Control mode. Speed or fuel commands are set by means of the Speed/Fuel Oil dial on the ECR or local control manual panels.
IMO No: 9315197
Maersk Seletar
Procedure for Changing Control from Bridge to Engine Control Room Control
a) The sub-telegraph must be put in the Standby mode by pressing the STANDBY pushbutton. f) e) The bridge operator presses the BRIDGE pushbutton on the bridge LTU panel to acknowledge control transfer. This will silence the buzzer, the BRIDGE LED will have a steady illumination and the ECR LED will be extinguished in the bridge and engine room panels. The upper section of the ACP mimic Home will change to show BRIDGE as the control station. a)

The local control station fuel control dial must be put in the position corresponding to the current engine rpm. Press the LOCAL pushbutton at the engine side local panel which will then become the control station.
The bridge may transfer control to the local control stand as follows. a) At the bridge LTU press the LOCAL pushbutton. The LED in the LOCAL pushbutton will flicker and the buzzer will sound at both locations.
b) At the bridge Lever Telegraph Unit (LTU) the pushbutton ECR is pressed. The LED in the ECR pushbutton will flash and the buzzer will sound on the bridge and in the engine control room. c) The upper section of the ACP mimic Home will change and indicate Control Transfer.
Control is transferred to the bridge. The telegraph handle may be moved to any position in order to control the engine speed.
d) At the engine control room LTU the ECR pushbutton must be pressed. The LED in the BRIDGE pushbutton will be extinguished and the LED in the ECR pushbutton will have a steady illumination. The buzzers will stop e) f) The upper section of the ACP mimic Home will change to show ECR as the control station. The ECR now has control and the LED in the In Command indicator in the ECR will be illuminated.
Procedure for Changing Control from the Bridge Wheelhouse to a Bridge Wing Location
Control may be transferred to either the port or starboard bridge wing from the wheelhouse control location. An electric shaft system allows control to be exercised at either of the bridge wing locations or the wheelhouse location. Control at the bridge wings is by means of miniature telegraph levers. a) At the selected bridge wing BWU C20 panel press the IN COMMAND pushbutton. The indicator LED will flash until transfer has taken place.
b) Press the LOCAL pushbutton at the engine side control station panel. The BRIDGE pushbutton LED will be extinguished, the LOCAL pushbutton LED will have a steady illumination and the buzzer will stop. The local control stand now has control.
Bridge Control of the Main Engine

With control set to the wheelhouse or the bridge wings all start, stop, speed change and direction changes take place by means of the LTU or BWU panels. No intervention by the engineers is necessary. Slow Turning If the engine has been stopped for a certain time (normally 30 minutes), the first start will include one revolution with slow turning of the main engine. When a start order is given from the bridge, by setting the bridge lever from stop to any position ahead or astern, the slow turning system will be activated, and a limited amount of starting air will be supplied to the main engine, the engine will rotate slowly on starting air. When one revolution is completed, the engine will be started in the normal way. If one revolution with slow turning is not accomplished within the set time, the alarm slow turning failure is activated in the engine control room and a start failure is indicated on the bridge.
The engine control room has a manual control facility and this may be selected by pressing the ECR MANUAL CONTROL pushbutton at the ECR local control panel.
b) The selected bridge wing telegraph lever will start to move to the same position as the bridge telegraph lever. This function is automatic. c) The LED in the IN COMMAND pushbutton will turn to a steady illumination when transfer of control is complete.
Procedure for Changing Control from Engine Control Room to Bridge

The bridge must request change of control and this may be transferred from the engine room control room. a) The sub-telegraph must be put in the Standby mode by pressing the STANDBY pushbutton.
Procedure for Changing Control from the Bridge Wing Location to the Bridge Wheelhouse
a) At the bridge wheelhouse ACP press the IN COMMAND pushbutton. The indicator LED will flash until transfer has taken place.
Bridge Wheelhouse Control

The wheelhouse manoeuvring station has an AutoChief Control Panel (ACP) by means of which engine information, safety notices, warnings and alarms are made known to the operator. Mimics display information as required and the screen display has a number of soft pushbuttons which are used to activate necessary operations. Before the engine may be started it must be prepared. a) The operation wheel at the ACP is turned until the Engine State mimic is displayed and the operation wheel is pressed to select this mimic. Section 2.1.3 - Page 4 of 8
b) Set the telegraph handle to the actual engine rpm if the engine is running. c) The operator in the engine control room presses the BRIDGE pushbutton in the LTU. The ECR LED remains illuminated and the BRIDGE LED flickers in the control room and bridge panels. The buzzers are activated in the ECR and on the bridge.
b) Control will be transferred to the bridge wheelhouse panel and the LED in the IN COMMAND pushbutton will have a steady illumination.
Procedure for Changing Control to the Local Control Station at the Engine Side
The engineers are able to take control at the local control station at any time. The local control station has the highest priority and control may be taken by this station from either of the other control locations. IMO No: 9315197
d) The upper section of the ACP mimic Home will change and indicate Control Transfer.
Maersk Seletar
b) Any start block conditions will be displayed on the screen and these must be corrected before the engine may be started. When all start block conditions are cleared the engine is ready for starting. Starting Ahead a) Move the bridge telegraph lever from the STOP position to any ahead position and observe engine conditions at the ACP display as the engine starts. be moving to zero. Fuel and RPM limiters are automatically cancelled by this operation. c) At a preset level braking air will be supplied in order to slow the engine speed. As soon as the engine is stopped the control system will start the engine in the astern direction. When the engine has started in the astern direction the fuel will be increased to achieve the RPM set by the astern command position.

whether or not it should be cancelled. The operator must make a decision to cancel the slowdown before the end of the time-out period otherwise the slowdown will become active. b) If the operator decides that the slowdown should be cancelled the CANCEL SLD pushbutton on the ACP is pressed. The engine will continue running at the same RPM. The engineers must be informed of the situation. c) If the CANCEL SLD pushbutton is pressed again whilst the reason for the slowdown is still active then the slowdown will proceed.
Cancel Shutdown If the engine safety system detects a fault which could cause damage it will initiate an engine shutdown. Some shutdowns may be cancelled by the operator but others are non-cancellable. The operator must react quickly to assess whether or not a cancellable shutdown should be cancelled. a) In the event of a fault initiating a cancellable shutdown a buzzer will sound and the message Shut Down Active Engine will be stopped will appear on the ACP display. The cause of the shutdown will also be displayed so that the operator may make a judgement as to whether or not it should be cancelled. The operator must make a decision to cancel the shutdown before the end of the time out period otherwise the shutdown will become active.
b) The engine speed, fuel index and starting air pressure may be monitored at the ACP display. c) As required increase engine speed by moving the telegraph lever to a new position. If fuel/speed limiters are active the engine SETP telegraph position on the screen will show the set point limit even though the telegraph lever may be set to a higher position. The engine will be controlled to the set limit whilst it remains active.
Note: It is possible to cancel a slowdown even after it has become active provided that the engine speed remains above the firing speed. Pressing the CANCEL SLD pushbutton will release the stop valve and fuel will be supplied to the engine which will return to its set RPM. Cancel Limits For safety reasons limits are placed upon engine operating conditions such as maximum fuel when manoeuvring. It is possible to cancel limits as follows a) Press the CANCEL LIMITS pushbutton on the ACP. The LED indicator in the pushbutton will be illuminated and the message Limits cancelled from ACP will appear in the display.
d) The operation wheel may be rotated to display the Limiters page and the wheel is pressed to select that page. The page will display all limits and the active limit will be highlighted. The limit may be adjusted to a higher valve by selecting SET LIMITER and adjusting the limit set point on the ACP screen. Stopping the Engine a) The telegraph lever is moved to the STOP position. The engine RPM will be reduced to zero following a preset programme
b) If the operator decides that the shutdown should be cancelled the CANCEL SHD pushbutton on the ACP is pressed. The engine will continue running. The engineers must be informed of the situation. c) If the CANCEL SHD pushbutton is pressed again whilst the reason for the shutdown is still active then the shutdown will proceed.
b) Press the CANCEL LIMITS pushbutton again to restore the limits. Cancel Buzzer When an alarm is activated or a slowdown or shutdown occurs, the buzzer will sound. The buzzer may be silenced by pressing the SOUND OFF pushbutton at the ACP. When a buzzer is activated the LED in the SOUND OFF pushbutton is illuminated and will remain illuminated until the SOUND OFF pushbutton is pressed. Alarm Acknowledgement
Starting Astern a) Move the telegraph lever to any astern position. The engine will start and run astern with operations following that described above for starting ahead.
Crash Astern In the event of an emergency when running ahead it may be necessary to have the engine operate astern faster than is normally possible. Such a manoeuvre can cause engine damage and should only be performed in an emergency when ship over engine considerations are paramount. a) Move the bridge telegraph lever directly from the Full ahead position to any astern position without resting in the Stop position.
Note: It is possible to cancel a shutdown even after it has become active provided that the engine speed remains above the firing speed. Pressing the CANCEL SHD pushbutton will release the stop valve and fuel will be supplied to the engine. Cancel Slowdown If the engine safety system detects a fault which could cause engine problems or damage it will initiate an engine slowdown. Slowdowns may be cancelled by the operator if required. The operator must react quickly to assess whether or not a slowdown should be cancelled. a) If a slowdown becomes active a buzzer will sound and the message Slow Down Active Engine speed will be reduced will appear on the ACP display. The cause of the slowdown will also be displayed so that the operator may make a judgement as to IMO No: 9315197
In the event of an alarm, slowdown or shutdown visual indication will be given at the ACP display and the buzzer will sound. The alarm must be acknowledged; pressing the SOUND OFF pushbutton only silences the buzzer it does not acknowledge the alarm. a) When an alarm occurs press the SOUND OFF pushbutton to silence the buzzer and press the ALARM ACKN to acknowledge the alarm.
b) The Crash Astern message will be displayed on the ACP whilst the fuel index will be set to zero and the engine RPM will Issue: Draft 1 - July 2007
Maersk Seletar
b) The LED beside the ALARMS and SAFETY SYSTEM pushbuttons will be illuminated. c) Use the operational wheel to navigate to the Alarm page and press the wheel in order to select the page. Check the page to see the nature of the alarm which has occurred. Ensure that action is taken to restore the condition to normal. a) The operation wheel at the ACP is turned until the Engine State mimic is displayed and the operation wheel is pressed to select this mimic.

Note: It is possible to cancel a shutdown even after it has become active provided that the engine speed remains above the firing speed. Pressing the CANCEL SHD pushbutton will release the stop valve and fuel will be supplied to the engine. Cancel Slowdown If the engine safety system detects a fault which could cause engine problems or damage it will initiate an engine slowdown. Slowdowns may be cancelled by the operator if required. The operator must react quickly to assess whether or not a slowdown should be cancelled. a) If a slowdown becomes active a buzzer will sound and the message Slow Down Active Engine speed will be reduced will appear on the ACP display. The cause of the slowdown will also be displayed so that the operator may make a judgement as to whether or not it should be cancelled. The operator must make a decision to cancel the slowdown before the end of the time-out period otherwise the slowdown will become active.
b) Any Start Block conditions will be displayed on the screen and these must be corrected before the engine may be started. When all start block conditions are cleared the engine is ready for starting. Starting and Running Engine commands are directed to the ECR by means of the bridge telegraph. When a new command is issued the buzzer will sound. a) When an instruction is issued the buzzer will sound and the telegraph indicator will illuminate for the speed and direction required. Accept the instruction by moving the ECR telegraph lever from the STOP position to the required position. The buzzer will stop on the bridge and in the ECR.
Bridge Wing Control

Control must be transferred to the selected bridge wing as described above. Before the engine may be started it must be prepared for operation at the wheelhouse main ACP. a) Move the bridge wing telegraph lever to the desired position for starting ahead or astern. The wheelhouse lever will follow the bridge wing lever and the engine will start.
b) Adjust the engine RPM by moving the bridge wing telegraph lever to the desired operating speed. c) In order to stop the engine the bridge wing telegraph lever is moved to the STOP position.
b) The engine will start. Speed will automatically be adjusted by the control system. The speed, fuel index and starting air pressure may be monitored at the ACP display. The engine may be stopped by moving the ECR telegraph lever to the STOP position following a request from the bridge. Cancel Shutdown If the engine safety system detects a fault which could cause damage it will initiate an engine shutdown. Some shutdowns may be cancelled by the operator but others are non-cancellable. The operator must react quickly to assess whether or not a cancellable shutdown should be cancelled. a) In the event of a fault initiating a cancellable shutdown a buzzer will sound and the message Shut Down Active Engine will be stopped will appear on the ACP display. The cause of the shutdown will also be displayed so that the operator may make a judgement as to whether or not it should be cancelled. The operator must make a decision to cancel the shutdown before the end of the time out period otherwise the shutdown will become active.
b) If the operator decides that the slowdown should be cancelled the CANCEL SLD pushbutton on the ACP is pressed. The engine will continue running at the same RPM. The engineers must be informed of the situation. c) If the CANCEL SLD pushbutton is pressed again whilst the reason for the slowdown is still active then the slowdown will proceed.
At the bridge wing panels there are indicator pushbuttons for slowdown and shutdown conditions. In the event of a slowdown or shutdown condition the LED in the relevant pushbutton will be illuminated. Cancellable slowdowns and shutdowns may be cancelled by pressing the CANCEL SHD or the CANCEL SLD pushbutton as appropriate. It must be appreciated that there is no display panel at the bridge wing and so no information will be available at the bridge wings regarding the cause of the slowdown or shutdown. An Emergency Stop pushbutton is located at the bridge wing panel and this may be pressed to stop the engine immediately. The emergency stop condition is reset by repressing the Emergency Stop pushbutton. The engine cannot be restarted until the emergency stop has been reset.
Note: It is possible to cancel a slowdown even after it has become active provided that the engine speed remains above the firing speed. Pressing the CANCEL SLD pushbutton will release the stop valve and fuel will be supplied to the engine which will return to its set RPM. Cancel Limits When the engine is operated from the ECR the conventional remote control system is not operational. Limiters such as Acceleration and Load Program will not be active. However, the governor speed control limiter will be operational and may be cancelled, if required, from the ECR. a) Following a command from the bridge the RPM is adjusted but it may not be possible to obtain the desired RPM because of the limiter. Check at the display Home Page to see that a limiter is active.
Engine Control Room Control (Automatic)

Control of the engine from the engine control room must be looked upon as a backup and is normally only used if there is a fault in the bridge control system or when there is a desire to operate the engine from the ECR in order to check performance. Control is still exercised by the automatic control system acting through the WECS-9520. Before the engine may be started it must be prepared. Issue: Draft 1 - July 2007
b) If the operator decides that the shutdown should be cancelled the CANCEL SHD pushbutton on the ACP is pressed. The engine will continue running. c) If the CANCEL SHD pushbutton is pressed again whilst the reason for the shutdown is still active then the shutdown will proceed. IMO No: 9315197
b) Use the operational wheel to scroll through the screens and select the Limiters page. Determine which limiter is active. In order to allow for higher rpm the limit value must be increased. Section 2.1.3 - Page 6 of 8
Maersk Seletar
The limit must be selected and increased by means of the Set Limit function. Cancel Buzzer When an alarm is activated or a slowdown or shutdown occurs, the buzzer will sound. The buzzer may be silenced by pressing the SOUND OFF pushbutton at the ACP. When a buzzer is activated the LED in the SOUND OFF pushbutton is illuminated and will remain illuminated until the SOUND OFF pushbutton is pressed. Alarm Acknowledgement In the event of an alarm, slowdown or shutdown visual indication will be given at the ACP display and the buzzer will sound. The alarm must be acknowledged; pressing the SOUND OFF pushbutton only silences the buzzer it does not acknowledge the alarm. a) When an alarm occurs press the SOUND OFF pushbutton to silence the buzzer and press the ALARM ACKN to acknowledge the alarm. c) immediately with No.2 auxiliary blower starting after an interval of about 20 seconds. Select Speed Control Mode by pressing the SPEED CONTROL MODE pushbutton (this is the default mode and is active whenever manual control is selected).

manual control panel directly interfaces with the WECS and so the manual panel is directly regulating the WECS. The local control panel has highest priority and control may be taken by this location at any time. In order to ensure that the local control location system is always operational the engine should be manoeuvred from the local control stand at least once each month. Operation of the engine under local (emergency) control is described in more detail in section 5.2 of this manual. Before the engine may be started it must be prepared for operation and no start blockings must be present. The telegraph is a means of transmitting instructions, it has no control over engine operation. The telegraph panel has indicator lamps and the engine operator must press the pushbutton at the illuminated lamp in order to acknowledge the instruction and silence the buzzer. a) Check that the WECS-9520 is operating and that the control oil, servo oil and fuel oil rail pressures are all within the acceptable range. This information is shown in the four line display at the top of the WECS panel.
d) Turn the rotary Fuel Command control dial to the starting fuel position (about 15% to 20%). This dial sends a signal directly to the WECS-9520. e) The telegraph will move to a position indicating the desired direction and speed. The operating engineer must move the ECR telegraph lever to the same position in order to acknowledge the instruction and silence the buzzers. Press the START AHEAD (or START ASTERN) pushbutton as required for the desired direction of rotation. The pushbutton should be pressed until the engine starts but should not be pressed for more than about 8 seconds in order to prevent wastage of starting air. If the engine fails to reach firing speed within 8 seconds, or even to turn over on starting air, the cause of the problem must be investigated before a restart attempt is made.
f)
b) The LED beside the Alarms and Safety System pushbuttons will be illuminated. c) Use the operational wheel to navigate to the Alarm page and press the wheel in order to select the page. Check the page to see the nature of the alarm which has occurred. Ensure that action is taken to restore the condition to normal.
g) When the engine is running on fuel, the Fuel Command control dial must be adjusted slowly until the engine runs at the desired speed. In order to stop the engine the Fuel Command control dial must be turned to the 0% position and the STOP pushbutton should be pressed. The engine should stop. For running in the astern direction the procedure is as above except that the START ASTERN pushbutton is pressed in order to start the engine in the astern direction. Cancel Shut Down in Manual Mode If a shutdown occurs it will be detected in the WECS-9520 manual control panel; a buzzer will sound and the shutdown will be announced in the four line display. The shutdown may be cancelled, if it is cancellable, by pressing the SHD CANCEL pushbutton. If the SHD CANCEL pushbutton is pressed again whilst the shutdown condition exists the shutdown will become active.
b) Switch on the auxiliary blowers by pressing the BLOWER PRESELECT pushbutton. Auxiliary blower No.1 will start immediately with No.2 auxiliary blower starting after an interval of about 20 seconds. c) Select Speed control Mode by pressing the SPEED CONTROL MODE pushbutton (this is the default mode and is active whenever manual control is selected).
Engine Control Room Control (Manual)

In the event of failure of the automatic control system the main engine may be controlled manually through the WECS-9520 control panel. This panel is directly connected to the WECS-9520 with the speed settling dial regulating the fuel supply to the engine Before the engine may be started it must be prepared for operation and no start blockings must be present. The telegraph is a means of transmitting instructions, it has no control over engine operation. a) Check that the WECS-9520 is operating and that the control oil, servo oil and fuel oil rail pressures are all within the acceptable range. This information is shown in the four line display at the top of the panel. b) Switch on the auxiliary blowers by pressing the BLOWER PRESELECT pushbutton. Auxiliary blower No.1 will start Issue: Draft 1 - July 2007
d) Turn the rotary Fuel Command control dial to the starting fuel position (about 15% to 20%). This dial sends a signal directly to the WECS-9520. e) The telegraph will move to a position indicating the desired direction and speed. The operating engineer must move the ECR telegraph lever to the same position in order to acknowledge the instruction and silence the buzzers. Press the START AHEAD (or START ASTERN) pushbutton as required for the desired direction of rotation. The pushbutton should be pressed until the engine starts but should not be pressed for more than about 8 seconds in order to prevent wastage of starting air. If the engine fails to reach firing speed within 8 seconds, or even to turn over on starting air, the cause of the problem must be investigated before a restart attempt is made.
f)
Operation from the Local Control Stand

Control of the engine from the engine side (local) control stand must be looked upon as a backup or emergency operation. Operation is similar to manual operation from the ECR and the same equipment is used. The WECS-9520
g) When the engine is running on fuel, the Fuel Command control dial must be adjusted slowly until the engine runs at the desired speed. Section 2.1.3 - Page 7 of 8
IMO No: 9315197
Maersk Seletar
In order to stop the engine the Fuel Command control dial must be turned to the 0% position and the STOP pushbutton should be pressed. The engine should stop. For running in the aster direction the procedure is as above except that the START ASTERN pushbutton is pressed in order to start the engine in the astern direction. Cancel Shut Down from Local Stand If a shutdown occurs it will be detected in the local control panel; a buzzer will sound and the shutdown will be announced in the four line display. The shutdown may be cancelled, if it is cancellable, by pressing the SHD CANCEL pushbutton. If the SHD CANCEL pushbutton is pressed again whilst the shutdown condition exists the shutdown will become active. Fine Tuning Page Selection of this page brings up the fine tuning potentiometer as an overlay on the Home page. The fine tuning potentiometer enables fine tuning of the telegraph lever. Using the operational wheel the operator navigates to the potentiometer and when the operational wheel is pressed the potentiometer becomes active. Adjustment is made on the bar graph using the operational wheel. Control Position Transfer Selection of the Control Position page allows selection of the control position to be made from the display using the operational wheel. It is only possible to select remote control locations, manual control location selection is not possible. Engine Limiters Selection of the Limiters page enables RPM and Fuel limiters to be viewed and changed as required. The Limiters page has columns for RPM Limiters and Fuel Limiters and at the bottom of the page there are soft pushbuttons for Set Limit, Limit Curve, Show Limiters, Speed Program and Home. Pressing the Set Limit pushbutton enables the Chief RPM limiter and the Maximum Fuel limiter to be adjusted. The Limit Curves pushbutton enables the Fuel Index/ Scavenge Pressure and the Fuel Index/RPM curves to be monitored. After making adjustments or observations the operator may return to the Home page by pressing the HOME soft pushbutton. Miscellaneous Page The Miscellaneous page enables the operator to set conditions such as the date and time. Safety System Pressing the Safety System soft pushbutton changes the soft pushbuttons at the bottom of the Home page but the page remains the same, displaying the analogue control instruments. Pressing the SHUT DOWN soft pushbutton brings up the page which shows all active shutdown inputs. If the SHUTDOWN soft pushbutton is pressed twice a list of all system shutdown parameters is displayed. Pressing the SLOW DOWN soft pushbutton brings up a page which displays all active slow downs. Pressing the same pushbutton twice displays a list of all system slowdown parameters. Pressing the RPM DETECTOR soft pushbutton displays the RPM DETECTOR page and this shows the activity and condition of all system RPM detectors. From this screen it is possible to undertake a test of the overspeed system. The Overspeed Test ON is selected and the overspeed level for the test may be IMO No: 9315197

adjusted. After the test Overspeed Test OFF should be selected but if it is not the system defaults to the OFF condition after a period of time. When the engine is not running it is possible to simulate an RPM by selecting the increase or decrease arrow keys. Selection of the EMG STOP soft pushbutton lists the condition of all emergency stop switches, indicating any active stops and loop failures. Engine Modes Selection of the Engine Modes page brings up the page for engine and control modes. Using the operational wheel any mode may be selected as the operating mode and when the soft key alongside the mode turns green after the operational wheel is pressed, that mode becomes active.
AutoChief Control Panel (ACP) Display

The display at the ACP allows the operator to interface with the system as it provides operating information and allows adjustments to be made. A number of different pictures may be selected using the operational wheel by rotating the wheel until the desired picture is displayed and then pressing the wheel to select that picture. The main or initial picture is the Home picture and this shows the engine speed and direction, the fuel quantity setting, the starting air pressure and the telegraph lever actual setting and set points. The Home page has a header, which displays the current operating status of the manoeuvring system, and a footer which contains a number of soft pushbuttons. These pushbuttons enable other pages to be displayed and these are: Alarms Safety System Limiters Engine State Control Position STL Fail/Reset Miscellaneous Menu Fine Tuning Home The operational wheel is used to navigate through the list and make selection of a new page. Below the analogue instrument section of the Home page display there is a grey field in which a number of current alarms are displayed. Issue: Draft 1 - July 2007
Maersk Seletar
Illustration 2.1.4a Main Engine Safety System Panel To be inserted here
IMO No: 9315197
Maersk Seletar
2.1.4 Main Engine Safety System
Manufacturer: Model: No. of sets: Kongsberg AutoChief C20 Engine Safety Unit (ESU) 1 of the bridge manoeuvring system and protects the plant against inadmissible operating states in such a way that an alarm is not created until one of the limit values is exceeded. All limits are set to a value far below that which might result in actual engine damage if they were exceeded. The alarms are visually indicated on the assigned operating panel and indicated audibly by buzzer in the ECR.

Emergency Stop (Pushbuttons)
For the manual release of an emergency stop signal of the main engine EMERGENCY STOP pushbuttons are fitted on the bridge, in the ECR and at the engine side local control. The manually released emergency stop is hardwired from one contact of each pushbutton to the solenoid. A second contact is wired to the electronic modules as an input and rerouted to the solenoid via an output. An automatic operation of the emergency stop is carried out if the ESU detects an engine overspeed.
General Description
The engine safety system is designed to monitor the main engines performance and speed. The system then activates the safety functions, such as shutdown and slowdown, if the engines monitored operations exceed defined limits. The safety system provides the following control and monitoring facilities: Control of: Emergency stop Engine shutdown Engine slowdown Monitoring of: Engine speed Engine overspeed Engine shutdown sensors Engine slowdown sensors RPM detectors Emergency stop pushbuttons Engine Safety Unit (ESU) The heart of the system is the Engine Safety Unit (ESU) which receives signals from the engine sensors, the RPM pickups and the manual emergency stop pushbuttons. Operating parameters are defined and preset according to the engine builders specifications and do not require changing. The ESU compares signals from the engine sensors with the actual operating signals received from the engine and if any parameter exceeds the set values the ESU will respond. This may be the initiation of an engine slowdown or shutdown, accompanied by an alarm. Some shutdown and slowdown conditions are cancellable and a pre-alarm is issued before the actual slowdown or shutdown, allowing the operator to cancel the slowdown or shutdown if necessary. Activation of a manual emergency stop also takes place via the ESU which issues the instruction to shut fuel off the engine. The engine safety system is installed in parallel to the bridge manoeuvring system. It monitors, controls and protects the propulsion plant independently Issue: Draft 1 - July 2007
ESU Hardware
The ESU has two independent power supply units with a built-in automatic changeover function between the units. A number of digital input channels have direct connection with some solenoid output channels and this means that if one of these inputs is activated the output solenoid is activated immediately. The ESU module is provided with a dual CAN-bus interface for its main communication line. Power, watchdog and CAN-bus status are monitored directly through built-in LEDs. The ESU provides the following features: Four channel relay output with changeover contacts Nine channel digital input (shut down) with line checking Six channel digital input with line checking Three channel digital input with broken line checking Six channel digital input Dual redundant 24V DC power input Solenoid driver with line checking Alarm and monitoring of all channels Time stamp of alarms and events (0.001 seconds) Self checking Power overload detection CAN bus status detection and error handling
Safety Function Shutdown

Shutdowns may be cancellable or non-cancellable. The operator may cancel a cancellable shutdown should it be decided that the safety of the ship would be in danger if the engine was to stop. Shutdowns are announced visually at the ACP and audibly at the buzzer. The operator must react to cancel a cancellable shutdown in a short period of time otherwise the shutdown will be activated (see section 2.1.3 of this machinery operating manual). A shutdown may be cancelled by pressing the CANCEL SHD pushbutton at the ACP. Shutdowns may be cancelled individually at the ACP in the ECR regardless of which station has control of the engine. One shutdown channel is reserved for engine overspeed and the others are defined by engine operating conditions. The overspeed shutdown is activated if the engine speed rises above 107% of MCR. Overspeed is reset by setting the manoeuvring stand telegraph lever to the STOP position - the engine may then be restarted. (Author`s Note: Insert a list of shutdown conditions; these may be obtained from the ACP display as described in section 2.1.3 above.)
Safety Function Slowdown

Slowdowns may be cancellable or non-cancellable. The operator may cancel a cancellable slowdown if it is considered appropriate. Slowdowns are announced visually at the ACP and audibly at the buzzer. The operator must react to cancel a cancellable slowdown in a short period of time otherwise the shutdown will be activated (see section 2.1.3 of this machinery operating manual). A shutdown may be cancelled by pressing the CANCEL SLD pushbutton at the ACP. Slowdowns may be cancelled individually at the ACP in the ECR regardless of which station has control of the engine. A slowdown is automatically reset after the sensor resulting in the slowdown is deactivated or the condition causing the slowdown disappears, and the control lever is moved to a speed position below the slowdown speed. (Author`s Note: Insert a list of shutdown conditions; these may be obtained from the ACP display as described in section 2.1.3 above.)
Engine Speed Sensing

Impulse transmitters sense teeth on the flywheel. Two sensors with a 90 (electrical) phase shift are necessary for calculation of speed and direction of rotation. For the frequency range used for slow speed engines the time interval between impulses is used as the basis for calculation of speed as well as direction. Both sensors are used for calculation of speed so that if one sensor fails no interruption of speed calculation will occur. There are two sets of dual RPM pickups allowing for complete system redundancy
IMO No: 9315197
Maersk Seletar
2.1.5 Digital Governor
Manufacturer: Model: Type: No. of sets: Kongsberg AutoChief C20 DGU Electronic 1 event of a cable failure or signal error, the set point selector will maintain the set point value prior to the error. The failure or error will initiate an alarm. DGU Module The DGU module communicates with the speed setting controllers, the RPM pickup system and the WECS via CANs or serial lines. The module has two CAN communication channels, two CAN global communication channels and two serial lines. The module is self-checking and has monitoring and alarms for all channels. The desired engine set point speed is provided by the ACP and once the set point has been established the DGU maintains that rpm value by sending a signal to the WECS which then adjusts the fuel. The DGU module provides automatic limiting functions such as scavenge air pressure and torque. There are also manual limitation functions such as rpm and fuel limiters, these limits being set via the ACP. The automatic slowdown function also resides in the DGU.

Illustration 2.1.5a to go here if applicable
General Description
The AutoChief C20 Digital Governor Unit (DGU) is a control system designed to accurately maintain the output shaft speed of the main propulsion engine to a given order. The WECS-9520 electronic control system receives the fuel command signal from the governor and controls fuel injection to the engine cylinders. The DGU must, therefore, communicate effectively with the WECS9520. The digital governor function resides in the DGU and the WECS-9520, there being no separate governor unit as all fuel changes are made by the WECS. The DGU reacts to changes in engine operating conditions and issues fuel adjustment requests to the WECS in conjunction with the power orders active in the engine manoeuvring system. Tachometer System Engine speed is measured by two rpm detector systems, each detector system using two independent pickups. The pickups are located close to the turning gear wheel. Pickup signal processing is carried out by a dedicated input processor and from that the rpm signal for the speed control of the main engine is passed on to the main processing unit of the DGU. The system selects which of the rpm detector signals is to be used. This is done by checking that the signals are within the valid range. If the signals are in order, but slightly different, then the tacho selector will choose the signal which is the highest and use this for the calculation of the rpm value. Real time signal processing is used to detect malfunction of a pickup signal. The pick-up signal is automatically disregarded if a fault is detected. In nearly all cases where a pickup fails, the signal goes to zero. In these cases, the failed pickup will be disregarded and the other tacho is automatically selected. Set Point Selector The set point selector receives the rpm set point signals from the automatic bridge control system continuously. During Manual Control mode, ECR or engine side, the fuel command for the WECS-9520 is sent directly from the potentiometer at the speed selector dial. The set point selector also receives information from the AutoChief C20 engine manoeuvring system which informs it of the control location status. In the
Kongsberg AutoChief C20 Digital Governor System

The digital governor only exists in the engine manoeuvring system, the DGU and the WECS, there is no separate governor control panel. Interaction between the operating engineer and the digital governor is via the ACP panel. The required engine speed is set at the bridge telegraph lever and the DGU will respond to this change in rpm set point. The operator may change limits at the ACP and the DGU will make engine speed adjustments taking into account the set limits. The actual engine rpm is monitored by the dual rpm units and these supply the actual engine speed to the DGU. The DGU processes all signals and determines the value of the signal to be sent to the WECS-9520 in order to make the necessary fuel adjustment. In determining the fuel adjustment signal the DGU takes account of the load programme, barred speeds and other engine operating parameters such as maximum torque and scavenge air pressure. The WECS-9520 makes the actual fuel adjustment, there is no physical link between the DGU and the fuel system. In the event of a DGU failure it is possible to control the fuel injection system by directly sending signals to the WECS-9520 from the manual control panels.
IMO No: 9315197
2.2 Boilers and Steam Systems

2.2.1 General Description 2.2.2 Boiler Control Systems 2.2.3 Sootblowers 2.2.4 Steam System 2.2.5 Exhaust Gas Boiler
Maersk Seletar
Illustration 2.2.1a Auxiliary Boiler
Manhole Safety Valve
Steam Out
Stay Bar
Emergency Feed Inlet Main Feed Inlet Water Water Level Gauge
Sootblower Lance
Combustion Gas
IMO No: 9315197
Maersk Seletar
2.2 boilers and steam systems
Operating Procedures
The following steps should be taken before attempting to flash up the boiler: a) All foreign materials are to be removed from internal pressure parts.

Raising Pressure with no Steam Available from the Exhaust Gas Boiler a) Set up the diesel oil system for the pilot burner and for the main burner as no steam is available to preheat the HFO. (See section 2.6.3 of this machinery operating manual.)
2.2.1 General Description

The steam generating plant consists of one oil fired boiler and one exhaust gas boiler. In port the steam demand of the plant is served by the oil fired boiler. At sea, the steam demand is normally met by the exhaust gas boiler. The steam produced by the exhaust gas boiler should be sufficient to allow the oil fired boiler to be shut down.
b) Ensure all gas side-heating surfaces are clean and all refractory is in good condition. c) The furnace bottom and the burner wind box is to be cleaned of oil and other debris.
b) Purge the furnace with the forced draught fan for one minute with the vanes fully open. c) Reduce the air pressure at the wind box to between 10 and 20mmWG and close the fuel recirculating valve.
Oil Fired Boiler

Manufacturer: Model: Type: Evaporation: Steam condition: Fuel oil: Fuel oil viscosity: Burner type: Burner model: Aalborg Industries AQ10/12 Vertical cylindrical with horizontal smoke tube bank 4,300kg/h 6.0kg/cm2 saturated steam At cold start MDO, thereafter HFO or Waste Oil HFO up to 700cSt at 50C Rotary cup KB350W
d) Ensure all personnel are clear. e) f) All manhole covers are to be securely tightened. Inspect safety valves and see that gags have been removed and easing levers are in good condition.
d) Initiate the pilot burner sequence and flash the main burner, adjust the air flow and the fuel pressure, to ensure stabilised combustion, using the furnace observation port and smoke indicator to check the quality of combustion. e) When raising the pressure, keep the burner firing for 5 minutes and out of service for 15 minutes repeatedly at the lowest oil pressure (2.5kg/cm2) for one hour. Again, repeatedly light and shut down the burner to raise pressure as recommended by the manufacturer. A guideline would be to aim for 6.0kg/cm2 after 1.5 hours firing. When the drum pressure has risen to about 1.5kg/cm2, close the drum vent valve.
g) Open root valves for all instruments and controls connected to the boiler. h) Open the vent valve of the combined steam/water drum. i) j) Open all pressure gauge valves and ensure that all valves on the pressure gauge piping are open. Check and close all blow-off valves and drain valves. f)
Description General Construction

The boiler is of the steel welded, vertical, cylindrical design, with a closely spaced tube bank in the upper section. The tube bank rests in the combined steam/water drum which is cylindrical with two flat plates on the top and bottom. Due to the internal pressure, the flat plates are mutually connected by vertical solid stays. Steam is generated by the hot gases flowing vertically up through the tube bank which contains the boiler water. The boiler is oil fired by a horizontal rotary cup burner situated in the lower section. Where necessary, manholes and peepholes are provided for easy access and inspection. The combined steam/water drum has a feed water internal pipe, surface blow off internal pipe and water sampling pipe. Insulation is provided on the outer surface of the boiler and the outermost surface is covered with a galvanised steel casing.
g) Drain and warm through all steam supply lines to ancillary equipment before putting the boiler on load. h) Supply steam to the HFO service and settling tanks. When the HFO settling tank is of sufficient temperature to be pumped by the FO pump, supply steam to the FO heater and prepare to change over from MDO to HFO. i) j) Continue circulating FO until the correct temperature/viscosity is achieved. Stop firing the boiler and change over the valves so that HFO is supplied to the boiler; it is necessary to change over the boiler fuel supply line relief valves so that the HFO valve is operative. (The boiler fuel system is described in section 2.6.3 of this machinery operating manual.)
k) Fill the boiler until about 25 to 50mm of water appears in the gauge glasses. This allows for expansion and subsequent increase in the level after firing. The selected boiler feed pump should be operated manually when filling the boiler. The selector switch at the feed pump starter panel may be set to LOCAL and the pump started by pressing the START pushbutton. The pump is stopped, by pressing the STOP pushbutton when the boiler water reaches the desired level in the boiler. l) Check the operation of gauge glasses and compare with remote reading instruments.
Note: Remote reading instruments may not be accurate until steam is being generated and the boiler under pressure.
k) Start firing the boiler on HFO and ensure that a stable flame is produced. l) At working pressure, switch to automatic operation.
IMO No: 9315197
Maersk Seletar
Raising Pressure with Steam Available from the Exhaust Gas Boiler a) Start the forced draught fan, open the inlet vanes and purge the furnace. e) f) Open the drum vent valve before the boiler reaches atmospheric pressure. Change the fuel system to diesel oil and circulate it back to the tank.

given by the chemical supplier. Excessive chemical treatment may be more detrimental than insufficient treatment. When the pressure is approaching atmospheric pressure, open the steam drum air vent valve. When the pressure is off the boiler, supply distilled water until it issues from the vent valve, then close the vent valve. Put a hydrostatic pressure of 2.5 to 4.0kg/cm2 on the boiler. Hold this pressure until the boiler has cooled to ambient temperature. Bleed the boiler using the vent valve to be sure all the air is out. Maintain a hydrostatic pressure of 1.5 to 3.0kg/cm2 on the boiler. Take a periodic boiler water sample and replenish any spent chemicals. Before returning the boiler to service, drain the boiler to the normal working level and return the chemical content concentration to the normal level by blowing down. Maintaining the Boiler in a Warm Condition At sea the oil fired boiler should be maintained in a warm condition by supplying steam to the heating coil in the lower drum. This is done by opening the heating steam inlet valve C24 and the steam trap inlet valve C25 and outlet valve T-26V. The boiler pressure should be maintained at 0.5kg/cm2 or above. When the heating coil is not in use the steam inlet valve is closed and the steam trap valves left open.
b) Start the HFO burning pump and circulate oil through the heater and burner manifold. Open the recirculating valve and discharge the cold heavy oil in the line. Note: At normal sea going conditions, the boiler HFO system tanks and lines will contain heated HFO. c) Reduce the air pressure at the wind box to between 10 and 20mmWG.
Note: If steam is available from the exhaust gas economiser, the boiler HFO system should remain in use. g) When the fuel oil has been purged, shut down the fuel system. After the boiler has been shut down for 4 hours the forced draught fan may be used to assist cooling down, but to avoid damage to refractory allow the boiler to cool down naturally if possible. If the boiler is being shut down during passage because the exhaust gas boiler is operating, the oil fired boiler may be maintained in a warm condition ready for starting at the end of the passage, by means of the heating coil; steam valve C24 must be open together with condensate valves C25 and T-26V. CAUTION Do not attempt to cool down the boiler by blowing down and then by filling with cold water. Shutting Down in an Emergency Should the boiler trip (when the burner is in use) due to the water level too low alarm, and the subsequent trip of the fuel oil supply, shut down the steam stop valve, feed valve and forced draught fan after purging the furnace. Note: Never attempt to fill the boiler with feed water until the boiler has cooled sufficiently. Flame Failure In the event of flame failure, close the oil inlet valve and reduce the air pressure to prevent over cooling the furnace. Purge the furnace before relighting the burner. Always use the pilot burner for ignition. Note: Never attempt to relight the burner from the hot furnace refractory. Taking the Boiler Out of Service When taking a boiler out of service, the wet lay up method is preferable, because it requires less preparation and the boiler can be quickly returned to service. When the boiler is in the cooling down process following shutdown, inject into the drum appropriate quantities of boiler chemicals, using the boiler chemical dosing unit. To ensure adequate protection of the boiler, follow the guidelines IMO No: 9315197
d) Close the recirculating valve. e) Fire the main burner and adjust the air flow and the fuel pressure to ensure stabilised combustion, using the furnace observation port and smoke indicator.
When raising the pressure, keep the burner firing for 5 minutes and out of service for 15 minutes repeatedly at the lowest oil pressure (2.5kg/cm2) for one hour. Again, repeatedly light and shut down the burner to raise pressure as recommended by the manufacturer. A guideline would be to aim for 6.0kg/cm2 after 1.5 hours firing. A steam heating or warming through coil is provided, water in the boiler may be warmed using this coil thus reducing the period of time taken to raise steam by means of the burner. If the boiler is shut down for a period of only a few days it should be maintained in a warm condition by means of the heating coil. f) When the drum pressure has risen to about 1.5 kg/cm2, close the drum vent valve C10.
g) Drain and warm through all steam supply lines to ancillary equipment before putting the boiler on load. Shutting Down a) Operate the sootblower before shutting down the boiler whenever possible.
b) Shut down the burner. c) Continue the operation of the forced draught fan for a short while after shutting down keeping an air pressure of 150mmWG at the burner inlet and purge the furnace of combustible gases.
d) Maintain the water level visible at about 50mm in the gauge glass. Issue: Draft 1 - July 2007
Maersk Seletar
Illustration 2.2.2a Boiler Control Panel
WATER LEVEL CONTROLLER
STEAM PRESSURE CONTROLLER
INDICATION PANEL
ALARM PANEL 1
ALARM PANEL 4
Key
1 2 3 4 5 6 7 8 9 10
CONTROL VOLTAGE ON SET POINT NORMAL STOP DIESEL OIL OPERATION
IGNITION PUMP ON OIL VALVE OPEN HEATING ON BURNER CHEMICAL DOSING PUMP 1 ON
1 2 3 4 5 6 7 8 9 10
TOO LOW WATER LEVEL HIGH STEAM PRESSURE BURNER SWING OUT OVERLOAD COMBUSTION AIR FAN OVERLOAD BURNER MOTOR FLAME FAILURE HIGH OIL TEMPERATURE LOW OIL TEMPERATURE LOW OIL PRESSURE ON BURNER FIRE AND WIND BOX
1 2 3 4 5 6 7 8 9 10
1 2 3 4 5 6 7 8 9 10
HIGH LEVEL IN MIX TANK LOW LEVEL IN MIX TANK HIGH DP WASTE OIL FILTER HIGH TEMPERATURE ON WASTE OIL HEATER OVERLOAD COMBINED PUMP AND GRINDER OVERLOAD DIESEL OIL PUMP TOO LOW WORKING AIR PRESSURE (STOP) LOW WORKING AIR PRESSURE (HOLD) OVERLOAD SOOT BLOWER MOTOR SOOT BLOWER SEQUENCE FAILURE
1 2 3 4 5 6 7 8 9 10
HEAVY FUEL OIL OPERATION
17 1 2
BURNER MOTOR ON
CHEMICAL DOSING PUMP 2 0N AIR VALVE OPEN AIR VALVE CLOSED SOOT BLOWER MOTOR ON
COMBUSTION AIR FAN ON SAFETY INTERLOCKS OK MANUAL OPERATION AUTOMATIC OPERATION WASTE OIL OPERATION
18
34
HIGH WATER CONTENT IN WASTE OIL
LAMP TEST
POWER ON POWER ON
RESET
TEST
ALARM
RESET
TEST
ALARM
WATER LEVEL
ALARM PANEL 2
ALARM PANEL 3
WATER CONTENT IN WASTE OIL
1 2 3
LOW COMBUSTION AIR PRESSURE LOW ATOMIZING AIR PRESSURE OVERLOAD IGNITION OIL PUMP
AUTO STAND BY OIL PUMP STARTED
1 2 3 4 5 6 7 8 9 10
1 2 3 4
HIGH SALINITY IN FEED WATER

HIGH OIL CONTENT IN FEED WATER
1 2 3 4 5 6 7 8 9 10
TOO HIGH DP WASTE OIL FILTER

AUTO STAND BY WASTE OIL PUMP STARTED
19
4 5 6 7 8 9 10
LOW STEAM PRESSURE TOO HIGH WATER LEVEL STOP HIGH WATER LEVEL LOW WATER LEVEL
20
5 6 7 8 9 10
POWER ON
35
11 12 36 13 14 15 16 17
HIGH TEMPERATURE ON HFO PREHEATER
POWER ON
RESET
TEST
ALARM
RESET
TEST
ALARM
COMBUSTION AIR FAN
18 19 20 21
21
OIL PUMP 1
OIL PUMP 2
WASTE OIL PUMP 1
WASTE OIL PUMP 1
COMBUSTION AIR FAN
BURNER MODE
COMBINED PUMP AND GRINDER
DIESEL OIL PUMP
22 23 24 25 26
SOOT BLOWER SELECTOR
5
OIL PUMP 1
6
OIL PUMP 2
7
WASTE OIL PUMP 1
8
WASTE OIL PUMP 1 CONTROL V0LTAGE CHEMICAL DOSING PUMP 1 HEATING ON BURNER BURNER OPERATION MODE
22
BURNER
23
BURNER MODULATION MODE SELECTOR
37
SELECTOR FOR FUEL
38
27 28 29
9
OIL PUMP 1
10
OIL PUMP 2
11
WASTE OIL PUMP 1
12
WASTE OIL PUMP 1
24
LAMP TEST
25
CHEMICAL DOSING PUMP 2
26
27
28
29
INCREASE BURNER LOAD DECREASE BURNER LOAD
39
COMBINED PUMP AND GRINDER DIESEL OIL PUMP
40
START SOOT BLOWER
30 31 32 33 34 35 36 37 38 39 40 41 42 43
13
14
15
16
30
31
EM
G ER E N
CY
43 32 41 42
STOP
33
Water Level Controller Steam Pressure Controller Water Level Digital Indicator Instruction Notice Oil Pump 1 - Hour Meter Oil Pump 2 - Hour Meter Waste Oil Pump 1 - Hour Meter Waste Oil Pump 1 - Hour Meter Oil Pump 1 - Select Switch Oil Pump 2 - Select Switch Waste Oil Pump 1 - Select Switch Waste Oil Pump 2 - Select Switch Oil Pump 1 - Stop/Start Pushbutton Oil Pump 2 - Stop/Start Pushbutton Waste Oil Pump 1 - Stop/Start Pushbutton Waste Oil Pump 2 - Stop/Start Pushbutton Indication Panel Alarm Panel 1 Alarm Panel 2 Alarm Panel 3 Combustion Fan - Ammeter Combustion Air Fan - Hour Meter Burner Motor - Hour Meter Control Voltage - Off/On-Reset Chemical Dosing Pump 1 - Off/On Burner Heating - Off/On Burner Operation Mode - Auto/Manual Burner - Off/Auto Burner Modulation Mode - Auto/Manual Lamp Test - Pushbutton Chemical Dosing Pump 2 - Off/On Burner Load - Increase/Decrease Emergency Stop Alarm Panel 4 Waste Oil Water Content - Digital Display Instruction Notice Grinder Pump - Hour Meter Diesel Oil Pump - Hour Meter Fuel Selector Switch - Heavy/Waste Oil Sootblower Selector Switch - Local/Remote Grinder Pump - Stop/Start Pushbutton Diesel Oil Pump - Stop/Start Pushbutton Sootblower - Start Pushbutton
IMO No: 9315197
Maersk Seletar
2.2.2 Boiler Control Systems
Boiler Burner Manufacturer: Type: Model: Aalborg Industries Rotary cup KB 350W REMOTE mode at their starter panels and at the Pump Control System mimic in the GOS one pump is selected as the master or operating pump and the other as the standby pump. The standby pump will start if the master pump fails. The safety system consists of two independent means of shutting off the fuel supply to the burner if the water level in the boiler falls to an unacceptably low level. A separate low level float switch shuts off the fuel supply when the water level falls to a low value. Limit switches, located on the boiler control panel, are connected to the differential pressure transmitter which operates the feed water controller. These provide the following: Shut off the fuel supply to the burner at low water level A low water level alarm A high water level alarm Stop the feed water pump at too high a water level Boiler Control Panel The boiler control panel provides operation, control and interlock devices required for the running of the boiler. This control panel performs the automatic and manual operation of the boiler and it gives an alarm to warn the operator if an abnormality occurs during operation. The feed water regulator operates continuously and acts to open or close the automatic boiler feed water supply valve in response to the level of water in the boiler. The boiler control system stops the boiler in an emergency situation, by immediately shutting down the fuel oil supply to the boiler, if such an abnormality should be too serious to continue running any longer. Master Boiler Control Panel This panel contains the system power supply unit, the controller for the burner control and automatic process control plus various relay units. The system has alarms and trips which provide for safe operation of the boiler. The alarms bring an abnormality in operation to the notice of the engineer and a trip initiates a shutdown. The alarm and control panel is provided with a test system which enables the lamps to be tested; this should be carried out daily in order to enable failed indicator lamps to be detected and replaced. Burner Control System This system controls the remote, manual and automatic operations of the burner in the boiler. The unit contains a programmable sequence controller which operates the furnace purge, pilot burner and the automatic operation of the burner valve. IMO No: 9315197 Features

The burner sequence control unit is designed for control and supervision of the oil burner in automatic operation. A motor driven camshaft activates electric switches which control the burner servomotor, burner motor, ignition and solenoid valves. The control unit is connected to a photo cell and in normal operation it controls the flame supervision circuit. Note: The burner sequence control unit has no function when the oil burner is running in manual mode. During start-up the control unit operates the oil burner in a prefixed start-up sequence. In the event of fault during start-up or in normal operation, the fuel supply is instantaneously interrupted, and the sequence control unit stops the oil burner. The lock out indication which is placed in the viewing window of the control unit shows where the fault has occurred in the sequence. The fault signal lamp and the reset button are located in the window.
The burner is of the rotary cup type and so does not require any atomising steam or air supply. Control air is needed for valve actuation and purging and an electrical supply is required to operate the rotary cup. Combustion air is supplied by means of an electrically driven forced draught fan. The air supply is regulated by means of dampers. The forced draught fan is situated on top of the wind box and it supplies air for the primary fan, which is an integrated part of the burner. Primary air represents about 10% of the total air supplied, the remaining 90% being secondary and tertiary air from the forced draught fan. The secondary air for combustion is supplied to the wind box and is directed into the flame by means of vanes. Correct control of the secondary air is essential to efficient combustion through the turn-down range of the burner. Draught control is performed by means of a secondary air damper connected to the compound regulator by a rod linkage. The fuel oil compound regulator is the final control element which meters out fuel oil and combustion air to the burner. The rate of fuel flow is controlled in a linear manner by a rotary valve in the compound regulator. A cam is used to regulate the air damper control lever to compensate for the non-linear operation of the secondary air control damper. Ignition of the burner is by means of a diesel oil ignition burner inserted through the wind box and air register. The ignition burner lance and nozzle are automatically purged with air when the ignition period has ended. The boiler is normally operated on HFO (or LSHFO in designated regions) with MDO being used for the ignition burner. It is also possible to burn waste oil in the boiler and the boiler control panel has a facility for changing to waste oil operation. MDO is used when starting up from cold. Water Level Control Feed water supply to the boiler is handled by a single element control system. It is designed to maintain the boiler water level and provide an alarm and safety shut down should the level not stay within set limits. A transmitter is mounted on the boiler, which sends a signal to the controller, which in turn regulates the opening of the feed water control valve. The feed water control valve has a valve positioner for automatic operation, with a handwheel for manual operation. The duty feed pump operates continuously and the feed control valve regulates the amount of water directed to the boiler, depending upon the current water level. The feed pumps are selected for Issue: Draft 1 - July 2007
The control unit is provided with the following additional safety features: Detector and extraneous light test is restarted immediately following the tolerated afterburn time. This means that open or not fully closed fuel valves initiate a lockout immediately after this time has elapsed. The test ends only on completion of the prepurge time of the next burner start-up. The correct functioning of the flame supervision circuit is automatically checked during each burner start-up sequence. The unit permits burner operation with or without post purge. The control contacts for fuel release are checked for welding during the post purge time. A built-in unit fuse protects the control contacts against overload. Fan motors with a power consumption of up to 4 amps can be directly connected. Separate control outputs for OPEN, CLOSE and MIN (low flame position) of the air damper actuator. Supervised air damper control to ensure prepurge with the nominal amount of air. Checked positions for CLOSED or MIN (low flame position) at the start, OPEN at the beginning and MIN on completion of the prepurge time. If the actuator does not drive the air damper in the required position, the burner start-up sequence will be interrupted. Functional test of air pressure monitor at start-up and supervision of the air pressure from the beginning of the required prepurge time until the controlled shutdown. Separate control output for an ignition fuel valve which is closed after the second safety time has elapsed. Section 2.2.2 - Page 2 of 5
Maersk Seletar
Illustration 2.2.2b Boiler Operating Sequence Start A
Control Pressure Switch T P

Pre-Purge Ignition Establish Burner Flame B Automatic Combustion Control Stop Fire Post-Purge C Stop D
R
2.5 Seconds 37.5 Seconds
FD Fan
M1
M2
5 Seconds Ignition Transformer
Z
2.5 Seconds
Fuel Oil Shut Off Valve
BV1
12.5 Seconds
Load Controller
LR
12.5 Seconds
M
Air Damper LK
100% Min 0
Fuel Oil Control Valve
RV
15 Seconds
Flame Sensor
FS
IMO No: 9315197
Maersk Seletar
Two control outputs for release of the second output stage or the burner load control. For burners with expanding flame it is possible to increase the safety time from 2.5 seconds to 5 seconds. When load control is enabled, the control outputs for the air damper actuator are galvanically separated from the control section of the unit. Connection facilities for remote lock-out warning device, remote reset and remote emergency shutdown.

Start-Up Sequence
Start Command by the Pressure Switch a) The pressure switch closes and the sequence mechanism starts to run. At the same time the fan motor is started on prepurge. of the nominal load is carried out by the auxiliary switch in the air damper actuator. Controlled Shutdown a) The fuel valves are closed immediately. At the same time the sequence mechanism starts again.
b) After a preset time has elapsed the fan motor is activated in prepurge and post-purge mode. c) On completion of a further time interval the control command to open the air damper is given. During the running time of the actuator, the sequence mechanism stops. Only after the air damper has fully opened does the sequence mechanism continue to run.
b) Post purge time. Shortly after the start of the post purge time the air damper is driven into the MIN position. c) The complete closing of the damper starts shortly before the post purge time has elapsed. This is initiated by a control signal which also remains under a supply voltage during the following burner-off period.
Mode of Operation
The control programme sends the necessary input signals to the control section of the control unit and the flame supervision circuit. If the required input signals are not present, the control unit interrupts the start-up sequence and initiates a lockout where this is required by the safety regulations. Operating Procedure The START command is given by the pressure switch of the installation Start-up sequence The burner is in operation, according to the control commands of the load controller Controlled shutdown through a pressure switch The sequence mechanism runs into the start position for post purge Note: During burner off periods the flame supervision circuit has a voltage applied in order to carry out the detector and extraneous light test. Pre-Requisites for Burner Start-Up Burner not interlocked in the lock-out position Air damper is closed The control contacts for the fuel valves closed must be in the CLOSED position The normally closed contact for the air pressure monitor must be closed The contacts of the gas pressure monitor and those of the limit thermostat or pressure switch must also be closed f)
d) Prepurge time with fully opened air damper. During the prepurge time the correct functioning of the flame supervision circuit is tested. The control unit goes into the lock-out position in case of an incorrect function of the relay. e) After completion of the prepurge time, the control unit drives the air damper into the low flame position. During the damper running time the sequence mechanism stops again. Pre-ignition time. The process of ignition is started with air and fuel being supplied in the correct proportion and the pilot burner operated.
d) Permissible after burn time. During this time the flame supervision circuit may still receive a flame signal without initiating a burner lockout. End of Control Program e) On completion of the post purge time the detector and extraneous light test starts again, as soon as the sequence mechanism has reset the control contacts into the start position. During the burner off period a faulty flame signal of only a few seconds initiates lock-out. Short ignition pulses of the UV-tube, eg, caused by radiation, do not initiate burner lock-out.
f)
g) Safety time. This delay period allows for ignition of the main burner and the photocell to detect the flame before the end of the safety time. The flame must be continuously present otherwise the control unit initiates a lock-out and interlocks itself in the lock-out position. h) Second safety time. On completion of the second safety time the main burner must have been ignited by the pilot burner. i) End of start-up programme. After a preset time interval has elapsed, the load controller is released. This ends the start up sequence of the control unit. The sequence mechanism switches off itself, either immediately or after a few idle steps, ie, steps without change of the contact positions, depending on the times.
Procedure for Automatic Burner Operation The description below assumes that the fuel system is ready for operation with heated HFO available. (See section 2.6.3 of this machinery operating manual.) a) Check the fuel and burner system for leaks and ensure that the boiler is ready for operation.
b) Turn on the main power source to the burner control panel and check that the fuel supply valves are open. c) Check all panel indicator lamps by pressing the LAMP TEST pushbutton.
Burner Operation
During burner operation the load controller drives the air damper into nominal load or low flame position, depending on the demand for heat. The release
d) Check that the water level in the boiler is within acceptable limits with one feed pump selected as the operating pump and the other as the standby pump. e) Select one fuel oil pump as the operating pump by turning the switch to the MAN position and the select the other as the Section 2.2.2 - Page 4 of 5
IMO No: 9315197
Maersk Seletar
standby pump by turning its switch to the STBY position. Both pumps may be selected for MAN if required. Start the selected pump by pressing the START pushbutton. The Fuel Selector switch should be turned to the HEAVY positions. When burning waste oil the grinding pump is operated in order to ensure an even temperature in the waste oil service tank and an even distribution of water droplets throughout the oil. One of the waste oil burning pumps is operated to supply waste oil to the burner. In this case the selected waste oil pump switch is turned to the MAN position and the START pushbutton is pressed. When burning waste oil the Fuel Selector switch should be turned to the WASTE position. f) Turn the burner operating mode switch to the AUTO position.

Manual Operation
The manual operation system allows for firing of the boiler, in the event of faults in the automatic sequence control or components of safety monitoring equipment. The manual/emergency operating panel is located adjacent to the burner unit. Procedure for Changing to Manual Operation a) On the boiler front, replace the auto flame scanner with the manual flame scanner. l) by the manual flame scanner. The burner modulation may be selected as AUTO or MANUAL. If no flame has been established when the ignition and oil valve pushbuttons are released the start up sequence including purging of the furnace must be repeated from step e) above.
m) In the event of flame failure the oil valve will shut and the FLAME indicator lamp on the manual panel extinguished. n) Burner firing is stopped by turning the key switch on the manual/emergency panel. CAUTION In Manual Operation mode the safety interlocks are reduced to: Too low water level High steam pressure Burner swing out Overload of combustion air fan and burner motors Flame failure It is essential that the boiler is constantly supervised by a competent person when operating in manual/emergency mode.
b) On the control panel turn the detachable key switch to EMERGENCY OPERATION. If the safety parameters are in order the fan and burner motor will start. c) Disconnect the lever between the compound regulator and the servomotor.
g) Turn the burner ON/OFF switch to the ON position. The burner will be started and stopped by a signal from the start/stop pressure switch or the steam pressure transducer. The start-up sequence and flame supervision are controlled by the burner sequence controller. h) When the start-up sequence is complete turn the Boiler Modulation Mode Selection switch to the AUTO position. The burner will be modulated according to the setting of the burner modulation mode switch. There are two burner modulation modes, Auto and Manual. Auto Modulation - The Burner Modulation mode switch is in the AUTO position and the burner load is controlled automatically by the load controller. Manual Modulation - The Burner Modulation mode switch is in the MANUAL position and the burner is controlled by the INCREASE BURNER LOAD and DECREASE BURNER LOAD pushbuttons. In an emergency, the control system shuts off the fuel supply to the burner for the boiler protection. An EMERGENCY STOP pushbutton is provided at the boiler control panel to enable the operator to stop the burner operating should that be necessary. The sootblower is also controlled from the burner control panel. If the Sootblower Selector switch is set to the AUTO position the sootblower will operate automatically on a timed sequence at set intervals. If the Sootblower Selector switch is set to LOCAL/REMOTE the sootblower is started by pressing the START SOOTBLOWER pushbutton on the local panel as required and the sootblower will follow a set sequence once only.
d) Manually set the compound regulator to the maximum position and purge the furnace for at least 60 seconds. e) Return the compound regulator to the minimum position and reconnect the lever to the servomotor.
WARNING It is essential that the boiler furnace be purged correctly in order to reduce the risk of furnace explosion. f) Check that the boiler fuel oil pressure and temperature are correct.
g) On the manual operating panel press the IGNITION pushbutton and hold it down. h) On the manual operating panel press the OIL VALVE pushbutton and hold it down until a visual verification of the ignition flame has been carried out. i) If there is a good ignition flame, the oil valves will open and oil flows to the burner and is ignited. The FLAME indicator lamp will be illuminated. The pushbuttons should only be depressed for a maximum period of 5 seconds.
j)
k) Release both pushbuttons, a steady flame should now be established. The burner remains firing with the flame supervised
IMO No: 9315197
Maersk Seletar
2.2.3 SOOTBLOWERS
Oil Fired Boiler Sootblower Manufacturer: No. of sets: Model: Air supply pressure: Working pressure: Blowing/sequence time: Clyde Bergemann 1 D92E 20-30kg/cm2 25kg/cm2 17/50 seconds

Procedure for the Automatic Operation of the Sootblower
a) The boiler should be at a minimum of 50% of full load.
b) Ensure that one of the main air receiver outlet valves to the sootblower is open XXX or XXX. c) Open air isolating supply valve A-5V. When the air isolating valve is opened the Air Valve Open indicator lamp on the control panel will illuminate and the Air Valve Closed indicator lamp will be extinguished.
Sootblowing of the oil fired auxiliary boiler has to be carried out at regular intervals to ensure that the heat transfer surfaces are kept clear of deposits, as these retard heat transfer and can constitute a fire hazard. Sootblowing should be operated as required and the optimum time interval depends upon many factors including the loading of the boiler and the combustion condition. Sootblowing every four hours when the boiler is in continuous use is a reasonable starting point. However, the operator must bear in mind the position of the vessel and any local legislation concerning pollution and clean air which would prohibit sootblowing. The sootblower should be operated after leaving port prior to shutting down the oil fired boiler. The boiler sootblower operates on compressed air supplied from the main starting air reservoirs using the same supply pipe as the diesel generator engines. One of the main starting air reservoir supply valves for the generator engines, N3 for No.1 reservoir or N3 for No.2 reservoir will always be open, therefore air will always be available for sootblowing. The sootblower line air supply valve A-5V must be open. The air supply control valve is operated by the sootblower control system and is opened whenever the sootblower is operated. This valve and its actuator are set at commissioning and should require no further adjustment. The sootblower directs a jet of air over the tube surfaces in order to remove soot deposits. An electric motor, driving through gears, moves the lance in and out of the boiler and rotates the lance through a specified angle in order to direct the air jet as necessary over the entire tube nest. Each operating sequence takes 50 seconds and during this period air is injected for 17 seconds. Sealing air is applied to the lance unit in order to prevent the escape of gases from the boiler during boiler operation. The sootblower may be operated manually or automatically. For manual operator the Sootblower Selector switch is turned to the LOCAL/REMOTE position and the sootblower is started by pressing the START SOOTBLOWER pushbutton. The sootblower to go through an operating sequence once. For automatic operation of the sootblower the Sootblower Selector switch is turned to the AUTO position. The sootblower will operate on the set sequence at preset timed intervals. Issue: Draft 1 - July 2007
d) Automatic Operation Turn the Sootblower Selector switch to the AUTO position and allow the sootblower to operate. A complete operating sequence takes about 50 seconds. The sequence will be repeated on a timed basis Manual Operation Turn the Sootblower Selector switch to the LOCAL/REMOTE position and the press the SOOTBLOWER START pushbutton. Allow the sootblower to operate. A complete operating sequence takes about 50 seconds and when this is complete the sootblower will stop. Repeat the operation as required. Close the air supply isolating valve A-5V. The Air Valve Open indicator lamp on the control panel will be extinguished and the Air Valve Closed indicator lamp will be illuminated.
e)
Note: The main air pressure must be kept in the 20-30kg/cm2 range in order to maintain the correct lance pressure and hence the desired air jet velocity and pattern. Note: When the sootblower is selected to automatic operation the air valve A-5V is left in the open position.
IMO No: 9315197
Maersk Seletar
Illustration 2.2.4a Engine Room Steam System
Floor (S) To and From Accommodation Air Conditioning Room T-142V T-141V T-104V T197V T-150V 3rd Deck T-167V TC TI S-18V Low Sea Chest (Starboard) Main Engine Reefer Cooling Cooling Water Water Heater Preheater Main Lubricating Oil Setting Tank T-194V TC Accommodation Heating Water Heater PI Set 70C T-110V T-182V S-21V T-106V T-114V T-115V T-168V T-113V

To/From Starboard Passageway
Key
Steam 6kg/cm2 Condensate Control Air Electrical Signal
T-38V V2 V20 T-39V
T-102V T-101V
Exhaust Gas Boiler (3000kg/h x 6kg/cm2) Heating Coil
V26 V27
T-23V
PX PIAH MC
T-24V T-21V Steam Dump Valve Set 6.6kg/cm2

PC
Calorifier
T-22V T-28V C2 T-37V T-36V
T-128V VC T-137V
T-112V Separator Room T-147V T-154V T-151V T-164V T-160V T-167V
T-171V
T-173V
Oil Fired Auxiliary Boiler (4300kg/h x 6kg/cm2) Heating Coil
T-140V C24 T-131V C25 T-26V T-129V
T-103V To Fuel Oil Service Line Tracing Steam T-133V T-135V T-148V T-155V TC T-152V TC T-165V TC T-161V TC T-168V
G266
G20
T-25V T-109V Dump Condenser/ Drain Cooler 2nd Deck T-193V
No.2 Fuel Oil Heater
Fuel Oil Auto Filter
No.2 Generator No.1 Generator Engine Engine Lubricating Oil Lubricating Oil Separator Heater Separator Heater
Main Lubricating Oil Separator Heater
No.3 Heavy Fuel Oil Separator Heater
Boiler Waste Oil Heater
Boiler Fuel Oil Heater
T-117V To Port Passageway T-119V T-118V
T-121V T-123V T-122V
T181V T183V T-182V
T-185V T-187V T-186V
T143V T-199V Floor (P) T-146V T-191V Main Engine FO Tracing Steam S-22V S-17V TI High Sea Chest (Port) TI T-177V T-175V
T-196V Floor (A)
Inspection Tank TC T-82V T-84V TC Feed Filter Tank
T-125V
T-138V
T-179V
TI
TI
TI
TI
TI
TI
TI
TI
Sludge Tank
Boiler Waste Oil Tank
Heavy Fuel Oil Service Tank
Heavy Fuel Oil Setting Tank
Low Sulphur Heavy Fuel Oil Service Tank
Low Sulphur Heavy Fuel Oil Setting Tank
Heavy Fuel Oil OverflowTank
Oily Bilge Tank (Clean)
Oily Bilge Tank (Dirty)
Main Engine Lubricating Oil Sump Tank
IMO No: 9315197
Maersk Seletar
2.2.4 Steam System
Description Oil fired boiler outlet valve (boiler fitting) Oil fired boiler isolating valve Oil fired boiler outlet line drain valve Oil fired boiler heating steam inlet valve (boiler fitting) Exhaust gas boiler outlet valve (boiler fitting) Exhaust gas boiler isolating valve Exhaust gas boiler outlet line drain valve Exhaust gas boiler heating steam inlet valve (boiler fitting) Gauge valve to pressure transmitter and alarms Feed filter tank steam injection inlet valve Feed filter tank steam injection temperature controlled valve Accommodation air conditioning heater steam supply valve Reefer cooling water heater inlet valve Reefer cooling water heater temperature controlled valve Main engine cooling water preheater inlet valve Main lubricating oil settling tank heating inlet valve Accommodation water heating heater control valve inlet valve Accommodation water heating heater control valve Accommodation water heating heater control valve outlet valve Accommodation water heating heater control valve bypass valve Calorifier heating control valve inlet valve Calorifier heating temperature control valve Calorifier heating control valve outlet valve Calorifier heating control valve bypass valve Forward FO tank heating steam supply isolating valve, port Forward FO tank heating steam supply isolating valve, starboard Fuel oil heaters control valve inlet valve Fuel oil heaters control valve Fuel oil heaters control valve outlet valve Fuel oil heaters control valve bypass valve No.1 fuel oil heater inlet valve No.2 fuel oil heater inlet valve Fuel oil service line trace heating inlet valve Fuel oil auto blowdown filter Fuel oil auto blowdown filter No.1 generator LO separator heater inlet valve No.1 generator LO separator heater temperature control valve No.2 generator LO separator heater inlet valve No.2 generator separator heater temperature control valve Main LO separator heater inlet valve Main LO separator heater temperature control valve IMO No: 9315197 Valve C2 T-36V T-37V C24 V2 T-38V T-39V V26 T-23V T-82V T-84V T-101V T-104V T-167V T-197V T-110V T-168V T-182V T-106V T-113V T-114V T-115V T-193V T-194V T-128V T-140V T-103V T-129V T-131V T-137V T-133V T-135V T-154V T-147V T-155V T-148V T-151V T-152V

Description No.1 HFO separator heater inlet valve No.1 HFO separator heater temperature control valve No.2 HFO separator heater inlet valve No.2 HFO separator heater temperature control valve No.3 HFO separator heater inlet valve No.3 HFO separator heater temperature control valve Boiler waste oil heater inlet valve Boiler waste oil heater temperature control valve Boiler fuel oil heater inlet valve Boiler fuel oil heater temperature control valve Sludge tank inlet valve Boiler waste oil tank inlet valve HFO service tank inlet valve HFO service tank temperature control valve HFO service tank control valve bypass valve HFO settling tank inlet valve HFO settling temperature control valve HFO settling tank control valve bypass valve LSHFO service tank inlet valve LSHFO service tank temperature control valve LSHFO service tank control valve bypass valve LSHFO settling tank inlet valve LSHFO settling temperature control valve LSHFO settling tank control valve bypass valve HFO overflow tank inlet valve Main engine fuel oil tracing steam inlet valve Oily bilge tank (clean) inlet valve Oily bilge tank (dirty) inlet valve Main engine LO sump tank inlet valve Low sea chest weed clearing steam supply valve High sea chest weed clearing steam supply valve General service steam hose connection valve, 2nd deck General service steam hose connection valve, 3rd deck (S) General service steam hose connection valve, separator room General service steam hose connection valve, floor (P) General service steam hose connection valve, floor (S) General service steam hose connection valve, floor (A) Valve T-167V T-168V T-160V T-161V T-164V T-165V T-171V G266 T-173V G26 T-125V T-138V T-117V T-118V T-119V T-121V T-122V T-123V T-181V T-182V T-183V T-185V T-186V T-187V T-191V T-143V T-177V T-175V T-179V T-141V T-146V T-109V T-150V T-112V T-199V T-142V T-196V
General Description
Saturated steam is led from the oil fired boiler or the exhaust gas boiler at a normal pressure of 6.0kg/cm2. The steam line from each boiler goes to the common 6.0kg/cm2 steam line from where steam is distributed to the various services. The common steam line, near the auxiliary boiler, has a branch to the steam dump valve which is pressure controlled and releases excess steam to the dump condenser/drain cooler. CAUTION Water hammer in steam lines can be a problem and may cause damage to the pipe system and even steam line failure resulting in scalding of personnel. It is essential that all steam lines are drained of condensate and that steam is supplied to cold lines gradually with line drain valves open. This allows the steam line to warm through and for the condensate to drain. Drain valves are located at a number of places in the steam system and these must be opened before the steam valve to that section of line is opened.
Procedure for Supplying Steam to the Steam System

The auxiliary boiler is operating on automatic control and generating steam at a pressure of 6.0kg/cm2. The description assumes that the entire steam system is shut down and is being warmed through from cold. a) Ensure that the boiler is operating correctly and that the correct steam pressure is being generated.
b) Start the main sea water cooling and low temperature central fresh water cooling system and ensure that there is a fresh water flow through the dump condenser/drain cooler. c) Open all steam line drain valves and drain the sections of steam pipe of condensate as the pipe warms up. Where drain traps are fitted line drain valves may be left open after the pipe has warmed through, otherwise the drain valve must be closed when the pipe is warm and steam issues from the drain valve.
d) Open the steam system valves, shown in the following table, as required for use. Where steam inlet lines to a service are fitted with a temperature controlled valve and a bypass valve is fitted; this bypass valve is normally closed and the temperature controlled valve regulates the steam supply.
Maersk Seletar
Illustration 2.2.4b Steam System Outside the Engine Room
Plan View Port Passageway To / From Accommodation (AC Room) HC-31 HC-27 From Boilers T-102V To Condensate System HC-26 HC-28 HC-24 T-101V HC-23 HC-19 HC-18 HC-20 HC-17 T-193V Engine Room No.7 Cargo Hold No.6 Cargo Hold No.6 Inner Fuel Oil Tank (Starboard) T-194V HC-10 HC-09 To Engine Room Systems To Reefer and Main Engine Jacket Water Heaters To Calorifier HC-13 HC-12 HC-11 HC-15 HC-14 HC-32 HC-08 To Condensate System HC-07 HC-06 HC-05 HC-04 HC-03 HC-02 HC-01 Heating Coil at Suction Bellmouth No.6 Side Fuel Oil Tank (Starboard) Heating Coil at Suction Bellmouth HC-16 No.5 Cargo Hold HC-25 No.6 Inner Low Sulphur Fuel Oil Tank (Port) HC-22 HC-21 Heating Coil at Suction Bellmouth Heating Coil at Suction Bellmouth HC-30 HC-29
No.6 Side Fuel Oil Tank (Port)
Key Steam 6kg/cm2 Condensate
Starboard Passageway
IMO No: 9315197
Maersk Seletar
Steam Dump System CAUTION Ensure that cooling water is circulating through the condenser before bringing the dump valve into service. Position Open Operational Open e) f) Description Steam dump valve inlet valve Steam dump controlled valve Gauge valve to pressure controller Valve T-21V T-22V T-24V Description - all tracing steam inlet valves HFO transfer line HFO transfer line HFO transfer line Boiler fuel oil line Boiler fuel oil line Fuel oil service line Fuel oil service line Fuel oil separating line Fuel oil separating line Fuel oil separating line Fuel oil separating line Bilge deck/shore discharge line Bilge deck/shore discharge line Bilge shore discharge line HFO bunkering line HFO bunkering line Fuel Oil Bunker Tank Heating System The fuel oil storage/bunker tanks under No.6 cargo hold are provided with heating coils used to maintain the oil at a pumpable temperature. The valves are located above the tanks between the forward and aft bays of No.6 cargo hold. Isolating steam valves to the port and starboard sides (T-193V and T-194V) are located in the engine room Description - all tanks prefixed No.6 Starboard HFO side tank temperature control valve inlet valve Starboard HFO side tank temperature control valve Starboard HFO side tank drain valve Starboard HFO side tank heating coil inlet valve Starboard HFO side tank heating coil and bellmouth inlet valve Starboard HFO inner tank temperature control valve inlet valve Starboard HFO inner tank temperature control valve Starboard HFO inner tank drain valve Starboard HFO inner tank heating coil inlet valve Starboard HFO inner tank heating coil and bellmouth inlet valve Port LSHFO inner tank temperature control valve inlet valve Port LSHFO inner tank temperature control valve Port LSHFO inner tank drain valve Port LSHFO inner tank heating coil inlet valve Port LSHFO inner tank heating coil and bellmouth inlet valve Port HFO inner tank temperature control valve inlet valve Valve HC-04 HC-05 HC-06 HC-07 HC-08 HC-11 HC-12 HC-13 HC-10 HC-09 HC-19 HC-18 HC-20 HC-16 HC-17 HC-27 Valve T-218V T-219V T-220V T-221V T-222V T-223V T-224V T-225V T-226V T-227V T-228V T-229V T-230V T-231V T-232V T-233V

Description - all tanks prefixed No.6 Port HFO side tank temperature control valve Port HFO side tank drain valve Port HFO side tank heating coil inlet valve Port HFO side tank heating coil and bellmouth inlet valve Valve HC-26 HC-28 HC-24 HC-23
When a steam line is warmed through and steam is issuing from the drain, close the drain valve. Ensure that each steam lines associated drain valves are open and that the drain trap is functioning (see section 2.3.2 of this machinery operating manual).
Note: The drain inlet system to the dump condenser and the observation tank must be functioning. g) Frequently check the steam system for signs of steam leakage. Tracing Steam System Tracing steam is provide to all pipelines where oil and waste may thicken or solidify to such an extent that pumping and draining becomes impractical. Description - all tracing steam inlet valves Sludge pump suction line HFO transfer line to bunker tanks starboard HFO transfer line to bunker tanks port HFO transfer line HFO transfer line HFO transfer line HFO transfer line HFO transfer line Cylinder oil transfer line HFO transfer line HFO transfer line Fuel oil separating line Boiler fuel oil service line Fuel oil auto blowdown filter drain line Fuel oil auto blowdown filter drain line Fuel oil service line Boiler waste oil line Issue: Draft 1 - July 2007 Valve T-201V T-202V T-203V T-204V T-205V T-206V T-207V T-208V T-209V T-210V T-211V T-212V T-213V T-214V T-215V T-216V T-217V
IMO No: 9315197
Maersk Seletar
2.2.5 Exhaust Gas Boiler
Exhaust Gas Boiler Manufacturer: No. of sets: Model: Type: Evaporation: Working pressure: Feed water temperature Kangrim Industries Co. Ltd.. 1 EA25021 Vertical cylindrical smoke tube 3,000kg/h 6.0kg/cm2 60oC The exhaust gas boiler generates steam due to the heat energy in the exhaust gas and at reduced main engine loads or during periods of high steam demand, it may be necessary to use the auxiliary boiler to supplement the heat energy available from the exhaust gas. At full main engine load, steam is generated at a maximum rate and if this is in excess of the needs of the ship the excess steam is dumped to the dump condenser/drain cooler. During periods when the exhaust gas boiler is not in use it is kept ready for use by means of a heating coil in the water drum. Steam passes through the coil keeping the boiler warm.

Illustration 2.2.5a Exhaust Gas Boiler
Gas Flow Steam Outlet
Relief Valve Connections
Boiler Mountings
Relief Valves Two full bore relief valves are fitted to the boiler steam space. These are installed for safety reasons and are designed to prevent the boiler pressure from rising above the design value. The safety valves are fitted with waste steam pipes and expansion bellows and are set to lift at 8.0 kg/cm2. Both of the valves are fitted with remotely operated easing gear to allow for manual opening and release of pressure in an emergency. Main Steam Valve The main steam valve is a screw lift angle directly connected to a swing check non-return valve. When closed it isolates the boiler from the main steam system and the swing check valve prevents steam flowing back into the boiler when open. Main and Auxiliary Feed Water Valves Two sets of feed water valves are fitted to the boiler. Each set consists of two valves, a shut-off valve and a non-return valve. The main feed water valves are normally used in conjunction with the level controller. The auxiliary feed water valves are a direct fill from the feed pumps and are closed during normal running of the boiler. They are normally only used when the level controller fails. Water Level Gauges Two local water level gauges are fitted to the front of the boiler shell, each gauge is provided with two shut-off valves and a drain valve. The shut-off valves, fitted at the top and bottom of the sight glass, have a remote closing mechanism which may be used to isolate the gauge should the glass rupture. The drain pipes from the water level gauges are lead to an open drain visible for inspection when blowing down the glasses. Instrumentation Valves The boiler is fitted with gauge valves on top of the boiler for the pressure gauges and transmitter. IMO No: 9315197 Section 2.2.5 - Page 1 of 3
Blowdown Connection
Introduction
The exhaust gas boiler is of the smoke tube type with a steam space above the water drum and is used for the recovery of heat from the main engine exhaust gas. The boiler is an integral part of the main engine exhaust system acting as an exhaust silencer. The boiler is designed as a vertical boiler with a cylindrical shell surrounding the water drum, steam space and boiler tubes. The tubes consist of a large number of smoke tubes in conjunction with a small number of stay tubes. The stay tubes have a larger outside diameter than the smoke tubes and act as supports for the boiler, both sets of tubes are welded into the lower and upper tube plates. The steam space is formed by an internal cone welded to the upper tube plate and an end plate connecting the cone to the upper end of the cylindrical shell. Heat from the main engine exhaust gas is transferred to the water side by convection through the boiler tubes. On the water side, the heat is transferred by evaporation of the saturated water adjacent to the tubes where steam bubbles are formed. As these bubbles have a lower density than the water, they will rise rapidly to the steam space where the water and steam are separated. Internal inspection of the exhaust gas boiler is facilitated by a manhole in the middle part of the water drum. A further eight handholes are arranged around the bottom of the water drum to allow for inspection and cleaning. In an emergency the boiler may be operated without water and with full exhaust gas flow passing through the boiler tubes, provided the boiler is depressurised and the internal temperature does not exceed 400oC. Note: The steam space of the boiler is designed to allow for expansion and contraction due to temperature changes. It is advisable, however, to avoid sudden and large load variations as this may create instability in the steam system and cause level fluctuations.
Manhole
Handhole
Maersk Seletar
Blowdown Valve Two blowdown valves are mounted on the lower boiler shell with internal pipes leading to the bottom of the water space and allowing the boiler water and any sludge to be discharged overboard. The ships side boiler blowdown valves must be opened before any blowdown procedure is undertaken. Scum Valve The scum valve is fitted to the upper boiler shell, this has an internal pipe leading to an open funnel at the normal boiler water level. In the event of an accumulation of floating scum in the boiler, it may be removed from the water surface by opening this valve. Sampling Valve The sampling valve is connected to the boiler shell and directs the boiler water through the sample cooler before being used for analysis. Air Valve The steam space is fitted with an air vent valve to release any air from the boiler when starting after maintenance or shut down and also to prevent a vacuum developing when cooling down. Level Transmitter The level transmitter for feed water control is fitted to the upper boiler shell and includes two shut-off valves and a drain valve, for testing and isolating. Manhole Covers One manhole and eight handholes provide access to the water and steam spaces for inspection and cleaning. Inspection Doors Two doors in the exhaust spaces, one at the boiler top and the other at the boiler bottom, allow for access to the gas side of the boiler for inspection and cleaning. These are used when washing the boiler tubes.

Procedure for Operating the Exhaust Gas Boiler
The following steps should be taken before any attempt is made to put the exhaust gas boiler in service and assumes the boiler system is empty. a) If any maintenance has been carried out on the boiler a thorough inspection must be made to ensure the water and exhaust spaces are clear of foreign matter and that all inspection doors and manhole covers are securely fitted.
Procedure to Blow Down Boiler

a) Check with the bridge that it is safe to blow the exhaust gas boiler down.
b) Open the ships side valves T-30V and T-35V. c) If the boiler level is high slowly open the scum valve V5 to reduce the level. This will help to remove any floating solids or scum from the surface of the boiler water.
b) Ensure the safety valves are operative and that any easing wires are fitted and working. c) Open all valves associated with the instrumentation and controls for the auxiliary boiler.
d) Close the scum valve and open the boiler blow down valve V8. e) After completion of blow down, test the boiler water chemical concentration and adjust chemical treatment if necessary.
d) Open the steam space air vent valve. e) f) Check that all valves on the pressure gauge piping and the water level gauges are open. Close all blowdown, drain and scum valves.
Procedure for Dry Running of the Exhaust Gas Boiler

Should the exhaust gas boiler fail and it is necessary to run dry the following procedure should be followed: a) Close the main steam valve and boiler water sample valve.
g) Fill the boiler with feed water until the level appears in the sight glass allowing for expansion as the water heats up. h) Check the operation of the gauge glasses and compare with remote reading instruments. Note: Remote reading instruments may not be accurate until steam is being generated and the boiler is under pressure. i) When steam is seen to come out from the air vent valve the air vent valve may be closed.
b) Close the exhaust gas boiler feed water inlet valves and isolate the feed water pumps. c) Open the blowdown valves and drain the boiler of water.
d) If possible, inspect the exhaust gas boiler to determine the extent of the damage, if any. e) f) Once the exhaust gas boiler is fully drained, the blowdown valves may be closed. Open the air vent valve to prevent pressure inside the boiler shell. If required the relief valves may be lifted with the easing gear for this purpose.
When the load on the main engine has increased to normal, the exhaust gas boiler should be able to generate sufficient steam to supply the vessels demands. The auxiliary boiler should stop firing when the exhaust gas boiler produces sufficient steam to cope with demand. How long this takes depends upon the main engine operation but the exhaust gas boiler should be able to meet the demand for steam 20 to 30 minutes after the engine has been set to full power. If the steam produced by the exhaust gas boiler is more than consumption then the excess will be dumped to the condenser and the auxiliary boiler may be shut down.
g) The engine may now be started and steadily increased to full load The exhaust gas inlet and outlet temperatures should be closely monitored to ensure that the inlet temperature does not rise above 400C and that there is no sudden change in the outlet temperature. When running dry for any length of time all the gaskets will eventually dry out and should be inspected and renewed before returning to pressurised service.
IMO No: 9315197
Maersk Seletar
As there is no cooling affect when the exhaust passes through the boiler there is a slight increase in the possibility of a soot fire in the exhaust gas boiler. WARNING In the unlikely event of a soot fire occurring the bridge must be informed and the main engine stopped as soon as possible. Turbocharger air intakes should be sealed and fire fighting equipment made ready. If running dry for a prolonged period, consideration should given to opening the maholes in the boiler shell to provide for a cooling air circulation. WARNING After running dry the boiler will have been heated up to exhaust gas temperature and should be allowed to cool before refilling. Otherwise there is the possibility of a sudden release of steam and thermal shock to be boiler. b) Using either a fresh water lance or a sea water hose commence washing the tubes through the inspection door in the outlet side of the boiler. The water jet should be directed at the smoke tubes and should be between 4.0 and 6.0 kg/cm2 pressure. WARNING When the smoke tubes are water washed there is the risk of generating steam. Ensure that protective clothing including visors and gloves is worn and that the operators body remains outside the inspection door. c) Constantly check the drain from the bottom of the inlet space to prevent any accumulation of water. Stop washing and clear the drain whenever it becomes blocked.
Note: Once washing has commenced the process has to be completed and all deposits removed. Some types of deposit will become more difficult to remove if exposed to water and then allowed to dry. d) When washing is complete, indicated by clean water at the drain, flush away all remaining residue from the bottom of the inlet box. If using sea water it is preferable that the final rinse is done with fresh water. e) f) If available, neutralise any remaining acidic residues with a 10% washing soda solution. Remove the waterproof material from the exhaust gas inlet and close the drains on the turbochargers. Ensure that the drain valve is closed and the inspection doors are closed on completion.
Procedure for Water Washing Exhaust Gas Boiler Tubes

Main engine exhaust gases contain carbon particles, ash and unburnt fuel residues such as soot. The amount being dependent upon the quality of the fuel, the state of the engine and the operating load. Over a period of time deposits accumulate on the tubes, especially after continued operation on low loads. It will then be necessary wash the tubes and remove the accumulated deposits. A good indicator of the amount of fouling is the pressure loss as the exhaust gas passes through the boiler, if this is more than 20mm H2O above that measured when the boiler was clean the tubes should be cleaned. Other indications are increased exhaust gas temperature after the boiler and/or reduced steam production for the same engine load. The deposits are mainly insoluble particles bonded together by a water soluble material. Water washing dissolves the bonding material and then flushes the insoluble particles away. Due to the acidic nature of the deposits it is preferable to wash with an alkaline solution (10% washing soda) if possible. If this solution is not available then additional rinsing will be required. Washing may only be carried out when the boiler is out of service and the shell temperature 100oC or less. a) Open the two inspection doors to the exhaust spaces, above and below the boiler. Open the drain from the floor of the inlet box to the soot collecting tank and prove it to be clear. Using waterproof material cover the inlet from the engine to prevent water from running down to the turbochargers. Open the drains from the turbocharger exhaust outlet casings and prove them to be clear.
g) The boiler should then be heated and dried out by use of the steam heating coil in the water space. h) Clean the soot collecting tank on the drain system before the residue dries and compacts. The boiler is now ready for service.
IMO No: 9315197
2.3

Condensate and Feed Water Systems

2.3.1 Condensate System 2.3.2 Boiler Feed Water System 2.3.3 Water Sampling and Treatment System 2.3.4 Distilled Water Transfer and Distribution System
Maersk Seletar
Illustration 2.3.1a Engine Room Condensate System
T-38V V2 V20 Exhaust Gas Boiler (3000kg/h x 6kg/cm2) Heating Coil T-39V To Steam System V26 V27 T-23V
PX PIAH MC

Key
Saturated Steam Condensate Control Air
From Accommodation Air Conditioning Room
T-102V
T-24V T-21V Steam Dump Valve Set 6.6kg/cm2
Reefer Cooling Water Heater
Main Engine Cooling Water Preheater
Main Lubricating Oil Settling Tank
Accommodation Heating Water Heater
Calorifier
From Starboard Passageway
T-22V T-28V
PC
T-105V
T-198V
T-111V
T-108V
T-116V
C2 T-37V
T-36V No.2 Fuel Oil Heater No.1 Fuel Oil Heater Fuel Oil Auto Filter
Oil Fired Auxiliary Boiler (4300kg/h x 6kg/cm2) Heating Coil
From Fuel Oil Service Line Tracing Steam
No.2 Generator No.1 Generator Engine Engine Lubricating Oil Lubricating Oil Separator Heater Separator Heater
Main Lubricating Oil Separator Heater
Boiler Waste Oil Heater
Boiler Fuel Oil Heater
C24 C25 T-26V
T-132V
T-130V
T-134V
T-136V
T-149V
T-156V
T-153V
T-166V
T-162V
T-159V
T-172V
T-174V
T-25V
Dump Condenser/ Drain Cooler From Port Passageway Sludge Tank Boiler Waste Oil Tank Heavy Fuel Oil Service Tank Heavy Fuel Oil Settling Tank
Low Sulphur Heavy Fuel Oil Settling Tank
Heavy Fuel Oil OverflowTank
Main Engine FO Tracing Steam
Oily Bilge Tank (Clean)
Oily Bilge Tank (Dirty)
Main Engine Lubricating Oil Sump Tank
Inspection Tank
Feed Filter Tank ( 2m3 )
TC
T-126V
T-139V
T-120V
T-124V
T-184V
T-188V
T-192V
T-144V
T-145V
T-178V
T-176V
T-180V
IMO No: 9315197
Maersk Seletar
2.3 condensate and Feed water Systems
2.3.1 condensate System
Water from the feed filter tank provides the boiler feed pumps with a positive inlet pressure head to the pump suctions. The dump condenser is cooled by means of fresh water circulating in the low temperature central cooling system. The use of fresh water for cooling prevents contamination of the boiler feed water with salt water should there be a condenser tube leak. Oil Contamination If oil contamination of the drain system occurs every effort must be made to avoid pumping oil into the boilers. The oil detection alarm will be activated and the operator should ascertain the quantity of oil, close the valve (T-1V) to the filter tank and open the scum valve (T-2V). This will raise the level in the inspection tank and direct the oil and condensate through the scum hopper to the bilge holding tank. The temperature in the inspection tank should be maintained in order to assist in the oil removal operation. As the condensate drain is directed to the bilge holding tank it is important to check that the make-up system is operating in order to maintain the correct level. The steam heating system for the feed filter tank should be operated in order to maintain the correct feed water temperature. The drains from on the steam traps on all the steam services should be checked until the defective service is located and isolated for repair. After repair, the condensate line and steam trap from the defective service must be cleaned and all traces of oil removed. The inspection tank and the oil content monitor probe will also require thorough cleaning. After the system has been repaired and all traces of oil removed the valve (T11V) from the inspection tank to the feed filter tank may be opened and the scumming valve (T-2V) closed More frequent checks must be made on the boiler water by testing in order to determine if the condition has changed due to the presence of oil in the feed water system. Condensate System The following services return to the observation tank through the dump condenser/drains cooler: HFO storage, service and settling tanks Calorifier Accommodation heating water heater Steam tracing Accommodation air conditioning unit Issue: Draft 1 - July 2007 IMO No: 9315197

Oil fired and exhaust gas boiler systems Waste oil tank Engine room bilge and residue tanks FO and LO sludge tanks Main engine LO tanks Oily bilge tank HFO and LO separator heaters Main engine FO heaters Boiler FO and waste oil heaters FO overflow tank Main engine cooling water heater Reefer containers cooling water heater
General Description
Condensate returns from the steam services are brought back to the feed filter tank, via the dump condenser/drain cooler and the inspection tank. The condensate is then returned to the feed water system. As there is a possibility of contamination from hydrocarbons from oil heating services the condensate is checked in the inspection tank, both visually and by the oil detector, before returning to the system. The condensate from the dump condenser/drain cooler is transferred to the inspection tank, and thence to the feed filter tank, by means of gravity. The dump condenser also acts to condense excess steam from the steam system in order to maintain the desired steam system pressure. Condenser water level is maintained by a weir in the outlet line. There are two inlets to the dump condenser/drain cooler, one from the steam dump valve and one from the condensate returns. The line from the steam dump valve is direct but the line from the condensate drain is via a three-way valve. The three-way valve at the drain line entry to the condenser allows the dump condenser to be bypassed and allows the condensate to flow directly to the inspection tank. This arrangement can be used when the dump condenser is being serviced, or when it is defective. However, the main purpose is to control the temperature of the water in the observation tank by allowing warm condensate directly into the observation tank. The valve is temperature controlled with a temperature set point at the inspection tank of 90C. Water flows from the inspection tank to the feed filter tank which is provided with a steam heating coil in order to heat the boiler feed water should that be necessary. Heating the feed water increases operating efficiency and reduces the risk of dissolved oxygen which is a major contributor to boiler corrosion. The level in the feed filter tank is maintained by a make-up valve which allows make-up water from the distilled water tank into the feed filter tank; the makeup valve is manually operated and should normally be open. After this valve the inlet line has a float operated valve inside the filter tank. The inspection tank is fitted with observation windows and an oil detector. Should any oil be detected an alarm will sound and steps can be taken to prevent the pumping of oil into the boilers. There is a large reserve of water in the inspection tank and the flow from the inspection tank to the feed filter tank is from the bottom of the inspection chamber via a syphon tube. This reduces the risk of oil carry over to the feed filter tank and hence to the feed pump suction. Any floating sediment or oil in any part of the inspection tank may be removed through the scum line to the bilge holding tank. The inspection tank may also be drained to the bilge holding tank.
Procedure for Preparing the Drains System for Operation

a) Ensure that pressure gauges and instrumentation valves are open and that instruments are reading correctly.
b) Ensure that cooling fresh water from the central cooling fresh water system is circulating through the dump condenser/drain cooler. c) Set up the valves as in the following table: Description Steam dump valve Condensate return three-way valve Dump condenser/drain cooler drain valve Inspection tank scum valve Inspection tank drain valve Inspection tank outlet valve to feed filter tank Feed filter tank drain valve Valve T-22V T-25V T-2V T-3V T-1V T-4V
Position Operational Operational Closed Closed Closed Open Open
d) The various condensate return services may now be brought into operation as required, by opening the associated steam trap outlet valve. Excessive temperature at the drains cooler would indicate a defective drain trap. Services should be isolated in turn until the defective trap is located. An abnormally hot return line from a drain trap would indicate that the trap was passing steam and so was defective.
Maersk Seletar
Illustration 2.3.1b Condensate System Outside the Engine Room
Plan View Port Passageway To / From Accommodation (AC Room) HC-31 HC-27 From Boilers T-102V To Condensate System HC-26 HC-28 HC-24 T-101V HC-23 HC-19 HC-18 HC-20 HC-17 T-193V Engine Room No.7 Cargo Hold No.6 Cargo Hold No.6 Inner Fuel Oil Tank (Starboard) T-194V HC-10 HC-09 To Engine Room Systems To Reefer and M.Eng J.W.Heaters To Calorifier HC-13 HC-12 HC-11 HC-15 HC-14 HC-32 HC-08 To Condensate System HC-07 HC-06 HC-05 HC-04 HC-03 HC-02 HC-01 Heating Coil at Suction Bellmouth No.6 Side Fuel Oil Tank (Starboard) Heating Coil at Suction Bellmouth HC-16 No.5 Cargo Hold HC-25 No.6 Inner Low Sulphur Fuel Oil Tank (Port) HC-22 HC-21 Heating Coil at Suction Bellmouth Heating Coil at Suction Bellmouth HC-30 HC-29
No.6 Side Fuel Oil Tank (Port)
Key Steam 6kg/cm2 Condensate
Starboard Passageway
IMO No: 9315197
Maersk Seletar
Service Steam System Description Oil fired boiler heating condensate valve (boiler fitting) Oil fired boiler heating condensate valve Exhaust gas boiler heating condensate valve (boiler fitting) Exhaust gas boiler heating condensate valve Accommodation air conditioning heater condensate valve Reefer cooling water heater condensate valve Main engine cooling water preheater condensate valve Main lubricating oil settling tank heating condensate valve Accommodation water heating heater condensate valve Calorifier heating condensate valve No.1 fuel oil heater condensate valve No.2 fuel oil heater condensate valve Fuel oil service line trace heating condensate Fuel oil auto blowdown filter condensate valve Fuel oil auto blowdown filter condensate valve No.1 generator LO separator heater condensate valve No.2 generator LO separator heater condensate valve Main LO separator heater condensate valve No.1 HFO separator heater condensate valve No.2 HFO separator heater condensate valve No.3 HFO separator heater condensate valve Boiler waste oil heater condensate valve Boiler fuel oil heater inlet valve Sludge tank condensate valve Boiler waste oil tank condensate valve HFO service tank condensate valve HFO settling tank condensate valve LSHFO service tank condensate valve LSHFO settling tank condensate valve HFO overflow tank condensate valve Main engine fuel oil tracing steam condensate valve Main engine fuel oil tracing steam condensate valve Oily bilge tank (clean) condensate valve Oily bilge tank (dirty) condensate valve Main engine LO sump tank condensate valve Valve C25 T-26V V27 T-28V T-102V T-105V T-198V T-111V T-108V T-116V T-130V T-132V T-134V T-136V T-156V T-149V T-153V T-159V T-162V T-166V T-172V T-174V T-126V T-139V T-120V T-124V T-184V T-188V T-192V T-144V T-145V T-178V T-176V T-180V Tracing Steam System Description - all tracing steam condensate valves Sludge pump suction line HFO transfer line to bunker tanks starboard HFO transfer line to bunker tanks port HFO transfer line HFO transfer line HFO transfer line HFO transfer line HFO transfer line Cylinder oil transfer line HFO transfer line HFO transfer line Fuel oil separating line Boiler fuel oil service line Fuel oil auto blowdown filter drain line Fuel oil auto blowdown filter drain line Fuel oil service line Boiler waste oil line HFO transfer line HFO transfer line HFO transfer line Boiler fuel oil line Boiler fuel oil line Fuel oil service line Fuel oil service line Fuel oil separating line Fuel oil separating line Fuel oil separating line Fuel oil separating line Bilge deck/shore discharge line Bilge deck/shore discharge line Bilge shore discharge line HFO bunkering line HFO bunkering line Valve

Fuel Oil Bunker Tank Heating System Description - all tanks prefixed No.6 Starboard HFO side tank condensate drain valve Starboard HFO side tank heating coil condensate valve Starboard HFO side tank heating coil and bellmouth condensate valve Starboard HFO side tank drain valve Starboard HFO side tank heating coil condensate valve Starboard HFO side tank heating coil and bellmouth condensate valve Port LSHFO side tank condensate drain valve Port LSHFO side tank heating coil condensate valve Port LSHFO side tank heating coil and bellmouth condensate valve Port HFO side tank condensate drain valve Port HFO side tank heating coil condensate valve Port HFO side tank heating coil and bellmouth condensate valve e) Valve HC-03 HC-01 HC-02 HC-32 HC-15 HC-14 HC-25 HC-21 HC-22 HC-31 HC-29 HC-30
At intervals check the drain trap line valves to ensure that the temperature return is not abnormal; this will indicate a failed drain trap.
IMO No: 9315197
Maersk Seletar
Illustration 2.3.2a Boiler Feed Water System
Engine Control Room V1 V1 V10 PIAHL MC V26 V5 V8

C1 C1 C10 C27 T-37V PI PI PS From Engine Room Condensate System PT PT PS PS PX PI PS C5 C27
Key Feed Water/Condensate Steam 6kg/cm2 LT Cooling Water Bilge / Drain Electrical Signal Compressed Air
C11 PX
Exhaust Gas Boiler Feed Water Control Panel
C2
T-36V
T-39V
T-38V
V20 V2
V11
V12
Exhaust Gas Boiler (3,000kg/h x 6kg/cm2)
V9 V4 T-29V Boiler Sample Cooler From FW Hydrophore System D-49V Scupper To Bilge Holding Tank C16
C9
Auxiliary Boiler (4,300kg/h x 6kg/cm2)
DPX
V27
V8
V3
V4
V3
C3
C4 C4 C3
C24 C25 T-26V
Set 90C T-25V
T-28V
From Control Panel
A4 T-20V
C7
C7
DPX
From Control Panel W-28V

Dump Condenser / Drain Cooler
W1 T-19V
W-29V
Chemical Dosing Unit
Main Feed Water Line Auxiliary Feed Water Line
LT Cooling Water Inlet
LT Cooling Water Outlet
V21
V21 T-18V T-16V T-14V T-12V
PIAHL MC PC T-22V
T-23V PX T-24V
Oil Detector
O.D
T-21V
From FW Hydrophore System D-48V From Distilled Water Tank D-54V T-2V T-3V
T-1V Inspection Tank

LAL MC LS TI SAH MC SX
T-17V
T-15V
T-13V
T-11V Steam Dump Valve 6.6kg/cm2 Chemical Dosing Unit To 6kg/cm2 Steam System (See Illustration 2.2.4a Engine Room Steam System)
Filter Panels
T-69V
PS PI No.2 CI T-7V
T-68V
PS PI No.1 CI T-6V Chemical Dosing Unit
TC
From 6kg/cm2 Steam System
Feed Filter Tank (2.0m3) T-82V T-84V T-86V Steam Injector
Boiler Feed Water Pumps (7.8m3/hx12.5kg/cm2)
TX
TIAH MC
T-8V
T-9V
T-30V T-35V
T-5V T-4V To Bilge Holding Tank
Note: Is float valve fitted ?
Overboard
IMO No: 9315197
Maersk Seletar
2.3.2 Boiler Feed water System
Boiler Feed Water Pumps Manufacturer: No. of sets: Model: Type: Capacity: Shinko 2 SHQ50MH Centrifugal 7.8m3/h at 12.5kg/cm2 used via the feed regulator. Pumps are selected with the pump screen at the operator workstation in the ECR. Position Description Boiler Feed Water System Open Feed pumps feed filter tank suction valve Open Salinity alarm inlet valve Open Salinity alarm inlet valve Open No.1 feed pump suction valve Open No.1 feed pump discharge main feed NR valve Open No.1 feed pump discharge main feed valve Closed No.1 feed pump discharge auxiliary feed NR valve Closed No.1 feed pump discharge auxiliary feed valve Open No.1 feed pump circulation valve to filter tank Open No.2 feed pump suction valve Open No.2 feed pump discharge main feed NR valve Open No.2 feed pump discharge main feed valve Closed No.2 feed pump discharge auxiliary feed NR valve Closed No.2 feed pump discharge auxiliary feed valve Open No.2 feed pump circulation valve to filter tank Closed Chemical dosing unit connection valve Open Filter tank make-up valve from hydrophore system Closed Feed filter tank make-up valve from distilled water tank Operational Feed filter tank make-up float valve Position Description Auxiliary Boiler Open Feed control valve inlet valve Operational Feed control valve Open Main feed valves (boiler fittings) Closed Auxiliary feed valves (boiler fittings) Open Feed controller steam valve (boiler fittings) Open Feed controller water valve (boiler fittings) Closed Boiler blow down valves (boiler fittings) Closed Boiler scum valve (boiler fittings) Closed Blowdown valve Closed Ship side blowdown valve Closed Salinometer (sample) valve (boiler fittings) Open Chemical dosing unit connection valve IMO No: 9315197 Valve T-5V T-8V T-9V T-6V T-13V T-14V T-11V T-12V T-68V T-7V T-17V T-18V T-15V T-16V T-69V D-48V D-54V

Position Position Exhaust Gas Boiler Open Feed control valve inlet valve Operational Feed control valve Open Main feed valves (boiler fittings) Closed Auxiliary feed valves (boiler fittings) Closed Feed controller steam valve (boiler fittings) Closed Feed controller water valve (boiler fittings) Closed Boiler blowdown valves (boiler fittings) Closed Boiler scum valve (boiler fittings) Closed Salinometer (sample) valve (boiler fittings) Open Chemical dosing unit connection valve For initial start only: a) Shut the discharge valve of the selected feed water pump. Valve T-20V V4, V5 V4, V5
Introduction
The boiler feed water system is the section of the steam generating plant which circulates feed water from the feed filter tank into the oil fired auxiliary boiler and the exhaust gas boiler via the boiler feed water pumps and the feed water regulators. The feed water flow to each boiler is automatically controlled by the feed water regulating valve in accordance with the variation in water level in the boiler to maintain a constant water level. Two boiler feed pumps take suction from the feed filter tank and supply the boilers at a rate of 7.8m3/h and a pressure of 12.5kg/cm2. The feed pumps supply the oil fired auxiliary boiler and the exhaust gas boiler through both main and auxiliary feed lines. The main line to each boiler is fitted with a feed water regulating valve to control the flow of water into the boiler in order to automatically maintain the correct water level. The auxiliary feed lines provide for direct feed supply and manual control of the water level in the boiler if required. A small amount of water is directed back to the feed filter tank from each feed pump outlet before the feed pump discharge valve; the discharge line to the feed filter tank has an orifice plate in order to reduce the water pressure and limit the flow. This discharge ensures that there is always water circulating through and cooling the operating feed pump, even when the boiler feed control valve is closed.
V8 V5 V9
b) Start the pump and slowly open the discharge valve until the discharge line reaches working pressure. c) Check the operation of the feed check valves.
d) Fill the boiler to working level. e) Select the other boiler feed water pump for standby. The boiler(s) can now be brought into operation.
Note: When supplying chemical feed treatment to the boiler(s) the treatment supply valve to the feed water pipe must be opened and the chemical treatment dosing pump started. Valve T-19V C3, C4 C3, C4 C27 C27 C7 C5 T-30V T-35V C9 Note: In the event of a feed regulator valve becoming inoperable the boiler must be supplied by way of the auxiliary check valves. This means that there must be manual regulation of the water level in the boiler and the duty engineer must ensure constant supervision of the feed system to ensure that the boiler water is maintained at the correct level.
Procedure for Preparing the Boiler Feed Water System for Operation
a) Ensure that the pressure gauge and instrumentation valves are open.
b) Set up the valves as in the following table: The description assumes that the feed water pumps are to be set to supply the oil fired auxiliary boiler and the exhaust gas boiler, with one pump set as the duty pump and the other as the standby pump. The main feed valves are being Issue: Draft 1 - July 2007
Maersk Seletar
2.3.3 Water Sampling and Treatment System

Procedure for Taking a Sample of Boiler Water
CAUTION The sampling lines from the boilers are under boiler pressure and the temperature of the water being drawn from the boiler is high. Care should be taken when operating the sampling equipment and the cooling water supply must be confirmed to be flowing before the boiler sample valve is opened. All valves must be opened slowly. a) Ensure that the fresh water supply system is operational. CAUTION Care must be taken when handling all water treatment chemicals. Protective equipment should always be used. Note: It is essential that details of water analysis are recorded together with details of the treatment added. Only with detailed information is it possible to determine the cause of possible future problems.
Introduction
Sampling and treatment of the boiler water is undertaken in order to prevent corrosion and scale formation in the auxiliary and exhaust gas boilers and to prevent the degradation of the steam quality. Incorrect or inadequate boiler water treatment will seriously damage the boilers and frequent testing and treatment is needed in order to reduce the risk of damage. Even though distilled water is used for boiler feed, the risk of corrosion is present. The pH of the water changes in service and oxygen can dissolve in the water where the feed system is open to the atmosphere. Although maintaining the feed water temperature at a relatively high value, above 60C, will minimise the amount of dissolved oxygen, the problem is ever present. Analytical tests and chemical treatment must be undertaken in accordance with the instructions supplied by the chemical manufacturer. The treatment must be added in order to maintain the chemical levels within an acceptable range. Excessive treatment can often result in more severe damage than insufficient treatment. The results of chemical analysis on the boiler water are recorded and the effects of the treatment added can be monitored over a period of time. Floating solid materials in the boiler can be removed periodically by means of the scum valve for each boiler, whilst dissolved solids can be reduced by blowing some of the water out of the boiler and replacing it with fresh distilled feed water. This is boiler blowdown and it is accomplished by opening the boiler blowdown valve for each boiler. The scum and blowdown lines connect to the same blowdown pipe which connects to an overboard discharge located below the ships waterline. The auxiliary and exhaust gas boilers are provided with water sampling connections, the outlet from these being directed to a sample cooler which is cooled by water from the domestic cold water system; the sample cooler is located at the back of the boiler. When taking a sample of water from the boiler the water must be allowed to run from the boiler for a minute in order to ensure that a truly representative sample is obtained. The sampling valve on the boiler is located so that it will produce a representative sample, but old water in the lines and cooler must be removed before the testing sample is drawn. The boiler water must be tested every day. The instructions supplied by the water treatment test kit supplier must be followed precisely in order to ensure that the boiler water is correctly treated. Chemicals to be added directly to the boilers are mixed with water in a chemical injection unit. There are three chemical dosing units: one supplies chemical to the feed pump suction line and the other two to the boiler filling lines before the control valve. When shutting down one of the boilers for a short period of time (such as the exhaust gas boiler when the ship is in port) it is essential to ensure that the water in the boiler has been correctly treated. A water test should be carried out as soon as possible after a shutdown boiler is put back on line.
Boiler Blowdown
If the level of boiler water dissolved solids is too high, some of the water must be removed from the boiler and replaced with distilled water from the feed tank. The procedure for blowing down the boiler safely must be followed. If the ship is in port the bridge must be consulted in order to ensure that blowing down the boiler will not cause danger.
b) Open the sample cooler cooling water inlet valve (D-49V) and check the flow of fresh cooling water through the sample cooler. c) Open the water sample inlet valve to the sample cooler (T-29V) and slowly open the sampling valve (C9 or V9) on the boiler from which a water sample is required and allow boiler water to flow through the sample cooler. Ensure that water is leaving the sample cooler outlet and not a mixture of steam and water. If the temperature of the boiler water leaving the sample cooler is too high, reduce the flow of boiler water.
Procedure for Blowing Down the Auxiliary and Exhaust Gas Boilers
The blowdown procedure must be performed during low load. a) Check with the bridge that it is safe to blow down the boiler if the ship is in port.
d) After the boiler water has been flowing for sufficient time to flush the line through of any standing liquid, collect a sample for analysis. e) f) Close the boiler sampling valve and then close the sample cooler cooling water valve and the sample inlet and outlet valves. Analyse the sample of boiler water in accordance with the instructions of the chemical treatment supplier and record the information. Add chemical treatment to the boiler feed water as required.
b) Open the ships side blowdown valves (T-30V and T-35V). c) Ensure that the boiler is filled to the high water level.
d) Slowly open the boiler scum valve (C5 or V5) and reduce the water level to the normal position, then close the scum valve. e) f) Refill the boiler to the high water level position and blow down the boiler using one of the blowdown valves (C7 or V7). After the blowdown of the boiler, close the boiler blowdown valve and then close the line and ships side valves.
Chemical Treatment Supply to the Boiler Feed Water

After analysis of the boiler water a decision must be made as to the amount and type of chemicals which are to be added to the boiler feed water, if any. The chemical treatment suppliers instructions must be followed precisely as under-treatment and over-treatment can result in boiler damage. The chemicals are added to the boiler chemical injection units and pumped into the boiler feed water lines. Chemical addition must be done in accordance with the manufacturers instructions.
g) Test the boiler chemical concentrations and adjust as necessary.
IMO No: 9315197
Maersk Seletar
Illustration 2.3.4a Distilled Water Transfer and Distribution System

Shore Connection
D-41V Fresh Water Generator 36 ton/day SC Distillate Pump S Distilled Water Tank (67.3m3)
Salinity Indicator Max 10ppm PI FI
Fresh Water Generator Treatment Tank
To Fresh Water Tanks Via the Steriliser and Mineraliser Units Tank
From Steam Dump Valve D-42V LG D-40V
Set 90C From Condensate System
W-28V
Dump Condenser / Drain Cooler
W-29V
LT Cooling Water Outlet
LT Cooling Water Inlet
Oil Detector
O.D
T-1V Inspection Tank

LAL MC LS TI SAH MC SX
From FW Hydrophore System
D-48V
T-2V T-3V
From Boiler Feed Water Pumps
Key Distilled Water Condensate/Feed Water Steam Bilge/Drain Electrical Signal Compressed Air From 6kg/cm2 Steam System
D-54V
Filter Panels
TC
Feed Filter Tank (2.0m3) T-82V T-84V T-86V Steam Injector
TX
TIAH MC
T-8V
T-9V To Boiler Feed Water Pumps
T-5V T-4V To Bilge Holding Tank
Note: Is float valve fitted ?
IMO No: 9315197
Maersk Seletar
2.3.4 Distilled Water Transfer and Distribution System
Note: The float operated filling valve will ensure that the feed filter tank is maintained at the correct level. If the float operated valve fails for any reason the feed filter tank may be replenished manually from the hydrophore system via valve T-V and valve T-V. Authors Note: Is there a float valve in this system, not shown on drawing??? Are there only manual filling valves or is there auto-filling.
Introduction
The fresh water generator distillate pump discharges the distillate produced in the fresh water generator through a salinometer, a solenoid valve opens when the salinometer detects too high a salinity level, directing the distillate back into the brine discharge pipe until the salinity has returned to normal. The discharge from the distillate pump leads to a sterilising unit and mineraliser before passing to the filling valves of the domestic fresh water tanks. A branch line before the inlet to the steriliser leads the distillate directly to the distilled water tank. Distilled water from this tank is used for the feed filter tank feed water make-up.
Procedure for the Transfer of Distilled Water from the Fresh Water Generator
a) Operate the fresh water generator as described in section 2.4.2 of this machinery operating manual.
b) Open the distilled water tank filling valve D-41V. c) When the salinity of the distillate falls to an acceptable level the distillate pump will discharge distilled water to the distilled water tank. When the distillate is impure the solenoid valve controlled by the salinometer diverts the distillate to the brine discharge line.
d) When the distilled water tank is at the desired level stop the fresh water generator or divert the distillate to the fresh water storage system, via the steriliser and mineraliser, by opening the valves to the fresh water system and closing valve D-41V to the distilled water tank.
Procedure for Replenishing the Boiler Feed Filter Tank from the Distilled Water Tank
a) Check that there is sufficient water in the distilled water tank, replenish from the evaporator if necessary.
b) Open the distilled water tank outlet valve D-40V. c) Open the inlet valve D-54V to the feed filter tank.
IMO No: 9315197
2.4 Sea Water Systems

2.4 1 Main and Auxiliary Sea Water Cooling Systems 2.4.2 Fresh Water Generator
Maersk Seletar
Illustration 2.4.1a Main and Auxiliary Sea Water Cooling System
PI PI TI PI TI

Key Sea Water Steam 6kg/cm2 Compressed Air Electric Signal Drains S-8V To Sewage Plant Fresh Water Supply
TI PI PI TI PI TI
To/From Reefer Low Temperature Cooling System
W-67V
TI PI
S-56V S-49V S-47V S-58V
Hydraulic Oil Fresh Water
S-11V S-6V S-13V S-16V
TI PI TI
W-23V
W-69V
TI
To/From Fresh Water Cooling System
No.1 Reefer Fresh Water Cooler
W-25V
PI
PI TI PI TI
W-68V
TI PI
S-59V S-48V S-50V S-57V
Fresh Water Generator (36Ton/day)
No.1 Central Fresh Water Cooler
To Upper Rudder Pintle S-12V S-9V TI S-14V S-7V
PI TI PI TI
PI TI PI TI
W-24V
W-70V
TI
W-26V
PI
PI TI PI TI
W-74V
TI PI
S-61V S-64V S-63V S-62V
Chemical Tank
PI
W-77V
TI
Flow Meter
From Main Engine Air Cooler Mist Catcher Drain Tank Pump PI
3rd Deck Local
Overboard Overboard S60V 3rd Deck S-86V Steam T-141V S-34V S-18V S-21V Low Sea Chest (Starboard) S-30V S-28V
FS
S-27V
PX
PIAL MC
Overboard S-15V Steam S-4V

PI
S-54V
PS PI PS PI
To Oily Bilge Pump S-53V
S-24V
PI
S-42V Fresh Water Generator Ejector Pump (88m3/h x 3.8kg/cm2)

PI PI
S-5V
3rd Deck Local S-17V S-35V S-29V S-22V
T-146V
Local Reefer Cooler Sea Water Pumps (220m3/h x 2.4kg/cm2)
PS PI
No.3
CI
No.2
CI
No.1
CI
No.3
CI
No.2
CI
No.1
CI
CI TI MC TX
Main Coolers Sea Water Pumps (1,200m3/h x 2.4kg/cm2)

FS
S-85V S-32V
S-52V
S-51V
S-23V
S-41V
S-2V
S-1V S-33V
S-31V
High Sea Chest (Port)
Control Panel Marine Growth Prevention System
IMO No: 9315197
Maersk Seletar
2.4 Sea Water Systems
2.4.1 Main and Auxiliary Sea water Systems
located near the starboard sea water suction main at the engine room plate level. The MGPS system must be operational at all times when a sea suction chest is operational and a flow switch at each sea chest monitors sea water flow and regulates operation of the MGPS for that sea chest. The sea suction valves at each sea chest are manually operated by means of local hydraulic actuators. In an emergency they may also be operated by means of hydraulic actuators located at the 3rd deck level. The overboard discharge valve for the main sea water circulating system is hydraulically actuated locally or remotely from the 3rd deck. The main cooling sea water pumps discharge to a common sea water pressure manifold which supplies sea water to the two central fresh water coolers. The sea water then flows overboard through the ship side overboard valve. The reefer cooling sea water pumps discharge into a common sea water pressure manifold which supplies the three reefer fresh water coolers. The sea water then flows overboard through a ship side valve. The main central fresh water coolers and the reefer fresh water coolers have a facility for backflushing and the backflushing system is operated in order to remove debris from the sea water side of the cooler; this helps maintain the effectiveness of the coolers. Each cooler has an inline filter at the sea water inlet and this must be maintained in a clean condition by removal and manual cleaning as necessary. The interval between cleaning of the inline filter (and backflushing) depends upon the nature of the sea water in which the vessel is operating. An increase in the sea water pressure drop across the cooler indicates fouling and cleaning of the inline filter is necessary. If this cleaning does not reduce the pressure drop the cooler should be backflushed. Inline filter cleaning at monthly intervals should maintain the cooler sea water surfaces in a clean condition. A blank flanges are provided at the inlet and outlet of each cooler to allow for operation of the coolers with a shore water supply during drydock. The sea water cooling pumps can be selected for LOCAL or REMOTE operation at the pump starter panels. When the mode switch is set to LOCAL the pumps are started and stopped by means of the START and STOP pushbuttons at the pump starter panel. When selected for REMOTE mode the pump is operated from the Pump Control System mimic in the GOS. A pump may be selected as a master pump or a standby pump or it may be stopped; clicking on the pump icon allows the pump to be selected for a particular mode. A master pump will operate and deliver sea water to the system. A standby pump will be started if the operating master pump(s) fail to maintain the system pressure; a pressure switch on the discharge side of the pumps provides the signal for starting the standby pump. The standby pump start and stop limits may be set at the Pump Control System mimic. Two cooling sea water pumps may be selected as master pumps at times of high sea water temperature and if necessary all three pumps may be in use. Other pumps taking suction from the SW crossover main are: IMO No: 9315197

Two bilge, fire and general service pumps (see section 4.1) Two ballast pumps Both sea chests have vent pipes extending to the upper deck level and steam connections for weed clearing.
Sea Water Pumps

Main Sea Water Cooling Pumps Manufacturer: No. of sets: Type: Model: Capacity: Shinko 3 Vertical single stage centrifugal SVS350M 1,200m3/h at 2.4kg/cm2
Procedure for the Operation of the Sea Water Cooling System Crossover Suction Main
a) Ensure that all suction strainers are clear.
Reefer Sea Water Cooling Pumps Manufacturer: No. of sets: Type: Model: Capacity: Shinko 3 Vertical single stage centrifugal SVS250M 220m3/h at 2.4kg/cm2
b) Ensure all the pressure gauge and instrumentation valves are open and that the instrumentation is reading correctly. c) Set up the valves as shown in the table below. In this case the starboard low suction is in use. Description Low (starboard) sea chest suction valve Low (starboard) sea chest suction strainer outlet valve Low (starboard) sea chest vent valve Low (starboard) strainer vent valve High (port) sea chest suction valve High (port) sea chest suction strainer outlet valve High (port) sea chest vent valve High (port) strainer vent valve Valve S-30V S-32V S-28V S-34V S-31V S-33V S-29V S-35V
Fresh Water Generator Sea Water (Ejector) Pump Manufacturer: No. of sets: Type: Model: Capacity: Shinko 1 Single stage centrifugal SVS125-2M 88m3/h at 3.8kg/cm2
Position Open Open Open Open Closed Closed Open Open
Introduction
The main sea water cooling pumps supply cooling sea water to the low temperature central fresh water coolers. The reefer cooling sea water pumps supply sea water to the three container fresh water coolers. The fresh water generator sea water pump operates the vacuum ejector on the FW generator, provides cooling water to cool the vapour produced during operation and supplies the FW generator with feed water. The fresh water generator is covered in more detail in section 2.4.2 of this machinery operating manual. The sea water pumps take suction from the SW crossover main which connects with the high sea chest on the port side of the ship and the low sea chest on the starboard side. The common sea water suction manifold has suction filters at each end, the filters connecting with the port and starboard sea chests at the sides of the vessel. A Cathelco marine growth prevention system (MGPS) is fitted which provides chlorine and copper injection into the sea water suction main in order to inhibit marine growth in the system. The anti-fouling control panel is Issue: Draft 1 - July 2007
d) Ensure that the MGPS is operational and start the MGPS as described below when one or more sea water pumps is operating. e) The sea suction main is now fully functional and sea water pumps may be started as required.
Maersk Seletar
Illustration 2.4.1a Main and Auxiliary Sea Water Cooling System
PI PI TI PI TI

Key Sea Water Steam 6kg/cm2 Compressed Air Electric Signal Drains S-8V To Sewage Plant Fresh Water Supply
TI PI PI TI PI TI
W-67V
TI PI
S-56V S-49V S-47V S-58V
Hydraulic Oil Fresh Water
S-11V S-6V S-13V S-16V
TI PI TI
W-23V
W-69V
TI
W-25V
PI
PI TI PI TI
W-68V
TI PI
S-59V S-48V S-50V S-57V
Fresh Water Generator (36Ton/day)
To Upper Rudder Pintle S-12V S-9V TI S-14V S-7V
PI TI PI TI
PI TI PI TI
W-24V
W-70V
TI
W-26V
PI
PI TI PI TI
W-74V
TI PI
S-61V S-64V S-63V S-62V
Chemical Tank
PI
W-77V
TI
Flow Meter
From Main Engine Air Cooler Mist Catcher Drain Tank Pump PI
3rd Deck Local
Overboard Overboard S60V 3rd Deck S-86V Steam T-141V S-34V S-18V S-21V Low Sea Chest (Starboard) S-30V S-28V
FS
S-27V
PX
PIAL MC
Overboard S-15V Steam S-4V

PI
S-54V
PS PI PS PI
To Oily Bilge Pump S-53V
S-24V
PI

PI PI
S-5V
T-146V
PS PI
No.3
CI
No.2
CI
No.1
CI
No.3
CI
No.2
CI
No.1
CI
CI TI MC TX

FS
S-85V S-32V
S-52V
S-51V
S-23V
S-41V
S-2V
S-1V S-33V
S-31V
IMO No: 9315197
Maersk Seletar
Procedure for the Operation of the Main Sea Water Cooling System
a) Ensure that the sea water crossover suction main is operational as described above. Position Open Open Open Open Open Open Open Open Closed Closed Open Open Closed Closed Open Open Closed Closed Open Description No.1 reefer cooling sea water pump suction valve No.1 reefer cooling sea water pump discharge valve No.2 reefer cooling sea water pump suction valve No.2 reefer cooling sea water pump discharge valve No.3 reefer cooling sea water pump suction valve No.3 reefer cooling sea water pump discharge valve No.1 reefer fresh water cooler inlet valve No.1 reefer fresh water cooler outlet valve No.1 reefer fresh water cooler inlet backflushing valve No.1 reefer fresh water cooler outlet backflushing valve No.2 reefer fresh water cooler inlet valve No.2 reefer fresh water cooler outlet valve No.2 reefer fresh water cooler inlet backflushing valve No.2 reefer fresh water cooler outlet backflushing valve No.3 reefer fresh water cooler inlet valve No.3 reefer fresh water cooler outlet valve No.3 reefer fresh water cooler inlet backflushing valve No.3 reefer fresh water cooler outlet backflushing valve Overboard discharge valve Valve S-51V S-53V S-52V S-54V S-85V S-86V S-56V S-58V S-47V S-49V S-59V S-57V S-50V S-48V S-61V S-62V S-63V S-64V S-60V Position Open Open Open Open

Description FW generator ejector pump suction valve FW generator ejector pump discharge valve FW generator valves as indicated in section 2.4.2 FW generator overboard discharge valve Valve S-23V S-24V S-27V
b) Ensure all the pressure gauge and instrumentation valves are open and that the instrumentation is reading correctly. c) Set up the valves as shown in the table below. Description No.1 main cooling sea water pump suction valve No.1 main cooling sea water pump discharge valve No.2 main cooling sea water pump suction valve No.2 main cooling sea water pump discharge valve No.3 main cooling sea water pump suction valve No.3 main cooling sea water pump discharge valve No.1 fresh water cooler inlet valve No.1 fresh water cooler outlet valve No.1 fresh water cooler inlet backflushing valve No.1 fresh water cooler outlet backflushing valve No.2 fresh water cooler inlet valve No.2 fresh water cooler outlet valve No.2 fresh water cooler inlet backflushing valve No.2 fresh water cooler outlet backflushing valve Overboard discharge valve Valve S-1V S-4V S-2V S-5V S-41V S-42V S-11V S-13V S-6V S-8V S-12V S-14V S-7V S-9V S-15V
d) Start the fresh water generator ejector pump and operate the fresh water generator as required.
Position Open Open Open Open Open Open Open Open Closed Closed Open Open Closed Closed Open
Marine Growth Prevention System

Manufacturer: No. of sets: [aluminium] anode Capacity: Type: Anode life: Cathelco 2 (one for each sea suction strainer) Each set contains 2 MGS [copper] and 1 TPS 3,200m3/h of sea water from both units Copper and Aluminium Anode Copper anode: Type MG/WVR27KB Aluminium anode: Type TC/WVR28KB 5 years depending upon use
d) Select the master pump(s) and the standby pump for the main cooling sea water system and start the duty pumps. The pumps are selected for Remote operation at their starter panels and the master/standby mode selection is made at the Pump Control System mimic in the GOS.
d) Select the duty pump and the standby pump for the reefer cooling sea water system and start the duty pumps. The pumps are selected for Remote operation at their starter panels and the Master/Standby mode selection is made at the Pump Control System mimic in the GOS.
The sea water system is protected against marine fouling by the marine growth prevention system (MGPS). The MGPS protects against marine growth and corrosion by means of anodes; the marine growth prevention anodes (MG) are made from copper and the trap corrosion anodes (TC) are made from aluminium. There are two MG anodes and one TC anode in each sea suction strainer. A low current must be maintained at the sea suction strainer which is not operating in order to ensure that the strainer is protected. As water flows over the anodes the sea water is treated and this treatment flows through the system with the sea water. The copper MG anodes release ions during electrolysis and these discourage marine organisms from multiplying within or adhering to the surfaces of the system. The aluminium TC anodes produce aluminium hydroxide which forms an anti-corrosive layer on the exposed metal surfaces. The dosing rate from the anodes depends upon the current supplied to the anodes and this must be adjusted to suit the sea water flow through the system. The current settings are adjusted by means of the setting knobs on the control panel. Adjustment of current should only be made after consulting the Cathelco operating manual. Incorrect setting of the current can result in inadequate protection against marine growth and corrosion or in rapid wear of the anodes. Even if a suction strainer is not operating a low current should be applied to the anodes in order to afford protection to the sea suction chest and strainer.
Procedure for the Operation of the Fresh Water Generator Sea Water System
a) Ensure that the sea water crossover suction main is operational as described above.
Procedure for the Operation of the Reefer Sea Water Cooling System
a) Ensure that the sea water crossover suction main is operational as described above.
b) Ensure all the pressure gauge and instrumentation valves are open and that the instrumentation is reading correctly. c) Set up the valves as shown in the table below.
b) Ensure all the pressure gauge and instrumentation valves are open and that the instrumentation is reading correctly. c) Set up the valves as shown in the following table.
IMO No: 9315197
Maersk Seletar
Illustration 2.4.1b Backflushing a Main or Reefer Plate Cooler
PI PI TI PI TI

Key Sea Water S-56V S-49V S-47V S-58V Steam 6kg/cm2 Hydraulic Oil Fresh Water Compressed Air Electric Signal
PI TI PI TI PI PI TI PI TI
W-67V
TI PI
S-11V S-8V S-6V S-13V
TI PI TI
W-23V
W-69V
TI
W-25V
PI
Drains S-59V S-48V S-50V S-57V Valve closed during Backflush S-9V S-7V S14V
PI
W-68V
TI PI
Valve open during Backflush S-12V
PI TI PI TI
TI PI TI
W-24V
W-70V
TI
W-26V
PI
PI TI PI TI
W-74V
TI PI
S-61V S-64V S-63V S-62V
To Sewage Plant S-16V To Upper Rudder Pintle To Fresh Water Generator From Main Engine Air Cooler Mist Catcher Drain Tank Pump
W-77V
TI
3rd Deck Local
Overboard
Overboard S-60V 3rd Deck S-86V S-54V

PS PI PS PI PX
PIAL MC
S-15V Steam S-4V

PI
S-53V
S-24V
PI

PI PI
S-5V
T-146V
Steam T-141V S-34V S-18V S-21V Low Sea Chest (Starboard) S-30V S-28V
PS PI
No.3
CI
No.2
CI
No.1
CI
No.3
CI
No.2
CI
No.1
CI
CI TI MC TX

FS
S-85V
FS
S-52V
S-51V
S-23V
S-41V
S-2V
S-1V S-33V
S-32V
S-31V
IMO No: 9315197
Maersk Seletar
Operating Procedure
a) Turn the main power switch at the upper left of the control panel to the ON position. The control panel is located on the starboard side of the engine room forward, at the floor level the cooler surfaces will be dislodged by this counter flow of sea water and will be discharged overboard. d) Leave the backflush system operating for about 15 minutes and then open the cooler main sea water inlet and outlet valves and close the backflush inlet and outlet valves. Check the sea water flow through the cooler. The cooler is now back in operation and the other cooler may be backflushed. Note: During the backflush procedure, the in-line filter is on the outlet side of the cooler and not providing any protection. Due to this, it is preferable to carry out the procedure when the vessel is in areas of water clear of silt and other debris.

flow through the cooler. The cooler is now back in operation and the other cooler may be backflushed.
b) Set the anode currents to the desired values by means of the control knobs, checking the current on the digital ammeter above the control knob. Anode MG anode TC anode In Operation Current 2.7A 2.9A Not Operating Current 0.4A 0.4A
When the vessel is in Blue Water the anode life may be extended by turning the current down to 0.2A. The anodes have a normal life of five years and it is essential that they are replaced after this time interval as an inoperative anode means no protection resulting in system corrosion or marine growth infestation. Care must be taken to ensure that excess current is not applied as this can result in heavy copper ion deposits on the strainer and such deposits will lead to blocking of the strainer. High currents will result in rapid wasting of the anodes.
Procedure for the Operation of the Backflushing System on the Reefer Fresh Water Coolers
a) Ensure that the cooling load may be supplied by the other reefer coolers during the interruption and check that at least one other cooler is in service.
b) Set the reefer FW cooler valves as indicated below: For No.1 Reefer Fresh Water Cooler Open back flushing outlet valve S-49V and inlet valve S-47V Close the sea water inlet valve S-56V and outlet valve S-58V For No.2 Reefer Fresh Water Cooler Open back flushing outlet valve S-50V and inlet valve S-48V Close the sea water inlet valve S-59V and outlet valve S-57V For No.3 Reefer Fresh Water Cooler Open back flushing outlet valve S-64V and inlet valve S-63V Close the sea water inlet valve S-61V and outlet valve S-62V c) Sea water will flow into the reefer cooler via the outlet connection and will flow out via the inlet connection. Debris on the cooler surfaces will be dislodged by this counter flow of sea water and will be discharged overboard.
Procedure for Backflushing the Main Central Fresh Water Coolers

a) Ensure that the cooling load may be supplied by one of the central coolers and check that both coolers are operating.
b) Set the central FW cooler valves as indicated below: For No.1 Central Fresh Water Cooler Open the backflushing outlet valve S-8V and inlet valve S-6V Close the sea water inlet valve S-11V and outlet valve S-13V For No.2 Central Fresh Water Cooler Open the backflushing outlet valve S-7V and inlet valve S-9V Close the sea water inlet valve S-12V and outlet valve S-13V c) Sea water will flow into the central cooler via the outlet connection and will flow out via the inlet connection. Debris on
d) Leave the backflush system operating for about 15 minutes and then open the cooler main sea water inlet and outlet valves and close the backflush inlet and outlet valves. Check the sea water IMO No: 9315197 Section 2.4.1 - Page 6 of 6
Maersk Seletar
Illustration 2.4.2a Fresh Water Generator System
Port and Starboard FW Bunker Station Connections

Main Engine Jacket Water Preheater Outlet from Main Engine Jacket Cooling Water
TI
W-13V
D-2V
Fresh Water Tank (Port) (202.2m3)
D-1V
LAL MC LS
Fresh Water Tank (Starboard) (134.8m3)
W-14V Fresh Water Generator (36m3/day)

LAL MC TI TI
W-15V
Minimum Level 1.2m
LS
Minimum Level 1.2m W-16V W-9V W-12V
To LT Cooling System Manifold
W-10V Chemical Tank
TI PI
From Control Air Supply From Temperature Controller To LT Cooling System Manifold
Rehardening Filter 1.9m3/hour
Flow Meter
PI
W-5V
D-15V
PI PI
FS Steriliser Unit 1.9m3/hour FM

SA
S
D-14V
To HT Cooling Water System Pumps
Locked Closed D-11V Distillate Pump
To Scupper
S-24V
S-27V
CI PI
Key
Fresh Water Sea Water HT Cooling Water Control Air Electric Signal
S-23V D-41V
Fresh Water Generator Ejector Pump (88m/h x 3.8kg/cm2)
Distilled Fresh Water Tank (67.3m3)
Sea Water Crossover Main
IMO No: 9315197
Maersk Seletar
2.4.2 Fresh water generator
Fresh Water Generator Manufacturer: Type: Model: Capacity: Silver Ion Steriliser Manufacturer: No. of sets: Model: Type: Capacity: Mineraliser Manufacturer: No. of sets: Model: Type: Capacity: Sewon Industries 1 SWM-1.0 Dolomite 1,500 litres/h Jowa A/B 1 Jowa AG-S Silver ion 1,500 litres/h Alfa Laval Low pressure DPU - 36 - C100 36m3/day The sea water supplied by the combined cooling/ejector water pump distributes itself into the remaining channels of the condensing section, thus absorbing the heat being transferred from the condensing vapour. The fresh water produced 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 returned to the brine area of the evaporator. There is a flow meter at the distillate pump discharge. Distillate from the fresh water generator is discharged directly as distilled water to the distilled water tank or, via the silver ion type electric steriliser and mineraliser, to the fresh water storage tanks. Salinometer

The salinometer continuously checks the salinity of the produced water. The alarm set point is adjustable. Control Panel A control panel contains motor starters, running lights and contacts for remote alarm. A salinometer control panel is located at the evaporator side with LCD indicators ranging from 0.5 - 20ppm. The panel also contains a 10ppm test function and control buttons to set the alarm point.
WARNING Do not operate the plant in polluted water. Fresh water must not be produced from polluted water, as the produced water will be unsuitable for human consumption. Starting the Plant with Jacket Fresh Water Heating a) Ensure that the sea water crossover suction main suction is operational and open the FW generator ejector pump suction valve S-23V and discharge valve S-24V.
Main Components
The fresh water generator consists of the following components: Evaporator Section The evaporator section consists of a plate heat exchanger and is enclosed in the separator vessel. Separator Vessel The separator separates the brine from the vapour. Condenser Section Just like the evaporator section the condenser section consists of a plate heat exchanger enclosed in the separator vessel. Combined Brine/Air Ejector The ejector extracts brine and incondensable gases from the separator vessel. Sea Water Supply Pump The SW supply pump is a single-stage centrifugal pump. This pump supplies the condenser with sea water and the brine/air ejector with jet water, as well as feed water for evaporation. Distillate Pump The distillate pump is a single-stage centrifugal pump with a capacity of 2,100 litres/hour at a pressure of 2.8kg/cm2. The distillate pump extracts the produced fresh water from the condenser and pumps the water to the fresh water tanks and distilled water tank.
Introduction
A fresh water generator is installed which utilises the heat from the jacket cooling water system. If required, heat from the main engine jacket water may be supplemented by using the main engine jacket water preheater as a heat source. The combined brine/air ejector driven by the ejector pump creates a vacuum in the system in order to lower the evaporation temperature of the feed water. The feed water is introduced into the evaporator section through a spring operated regulating valve and is distributed into every second plate channel. The hot water is distributed into the remaining channels, thus transferring its heat to the feed water in the evaporation channels. Having reached boiling temperature, which is lower than at atmospheric pressure, the feed water undergoes a partial evaporation and the mixture of generated vapour and brine enters the separator vessel. 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.
b) Open the overboard valve S-27V for the combined brine/air ejector. c) Close the air screw (vacuum release valve) on the separator.
d) Start the sea water ejector pump to create a vacuum of a minimum of 90%. Pressure at the combined brine/air ejector inlet should be a minimum of 3.0kg/cm2. Back pressure at the combined brine/air ejector outlet should be no more than 6.0kg/cm2. Evaporation When there is a minimum of 90% vacuum, after maximum 10 minutes: e) f) Open the valve for feed water treatment. Ensure that the chemical dosing tank is full. Open the main engine jacket water inlet valve W-9V and outlet valve W-10V from the HT fresh water circulation system; the HT fresh water circulation system bypass valve W-12V must be open before the fresh water generator is put into service.
IMO No: 9315197
Maersk Seletar
Illustration 2.4.2a Fresh Water Generator System
Port and Starboard FW Bunker Station Connections

Main Engine Jacket Water Preheater Outlet from Main Engine Jacket Cooling Water
TI
W-13V
D-2V
Fresh Water Tank (Port) (202.2m3)
D-1V
LAL MC LS
Fresh Water Tank (Starboard) (134.8m3)
W-14V Fresh Water Generator (36m3/day)

LAL MC TI TI
W-15V
Minimum Level 1.2m
LS
Minimum Level 1.2m W-16V W-9V W-12V
To LT Cooling System Manifold
W-10V Chemical Tank
TI PI
From Control Air Supply From Temperature Controller To LT Cooling System Manifold
Rehardening Filter 1.9m3/hour
Flow Meter
PI
W-5V
D-15V
PI PI
FS Steriliser Unit 1.9m3/hour FM

SA
S
D-14V
To HT Cooling Water System Pumps
Locked Closed D-11V Distillate Pump
To Scupper
S-24V
S-27V
CI PI
Key
Fresh Water Sea Water HT Cooling Water Control Air Electric Signal
S-23V D-41V
Fresh Water Generator Ejector Pump (88m/h x 3.8kg/cm2)
Distilled Fresh Water Tank (67.3m3)
Sea Water Crossover Main
IMO No: 9315197
Maersk Seletar
g) Start the hot jacket cooling water supply to that evaporator by adjusting the bypass valve W-12V to increase the temperature in steps of 10C, until the desired jacket water flow temperature is reached. The boiling temperature will now rise while the obtained vacuum drops to approximately 85%, this indicates that evaporation has started. Note: Chemical treatment is added to the sea water feed in order to minimise foaming in the fresh water generator evaporation section and restrict the formation of salt scale. It is essential that the correct dosage of chemical is used and frequent checks must be made on the dosing unit to ensure that the correct treatment is being applied.

Procedure for the Transfer of Fresh Water from the Fresh Water Generator to the Fresh Water Storage Tanks
a) Operate the fresh water generator as above.
b) Open the silver ion steriliser inlet and outlet valves and ensure that the steriliser bypass valve D-11V is locked shut. The inlet valve to the steriliser is of the solenoid type and this is open whenever there is power at the silver ion steriliser. c) Open the inlet valve to the mineraliser D-14V and check that the mineraliser bypass valve D-15V is closed. Set the mineraliser unit inlet and outlet three-way valves for flow through the mineraliser.
Distilled Water Transfer

Condensate produced in the fresh water generator is pumped to storage by the distillate pump. This distilled water may be pumped to the distilled water tank directly from where it is used as boiler feed water, or it may be pumped to the fresh water tanks for domestic use throughout the ship. In order to make the distillate fit for human consumption it must be treated. Sterilising is necessary in order to destroy bacteria, which are not destroyed by the low temperature evaporation, and the pH must be adjusted. Distilled water will leach important salts from the human body if consumed and so it is necessary to add mineral salts to the distilled water before it is consumed. The silver ion steriliser sterilises the water and adds a reserve of silver ions which maintains the water in a sterile condition during storage. The mineraliser adjusts the pH so that the water is slightly alkaline and it adds valuable mineral salts to the water making it fit for human consumption. The steriliser must be checked to ensure that the silver ion dosage is correct and the mineraliser must be recharged as necessary in accordance with the manufacturers instructions.
d) Open the port fresh water tank filling valve D-2V or starboard fresh water tank filling valve D-1V depending upon which tank is to be filled. e) When the salinity of the distillate falls to an acceptable level the discharge solenoid valve will operate allowing the distillate pump to discharge distillate to the fresh water tank(s) via the steriliser and mineraliser. Check the operation of the steriliser and test the fresh water as advised for silver ion content.
f)
g) When the fresh water tank being filled is at the full level change over tanks or stop the fresh water generator
Procedure for the Transfer of Distilled Water from the Fresh Water Generator
a) Operate the fresh water generator as above.
b) Open the distilled water tank filling valve D-41V. c) When the salinity of the distillate falls to an acceptable level the distillate pump will discharge distilled water to the distilled water tank. When the distillate is impure the solenoid valve controlled by the salinometer diverts the water to the fresh water generator for re-evaporation.
d) When the distilled water tank is at the desired level stop the fresh water generator or divert the distillate to the fresh water storage system by opening the valves to the fresh water system and closing valve D41V to the distilled water tank. Issue: Draft 1 - July 2007 IMO No: 9315197 Section 2.4.2 - Page 4 of 4
2.5 Fresh Water Cooling Systems

2.5.1 High Temperature Fresh Water Cooling System 2.5.2 Low Temperature Fresh Water Cooling System 2.5.3 Reefer Container Fresh Water Cooling System
Maersk Seletar
Illustration 2.5.1a High Temperature Fresh Water Cooling System

W-60V Fresh Water Expansion Tank (1.5m3)
W-63V
LS
LAL MC
W-91V
W-62V
W-61V
Deaerator PI
From Fresh Water Hydrophore System W-95V Fresh Water Generator (36 Tons/Day)
TIAH MC
PIAL MC PX
TIAL MC TX
W-114V
TIAH MC TX
TX
TIAH MC TX
TIAH MC TX
TIAH MC TX
TIAH MC TX
TIAH MC TX
TIAH MC TX
TIAH MC TX
TIAH MC TX
TIAH MC TX
TIAH MC TX
Control Air
TC
Set 88C W13V
TI
TI
TI
TI
TI
TI Main Engine HYUNDAI -SULZER 11RT-flex96C-B
TI
TI
TI
TI
TI
W-14V TI W-12V W-9V W-10V
W-15V TI TI
Main Engine Jacket Fresh Water Preheater
TI
Oil Detector W-102V W88V W-16V To Main Engine Recess CI PI W5V To Dump/Drain Cooler W-1V No.1 Main Engine Jacket Fresh Water Pumps (XXXm3/h x 3.0kg/cm2) Main Engine Jacket Water Drain Tank (10m3) W-4V No.2 PI CI W-2V To LT Pump Suction Manifold Air OD From Main Engine Air Coolers
Key HT Cooling Water LT Cooling Water Domestic Fresh Water Electrical Signal Compressed Air W-116V
Main Engine Jacket Water Drain Pump (10m3/h x 3.0kg/cm2)
W-117V
LAH MC LS
PI PS W-118V W-3V
CI
IMO No: 9315197
Maersk Seletar
2.5 Fresh Water Cooling Systems 2.5.1 high temperature Fresh Water Cooling System
Main Engine Jacket Water Cooling Pumps Manufacturer: No. of sets: Type: Model: Capacity: Shinko 2 Vertical single stage centrifugal XXXm3/h at 3.0kg/cm2 The 2.5m expansion tank is positoned to compensate for any expansion due to temperature changes and to assist in the removal of any additional air leakage. The expansion tank is sited above the main fresh water system, with pipework connected to the low temperature fresh water cooling water system suction header. This pipework ensures that not only the excess air in the system is evacuated but also the optimum positive pressure is maintained throughout the fresh water cooling system. The deaerator assists in the removal of any residual air that may have entered the system. Note: To assist in expelling the excess air locally, a manually operated vent valve is located at a high point on the system. The cooling water exiting the cylinder heads via the deaerator flows to the jacket cooling water preheater. The preheater is fitted with an inlet and outlet valve as well as a bypass valve. The bypass valve is throttled in to ensure a flow of cooling water is available to the preheater at all times. The purpose of the preheater is to maintain the main engine jacket cooling water temperature when the main engine is stopped or is operating on low load. The cooling water from the engine continues to flow to the fresh water generator if required. A bypass valve when closed enables the flow of cooling water to be directed through the fresh water generator. The flow of cooling water from the fresh water generator enters a 3-way temperature regulating valve prior to entering the main engine fresh water pump suction. Note: The fresh water generator when in operation has a cooling effect on the jacket water in the high temperature system. The 3-way regulating valve is designed to regulate and to stabilise the temperature of the fresh water cooling water during circulation. To control the variation of water temperature the temperature controlled 3-way valve has a suction connection to the low temperature fresh water cooling system. The connection allows lower temperature cooling water to flow into the high temperature system ensuring that the optimum system temperature is maintained. Any excess high temperature cooling water flows into the low temperature suction header via the check valve W-16V. Note: An oil detector is positioned in the connection line from the low temperature fresh water cooling system to the 3-way valve. The temperature controlled regulating valve W-5V regulates the water temperature (set at 88C). This is carried out by monitoring the temperature outlet from the main engine cylinder heads. Main Engine Jacket Water Drain Tank The fresh water cooling can if required be drained to the 10m main engine jacket water drain tank, with refilling carried out by using the main engine jacket water drain pump.

Note: The use of the main engine jacket water drain tank means that if a unit has been drained for any reason, the chemically treated water is not lost. The Cooling Pump Operation The main engine jacket cooling water pumps can be selected for LOCAL or REMOTE operation at the starter panels. When the mode switch is set to LOCAL the pumps are started and stopped by means of the START and STOP pushbuttons located near the pump. When selected for the REMOTE mode the pump is operated from the pump control system mimic in the GOS. A pump may be selected as a master pump or a standby pump or it may be stopped; clicking on the pump icon allows the pump to be selected for a particular mode. A master pump will operate and deliver fresh water to the system. A standby pump will be started if the operating master pump fails to maintain the system pressure. A pressure switch set at a pre-determined value provides the signal for the starting of the standby pump. The standby pump start and stop limits can be set at he pump control system mimic.
Main Engine Jacket Water Heater Manufacturer: No. of sets: Type: Capacity: XXX 1 Shell and tube XXX
Main Engine Jacket Water Drain Pump Manufacturer: No. of sets: Type: Model: Capacity: XXX 1 XXX XXX 10m3/h at 3.0kg/cm2
Preparation for the Operation of the Jacket Cooling Water System

The following description assumes that the system is started from cold. a) Confirm that the high temperature cooling water system has been filled (by operating fill valve W-60V) with fresh water to the correct level. Ensure the system is fully vented of air. To vent the system open vent valve W-95V.
Introduction
The main engine high temperature (HT) central fresh water cooling system comprises of two cooling water pumps supplying cooling water at a capacity of XXX at a pressure of 30mth. The cooling water pumps supply cooling water to the main engine jackets, cylinder heads and the exhaust valve casings. The high temperature fresh water cooling system operates as a closed circuit system with the cooling water discharged from the pumps direct to the main engine. The purpose of the cooling system is to enable each individual piece of equipment to operate in a stable temperature condition, reducing the effects of thermal stresses within the main engines components. The cooling water flowing from the pumps enters the main engine entablature before exiting via each cylinder head, with each cylinder outward flow directed to a common outlet header. The common outlet header has a connection to the fresh water expansion tank, via a deaerating unit. Note: Each cylinder unit can be isolated and drained as necessary.
b) Ensure all instrumentation isolating valves eg, pump suction and discharge pressure gauges are open and the instrumentation is operational. Check that the gauges are operating correctly. c) Ensure the fresh water generator is bypassed by closing FW generator inlet valve W-9V and outlet valve W-10V. Open bypass valve W-12V.
d) Ensure that all the main engine individual cylinder inlet valves are open and that the cylinder vent and drain valves are closed. e) f) Ensure instrument air is available to the 3-way control valve temperature controller. Set the valves in the following table: Description Valve No.1 main engine jacket cooling water pump W-1V suction valve
Position Open
IMO No: 9315197
Maersk Seletar
Illustration 2.5.1a High Temperature Fresh Water Cooling System

W-60V Fresh Water Expansion Tank (1.5m3)
W-63V
LS
LAL MC
W-91V
W-62V
W-61V
Deaerator PI
From Fresh Water Hydrophore System W-95V Fresh Water Generator (36 Tons/Day)
TIAH MC
PIAL MC PX
TIAL MC TX
W-114V
TIAH MC TX
TX
TIAH MC TX
TIAH MC TX
TIAH MC TX
TIAH MC TX
TIAH MC TX
TIAH MC TX
TIAH MC TX
TIAH MC TX
TIAH MC TX
TIAH MC TX
Control Air
TC
Set 88C W13V
TI
TI
TI
TI
TI
TI Main Engine HYUNDAI -SULZER 11RT-flex96C-B
TI
TI
TI
TI
TI
W-14V TI W-12V W-9V W-10V
W-15V TI TI
Main Engine Jacket Fresh Water Preheater
TI
Oil Detector W-102V W88V W-16V To Main Engine Recess CI PI W5V To Dump/Drain Cooler W-1V No.1 Main Engine Jacket Fresh Water Pumps (XXXm3/h x 3.0kg/cm2) Main Engine Jacket Water Drain Tank (10m3) W-4V No.2 PI CI W-2V To LT Pump Suction Manifold Air OD From Main Engine Air Coolers
Key HT Cooling Water LT Cooling Water Domestic Fresh Water Electrical Signal Compressed Air W-116V
Main Engine Jacket Water Drain Pump (10m3/h x 3.0kg/cm2)
W-117V
LAH MC LS
PI PS W-118V W-3V
CI
IMO No: 9315197
Maersk Seletar
Position Open Open Open Open Closed Closed Open Open Closed Open Open Throttled Set Closed Closed Description No.1 main engine jacket cooling water pump discharge valve No.2 main engine jacket cooling water pump suction valve No.2 main engine jacket cooling water pump discharge valve Connection valve from the deaerator to the FW expansion tank (locked open) FW expansion tank drain valve FW expansion tank fill valve Connection valve from the FW expansion tank to the FW suction header (locked open) Connection valve from the FW expansion tank to the FW pump suction (locked open) Main engine fresh water cooling header vent valve (highest point) Jacket water preheater inlet valve Jacket water preheater outlet valve Jacket water preheater bypass valve 3-way temperature controlled valve (set at 88C) Drain valve from the main engine jacket water to the main engine jacket water drain tank Main engine jacket water cooling water supply header angled check valve to the main engine recess and low temperature system Cross-connection valve from low temperature cooling system to the 3-way valve Isolating valve to the pressure switch (4-PS22) located at discharge from the cooling pumps Isolating valve to the pressure indicator (4-PI1) located at discharge from the deaerator to the cooling pump suction Valve W-3V W-2V W-4V W-91V W-63V W-60V W-62V W-61V W-95V W-13V W-15V W-14V W-5V W-102V W-114V j) Check that the system including all engine cylinders is vented. k) Supply steam to the preheater via the steam control valve and ensure that the drain is open. l) Slowly bring the jacket cooling water temperature up to the operating temperature.

On completion of the cylinders maintenance the drain valves must all be closed and the jacket cooling water inlet and outlet valves opened. The cylinder jacket vent valve must be closed when all air is removed from the jacket cooling space. When the engine jacket cooling water system is being replenished, the treated water from the tank can be pumped back into the jacket water system. To enable the water to be returned to the system the jacket water drain pump suction valve W-116V and the pump discharge valve W-117V are opened with the drain tank inlet valve W-118V closed. The pump is started and the water pumped into the main engine jacket water cooling system via the angled check valve W-114V. Note: An alternative means of draining the jacket cooling water system can be carried out by opening isolating valve W-88V to the main engine recess. Carrying out this procedure will result in the loss of the cooling fresh water.
m) Test the cooling system for the correct chemical concentration and add chemicals as required. Note: The high temperature cooling system is connected to the low temperature central cooling system, therefore both systems are tested and treated together. CAUTION During the application of the inhibitor to the fresh water cooling system ensure that all COSHH procedures are followed according to the respective data sheet. n) When the jacket cooling system is at the correct temperature and the main engine has been warmed through for the desired period of time, the main engine may be considered ready for starting. Note: During the fresh water circulation and warming period, periodically inspect the expansion tank level and fill as required. The level fluctuation may be due to air within the system and can be indicated by unstable pump discharge pressure. p) When the engine is at full power, circulate the fresh water through the fresh water generator and operate as required. Refer to description in section 2.4.2 of this machinery manual. Operation of the Jacket Cooling Water Drain System
Open Open
W-16V W-6V
Open
W-93V
g) Ensure the oil detector in the suction connection line from the low temperature system to the 3-way valve is operating. h) At the pump starter panels select the pumps for remote operation. i) At the pump control system mimic in the GOS select one main engine jacket cooling FW pump as the master pump and set the other as the standby pump. The master FW cooling pump will start when selected as master.
Individual engine cylinder jackets may be drained when maintenance periods are required. To save the chemically treated water the jackets are drained to the main engine jacket water drain tank via the drain manifold. The drain tank system comprises of a pump enabling the drained cooling water to be discharged back to the central cooling water system as required. To drain individual cylinders, the main engine jacket water drain tank inlet valve W-118V must be open along with the drain manifold line valve W-102V. The cooling water jacket for the individual cylinder concerned must be isolated from the jacket water circulation system by closing the cooling water inlet and outlet valves. The drain and vent valves for the individual cylinders may be opened to drain the water from the individual cylinder.
IMO No: 9315197
Maersk Seletar
Illustration 2.5.2a Low Temperature Fresh Water Cooling System
W-156V W-155V To Fresh Water Expansion Tank W-151V Alternator
TIAH

Key W-182V W-178V No.1 Shaft Bearing LT Cooling Water W-175V TI
TI PI PI TI TI
W-143V W-139V W-135V W-147V
MC
TX
To / From Main Engine Oil System
HT Cooling Water Sea Water Lubricating Oil W-177V TI

TI PI PI
PI
TI TI
W-183V W-179V No.2 Shaft Bearing
W-173V No.2 Main Engine Lubricating Oil Cooler W-174V TI

PI PI
L.O Cooler
Air Cooler
PI TI
W-131V W Alternator
TI TI

TI PI
TI
To / From Turbocharger Oil System Main Engine Turbocharger Lubricating Oil Cooler
Electric Signal
Compressed Air
No.1 Generator Engine W-152V

TIAH
W-144V W-140V W-136V W-148V
W-172V No.1 Main Engine Lubricating Oil Cooler

TI
W-176V
PIAL
W-189V W-188V
TI PI
MC
TX
To / From Stern Tube Oil System
No.1 Main Air Compressor
MC PX
W-164V W-163V
TI
PI
TI TI
Stern Tube Lubricating Oil Cooler
Control Air
W-24V TI
PI TI
S-12V
Sea Water System
W-26V
PI
S-14V No.2 Central Water Cooler
L.O Cooler
Air Cooler
PI
W-132V
TI
W-166V W-165V
TI
W-23V TI
PI TI
S-11V
No.2 Generator Engine
No.3 Main Air Compressor W-43V W-167V

TC PI CI
Sea Water System
W-25V
PI
W-168V W-153V Alternator

TIAH
TI TI
W-145V W-141V W-137V W-149V Generator Engine Jacket Water Preheating Unit
PI PI Electric CI
MC
TX
PI
TI TI
Heater
Provision No.1 Refrigeration Condensers
No.2
To Stabiliser Oil Coolers
Low Temp Cooling Fresh Water Pumps (960m3/hx2.5kg/cm) W-21V

PS PI PS PI
TI TI
From Fresh Water Generator Air No.1 Conditioning Condensers No.2 W-16V From Fresh Water Expansion Tank W-27V W-161V
PS PI
W-22V
W-20V
L.O Cooler
Air Cooler
PI
W-133V
TI
No.3
CI
No.2
CI
No.1
CI

TIAH
W Alternator
Generator Engine Jacket Water Preheating Unit

TI TI
W-146V W-142V W-138V W-150V

PI Electric
PI
CI
W-162V
AC Unit ECR (S) AC Unit ECR (P)

AC Unit Workshop
W72V
W-19V
W-18V
W-17V
MC
TX
Heater
TI TI
W-160V
W-159V
W-31V Dump / Drain Cooler
PI
TI TI
W-158V Air Cooler

PI TI
W-157V
TI
TI
L.O Cooler
W-134V W
W-28V
W-29V
From Stabiliser Oil Coolers
IMO No: 9315197
Maersk Seletar
2.5.2 low temperature Fresh Water Cooling System
Low Temperature Fresh Water Cooling Pumps Manufacturer: No. of sets: Type: Model: Capacity: Shinko 3 Vertical single stage centrifugal SVS-300-M 960m3/h at 2.5kg/cm2 The expansion tank is positioned to compensate for any expansion due to temperature changes and to assist in the removal of any additional air leakage. The expansion tank is sited above the main fresh water system, with pipework connected to the low temperature fresh water cooling water system suction header via a locked open isolating valve (W-62V). This pipework ensures that not only the excess air in the system is evacuated but also the optimum positive pressure is maintained through out the system. The positive pressure also prevents contamination of the fresh water system by sea water which may cause corrosion. Two plate type fresh water coolers each with a capacity of 50% of the maximum system flow. Note: The 50% flow rate of the plate coolers allows for two coolers to be assigned during normal operation. During normal operations the assigned circulating pumps take suction from the system return header and discharge through the outlet header. The flow of cooling water from the header is discharged to the two plate coolers. The flow of heated cooling water enters either of the plate coolers, where the water passes through on one side of the plates and is cooled by the sea water cooling on the other side of the plate. In addition to the flow of cooling water to the coolers a discharge line from the circulating pumps with an in-line orifice ensures that a minimum flow of water is directed back to the pump suction header at all times. Note: The bypass line through the orifice is fitted with a bypass valve (W-27V) at the pump discharge header. A plate at the valve displays a notice stating: At sea - Keep fully CLOSED In port - Keep fully OPEN In order to regulate and to stabilise the temperature of the fresh water cooling water during its passage from the coolers, a variable quantity of heated cooling water bypasses the cooler. To control the variation of cooling water temperature (set at 36C) a controlled temperature bypass valve W-43V regulates the flow of water, by monitoring the temperature. The transmitter and regulator are sited at the outlet from the central fresh water coolers. The flow of cooled water from the plate coolers supplies the following consumers via a common discharge header: Shaft Bearings No.1, 2, 3 and 4 shaft bearings are supplied from the low temperature system with each having an inlet and outlet isolating valve. Each bearing temperature is monitored remotely for excessive temperature deviation, with an alarm sounding if the temperature reaches a pre-determined value. The flow of cooling water is returned to the pump suction header. IMO No: 9315197

Turbocharger Lubricating Oil Cooler The turbocharger LO cooler is supplied from the low temperature system with the LO cooler having an inlet and outlet isolating valve. The flow of cooling water is returned to the pump suction header. Local temperature and pressure indicators are located in the LO coolers inlet and outlet pipes. Main Lubricating Oil Coolers The main LO cooler is supplied from the low temperature system with the cooler having an inlet and outlet isolating valve. The flow of cooling water from the LO cooler is returned to the pump suction header. Local temperature and pressure indicators are located in the coolers inlet and outlet pipes. Main Air Compressors The three main air compressors are supplied from the low temperature system with each compressor unit having an inlet and outlet isolating valve. The flow of cooling water is returned to the pump suction header. The flow of cooling water through each compressor can be monitored locally by observing the flow from a sight glass. Provision Refrigerant and Air Conditioning Condensers No.1 and 2 provision refrigerant condensers and No. 1 and 2 air conditioning condensers are supplied from the low temperature system with each unit having an inlet and outlet isolating valve. The flow of cooling water from these units is returned to the pump suction header. The flow of cooling water to the provision condensers is monitored by pressure and temperature indicators located at both the inlet and outlet pipes. Pressure switches are positioned on the outlet from each condenser to monitor the cooling flow. The flow of cooling water to the air conditioning condensers is monitored by pressure and temperature indicators located at inlet pipes, with temperature indicators located at the outlet pipes. Coolers for the Engine Control Room (Port, Starboard and Workshop) The three coolers for the ECR are supplied from the low temperature system with each ECR cooler having an inlet and outlet isolating valve. The flow of cooling water from the ECR cooling unit is returned to the pump suction header. Each ECR cooling unit is monitored by temperature indicators located on both inlet and outlet pipes of the units. Stern Tube Lubricating Oil Coolers The stern tube LO cooler is supplied from the low temperature system with the cooler having an inlet and outlet isolating valve. The flow of cooling water from the stern tube LO cooler is returned to the pump suction header. Local temperature and pressure indicators are located in the coolers inlet and outlet pipes.
Fin Stabiliser Cooling Fresh Water Booster Pump Manufacturer: No. of sets: Type: Model: Capacity: 1 Horizontal single stage centrifugal 3.6m3/h at 2.0kg/cm2
Fresh Water Central Coolers Manufacturer: No. of sets: Type: Model: Capacity: Tranter International AB 2 Plate GX-145N - Titanium 20,400,000kcal/h
Introduction
Although the low temperature fresh water cooling system is connected to the high temperature cooling system, the system is considered to operate on the closed circuit principle. The purpose of the low temperature cooling system is to enable each individual system to operate in a stable temperature condition, reducing the effects of thermal stresses. The low temperature system comprises of the following equipment: Three low temperature circulating pumps each with a capacity of 50% of the maximum system flow. Each pump has a pressure switch located on the discharge of each pump enabling the assigned standby pump to start automatically at a pre-determined pressure value. Note: The 50% flow rate of the circulating pumps allows for two pumps to operate during normal circulation with one assigned as standby. Two central fresh water plate type coolers cooled by sea water.
Maersk Seletar
TIAH

TI PI PI TI TI
W-143V W-139V W-135V W-147V
MC
TX

TI PI PI
PI
TI TI

PI PI
L.O Cooler
Air Cooler
PI TI
W-131V W Alternator
TI TI

TI PI
TI
Electric Signal
Compressed Air

TIAH
W-144V W-140V W-136V W-148V

TI
W-176V
PIAL
W-189V W-188V
TI PI
MC
TX
MC PX
W-164V W-163V
TI
PI
TI TI
Control Air
W-24V TI
PI TI
S-12V
Sea Water System
W-26V
PI
L.O Cooler
Air Cooler
PI
W-132V
TI
W-166V W-165V
TI
W-23V TI
PI TI
S-11V

TC PI CI
Sea Water System
W-25V
PI

TIAH
TI TI
PI PI Electric CI
MC
TX
PI
TI TI
Heater
No.2

PS PI PS PI
TI TI
From Fresh Water Generator Air No.1 Conditioning Condensers No.2 From Fresh Water Expansion Tank W-27V W-161V W-16V
PS PI
W-22V
W-20V
L.O Cooler
Air Cooler
PI
W-133V
TI
No.3
CI
No.2
CI
No.1
CI

TIAH
W Alternator

TI TI
W-146V W-142V W-138V W-150V

PI Electric
PI
CI
W-162V

AC Unit Workshop
W72V
W-19V
W-18V
W-17V
MC
TX
Heater
TI TI
W-160V
W-159V
PI
TI TI
W-158V Air Cooler

PI TI
W-157V
TI
TI
L.O Cooler
W-134V W
W-28V
W-29V
IMO No: 9315197
Maersk Seletar
No.1, 2, 3 and 4 Diesel Generator and Alternator The four diesel generator engines cooling systems are in principle a part of the low temperature central cooling system, however they all effectively operate in isolation with their own high temperature and low temperature cooling water pumps. A diesel generator preheating unit is fitted for No.1 and 2 diesel generator engines with another fitted for No.3 and 4 diesel generator engines. The preheaters supplying No.1 and 2 diesel generator engines and No.3 and 4 diesel generator engines comprise an electric heater and two cooling water circulation pumps. The pumps and preheaters are used to maintain the diesel generators in a warm condition when the diesel is assigned as a standby unit. The preheaters are also used during start-up from a dead ship when the diesel engines are in a cold condition. Each diesel generator engine has a controlled cooling water inlet and outlet valve for the preheated water returning to the preheater unit suction. When a diesel engine is stopped and selected for standby the preheater unit operates, the controlled cooling water inlet valve closes and the controlled preheater water outlet valve opens. Water from the preheater unit circulates through the engine jacket water system in the opposite direction to the normal cooling flow. This flow maintains the engine cylinder jackets and cylinder heads in a warm condition. The diesel generator alternators are supplied by the low temperature system with the returns from each alternator returning to the cooling water suction header. CAUTION During the application of the inhibitor to the fresh water cooling system ensure that all COSHH procedures are followed according to the respective data sheet. c) Ensure all instrumentation isolating valves eg, pump suction and discharge pressure gauges are open and the instrumentation is operational. Check that the gauges are reading correctly. Position Open

Description Valve Cross connection valve between the high W-16V temperature system cooling system to the low temperature system
f)
Set the diesel generator and alternator cooling valves as in the following table: Description No.1 diesel generator HT circuit 3-way valve No.1 diesel generator LT circuit 3-way valve No.1 diesel generator isolating valve from the main low temperature system to the diesels HT and LT pump suction No.1 diesel generator control bypass valve from the main low temperature system to the diesels HT and LT pump suction No.1 diesel generator outlet valve (return to low temperature system suction header) No.1 diesel generator preheater control valve (return to preheater suction) No.1 diesel generator preheater isolating valve (return to preheater suction) No.1 diesel generator preheater isolating valve (supply to preheater from diesel) No.1 alternator cooling water inlet valve No.1 alternator cooling water outlet valve No.2 diesel generator HT circuit 3-way valve No.2 diesel generator LT circuit 3-way valve No.2 diesel generator isolating valve from the main low temperature system to the diesels HT and LT pump suction No.2 diesel generator control bypass valve from the main low temperature system to the diesels HT and LT pump suction No.2 diesel generator outlet valve (return to low temperature system suction header) No.2 diesel generator preheater control valve (return to preheater suction) No.2 diesel generator preheater isolating valve (return to preheater suction) Valve
d) Ensure that the sea water cooling system is operational. Refer to section 2.4 of the machinery operating manual. e) Set the central cooling pumps and cooler valves as in the following table: Valve W-17V W-20V W-18V W-21V W-19V W-22V W-27V
Position Operational Operational Open
W-131V
Position Open
Preparation for the Operation of the Low Temperature Fresh Water Cooling System
The following description assumes that the system is being started for the first time. Note: During normal operation at least one diesel generator will be operating. This will enable a continuous circulation of heated water. As mentioned previously diesel generator engine jacket preheating units are fitted and are used for warming through the generator engine system as required. The start-up of the low temperature fresh water cooling system is as follows: The following description assumes that the system is being started from cold. a) Confirm that the low temperature cooling water system has been filled with fresh water to the correct level and observe the expansion tank level and replenish as necessary.
b) Ensure the system is treated with the appropriate chemicals.
Description No.1 central cooling fresh water pump suction valve Open No.1 central cooling fresh water pump discharge valve Open No.2 central cooling fresh water pump suction valve Open No.2 central cooling fresh water pump discharge valve Open No.3 central cooling fresh water pump suction valve Open No.3 central cooling fresh water pump discharge valve As required Recirculation bypass line valve from fresh water cooling pumps to suction header. Refer to notice: At sea CLOSED or in port OPEN Closed Recirculation line valve located after bypass valve W-27V and before suction header (bypassing dump/drain cooler) Open Inlet valve from recirculation line to dump/ drain cooler Open Inlet valve from recirculation line from dump/ drain cooler to suction header Closed Dump/ drain cooler drain valve Open No.1 central cooler inlet valve Open No.1 central cooler outlet valve Open No.2 central cooler inlet valve Open No.2 central cooler outlet valve Operational Central cooler bypass regulating valve Open Connection valve from the expansion tank to the pump suction header (locked open) IMO No: 9315197
Operational
Open Operational Open Open Open Open Operational Operational Open
W-135V
W-147V W-151V W-139V W-143V
W-31V
W-28V W-29V
W-132V
Operational
W-23V W-25V W-24V W-26V W-43V W-62V
Open Operational Open
W-136V
W-148V
Maersk Seletar
TIAH

TI PI PI TI TI
W-143V W-139V W-135V W-147V
MC
TX

TI PI PI
PI
TI TI

PI PI
L.O Cooler
Air Cooler
PI TI
W-131V W Alternator
TI TI

TI PI
TI
Electric Signal
Compressed Air

TIAH
W-144V W-140V W-136V W-148V

TI
W-176V
PIAL
W-189V W-188V
TI PI
MC
TX
MC PX
W-164V W-163V
TI
PI
TI TI
Control Air
W-24V TI
PI TI
S-12V
Sea Water System
W-26V
PI
L.O Cooler
Air Cooler
PI
W-132V
TI
W-166V W-165V
TI
W-23V TI
PI TI
S-11V

TC PI CI
Sea Water System
W-25V
PI

TIAH
TI TI
PI PI Electric CI
MC
TX
PI
TI TI
Heater
No.2

PS PI PS PI
TI TI
PS PI
W-22V
W-20V
L.O Cooler
Air Cooler
PI
W-133V
TI
No.3
CI
No.2
CI
No.1
CI

TIAH
W Alternator

TI TI
W-146V W-142V W-138V W-150V

PI Electric
PI
CI
W-162V

AC Unit Workshop
W72V
W-19V
W-18V
W-17V
MC
TX
Heater
TI TI
W-160V
W-159V
PI
TI TI
W-158V Air Cooler

PI TI
W-157V
TI
TI
L.O Cooler
W-134V W
W-28V
W-29V
IMO No: 9315197
Maersk Seletar
Position Open Open Open Operational Operational Open Description No.2 diesel generator preheater isolating valve (supply to preheater from diesel) No.2 alternator cooling water inlet valve No.2 alternator cooling water outlet valve No.3 diesel generator HT circuit 3-way valve No.3 diesel generator LT circuit 3-way valve No.3 diesel generator isolating valve from the main low temperature system to the diesels HT and LT pump suction No.3 diesel generator control bypass valve from the main low temperature system to the diesels HT and LT pump suction No.3 diesel generator outlet valve (return to low temperature system suction header) No.3 diesel generator preheater control valve (return to preheater suction) No.3 diesel generator preheater isolating valve (return to preheater suction) No.3 diesel generator preheater isolating valve (supply to preheater from diesel) No.3 alternator cooling water inlet valve No.3 alternator cooling water outlet valve No.4 diesel generator HT circuit 3-way valve No.4 diesel generator LT circuit 3-way valve No.4 diesel generator isolating valve from the main low temperature system to the diesels HT and LT pump suction No.4 diesel generator control bypass valve from the main low temperature system to the diesels HT and LT pump suction No.4 diesel generator outlet valve (return to low temperature system suction header) No.4 diesel generator preheater control valve (return to preheater suction) No.4 diesel generator preheater isolating valve (return to preheater suction) No.4 diesel generator preheater isolating valve (supply to preheater from diesel engine) No.4 alternator cooling water inlet valve Valve W-152V W-140V W-144V Position Open Open Open Description No.4 alternator cooling water outlet valve Main isolating valve from expansion tank to No.1 and 2 diesel generators Main isolating valve from expansion tank to No.3 and 4 diesel generators Valve W-146V W-155V W-156V Position Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open i)

Description No.1 shaft bearing cooling inlet valve No.1 shaft bearing cooling outlet valve No.2 shaft bearing cooling inlet valve No.2 shaft bearing cooling outlet valve No.3 shaft bearing cooling inlet valve No.3 shaft bearing cooling outlet valve No.4 shaft bearing cooling inlet valve No.4 shaft bearing cooling outlet valve Stern tube LO cooler cooling inlet valve Stern tube LO cooler cooling outlet valve Turbocharger LO cooler cooling inlet valve Turbocharger LO cooler cooling outlet valve No.1 main LO cooler cooling inlet valve No.1 main LO cooler cooling outlet valve No.2 main LO cooler cooling inlet valve No.2 main LO cooler cooling outlet valve No.1 air compressor cooling inlet valve Valve W-178V W-182V W-179V W-183V W-180V W-184V W-181V W-185V W-188V W-189V W-176V W-177V W-172V W-174V W-173V W-175V W-163V
g) Set the diesel generator jacket electric preheater unit valves for diesel generators No.1/ 2 and No.3/4 as in the following table: W-133V Position Open Open W-137V Open Open W-149V W-153V W-141V W-145V Open Open Open Open Open W-134V Open Open Open W-138V Open Open W-150V W-154V Open Open Description Valve No.1 and 2 diesel engine preheater pump suction valve for preheater pump No.1 No.1 and 2 diesel engine preheater pump suction valve for preheater pump No.2 No.1 and 2 diesel engine preheater pump discharge valve for preheater pump No.1 No.1 and 2 diesel engine preheater pump suction valve for preheater pump No.1 No.1 and 2 diesel engine preheater pump suction valve for preheater pump No.2 No.1 and 2 diesel engine preheater pump discharge valve for preheater pump No.1 No.1 and 2 diesel engine preheater pump discharge valve for preheater pump No.2 No.1 and 2 diesel engine preheater discharge valve No.3 and 4 diesel engine preheater pump suction valve for preheater pump No.1 No.3 and 4 diesel engine preheater pump suction valve for preheater pump No.2 No.3 and 4 diesel engine preheater pump discharge valve for preheater pump No.1 No.3 and 4 diesel engine preheater pump suction valve for preheater pump No.1 No.3 and 4 diesel engine preheater pump suction valve for preheater pump No.2 No.3 and 4 diesel engine preheater pump discharge valve for preheater pump No.1 No.3 and 4 diesel engine preheater pump discharge valve for preheater pump No.2 No.3 and 4 diesel engine preheater discharge valve
Operational
Open Operational Open Open Open Open Operational Operational Open
After opening the consumer inlet and outlet valves ensure all air has been evacuated then close the appropriate vent valves located on the outlet from the consumers. Set the fin stabiliser cooling fresh water pump valves as in the following table: Description Stabiliser cooling pump suction valve Stabiliser cooling pump discharge valve Suction pressure gauge isolating valve Discharge pressure gauge isolating valve Valve W-186V W-187V
j)
Operational
Position Open Open Open Open
Open Operational Open Open
k) Select the pumps for remote operation at the pump starter panel. l) At the pump control system mimic in the GOS select one low temperature fresh water cooling pump as the master pump; the pump will start when selected. At the pump selector screen select another pump and assign it as standby. As the cooling load increases two pumps may be required and a second pump may be started as a master pump. The standby pump start and stop limits may be selected at the Pump Control System mimic in the GOS.
Open
W-142V
h) Set the low temperature consumers as in the following table:
m) Check the expansion tank and replenish as necessary. Issue: Draft 1 - July 2007 IMO No: 9315197 Section 2.5.2 - Page 6 of 8
Maersk Seletar
TIAH

TI PI PI TI TI
W-143V W-139V W-135V W-147V
MC
TX

TI PI PI
PI
TI TI

PI PI
L.O Cooler
Air Cooler
PI TI
W-131V W Alternator
TI TI

TI PI
TI
Electric Signal
Compressed Air

TIAH
W-144V W-140V W-136V W-148V

TI
W-176V
PIAL
W-189V W-188V
TI PI
MC
TX
MC PX
W-164V W-163V
TI
PI
TI TI
Control Air
W-24V TI
PI TI
S-12V
Sea Water System
W-26V
PI
L.O Cooler
Air Cooler
PI
W-132V
TI
W-166V W-165V
TI
W-23V TI
PI TI
S-11V

TC PI CI
Sea Water System
W-25V
PI

TIAH
TI TI
PI PI Electric CI
MC
TX
PI
TI TI
Heater
No.2

PS PI PS PI
TI TI
PS PI
W-22V
W-20V
L.O Cooler
Air Cooler
PI
W-133V
TI
No.3
CI
No.2
CI
No.1
CI

TIAH
W Alternator

TI TI
W-146V W-142V W-138V W-150V

PI Electric
PI
CI
W-162V

AC Unit Workshop
W72V
W-19V
W-18V
W-17V
MC
TX
Heater
TI TI
W-160V
W-159V
PI
TI TI
W-158V Air Cooler

PI TI
W-157V
TI
TI
L.O Cooler
W-134V W
W-28V
W-29V
IMO No: 9315197
Maersk Seletar
n) Check the system for leaks when the system is under pressure and also check the temperature rises when equipment is being operated. o) Check the level of chemical treatment and dose as necessary. CAUTION Any application of chemicals to the fresh water cooling system ensure that all COSHH procedures are followed according to the respective data sheet.
W-187V Working Passageway FW-06V

Illustration 2.5.2b Stabiliser Fresh Water Cooling System
FW-05V
Engine Room
No.7 Hold
No.6 Hold
p) Circulate the low temperature fresh water cooling system and check all users are being supplied with cooling fresh water at the required temperature. Vent any air as necessary. q) With the machinery systems operating check that the correct temperatures are being maintained throughout the system.
PI
CI
W-186V
Port Stabiliser Space FW-10V To/From Central Cooling System FW-09V To/From Stabiliser
Stabiliser Cooling Water Pump 3.6m3/h x 2.0kg/cm2
Note: The diesel generators may be warmed through using the associated preheater units when water is circulating in the central fresh water cooling system. When a generator is warmed through it may be started.
Key LT Cooling Water Lubricating Oil
FW-08V FW-07V To/From Stabiliser
Operation of the Stabiliser Lubricating Oil Cooler Fresh Water Cooling System
Fresh water from the low temperature cooling water system is circulated through the stabiliser lubricating oil coolers located in each stabiliser compartment. A stabiliser cooling fresh water booster pump is fitted in order to ensure that there is sufficient pressure to circulate the cooling water through the coolers. The pump is located on the port side of the 3rd deck, outboard of No.1 diesel generator. The cooling water supply and return lines run along the port working passageway and through the aft end of No.6 hold to the coolers located in the stabiliser compartments. Isolating valves are fitted in the supply and return lines and inlet and outlet valves are located at the coolers. These valves are normally left open and are shown as open in the table. The booster pump valves are normally left open. Whenever the stabilisers are operated the stabiliser cooling fresh water pump is started and stopped by means of a pushbutton at the starter panel. The duty engineer must ensure that the stabiliser lubricating oil cooling water booster pump is started and stopped manually by means of pushbuttons located at the local starter panel.
Starboard Stabiliser Space
IMO No: 9315197
Maersk Seletar
Illustration 2.5.3a Reefer Containers Fresh Water Cooling System
Key Fresh Water Sea Water Compressed Air W78V W76V CI W49V No.2 PI LS Expansion Tank (1.5m3)
LAL
MC

From Fresh Water Hydrophore System W67V PS W64V W69V
PI TI PI TI PI TI PI TI
D50V
S56V S49V S47V S58V From Reefer Cooling Sea Water Pumps
CI W48V No.1
PI
PI
PI TI PI TI
PS
W65V
W68V
TI PI
S57V S50V S48V S59V
Reefer Cooling Fresh Water Pumps (200m3/h x 3.5kg/cm2) PI PS W66V
W70V
TI
Steriliser Chemical Injection Tank 20 litres S79V W50V
CI No.3
PI
PI TI PI TI
Flow Switch W75V
Control Air
TC
W74V
TI PI
S62V S63V S64V S61V
Overboard Discharge
W80V
TI W73V
Reefer Fresh Water Heater
TI W72V
W71V
W77V
TI
Passageway Upper Deck
Passageway No.4 Hold
Fresh Water Return Fresh Water Supply
Fresh Water Return Fresh Water Supply FW01 FW02
Bypass Valve
FW12
FW11
FW04
FW03
FW02
FW01 Upper Side Wing Water Ballast Tank (Port)
Engine Room No.7 Hold No.6 Hold No.5 Hold No.4 Hold
Lower Side Wing Water Ballast Tank (Port)
Double Bottom Water Ballast Tank (Centre)
Lower Side Wing Water Ballast Tank (Starboard)
IMO No: 9315197
Maersk Seletar
2.5.3 reefer container Fresh Water Cooling System
Refrigerated Container (Reefer) Fresh Water Cooling Pumps Manufacturer: No. of sets: Type: Model: Capacity: Shinko 3 Vertical centrifugal SVS-250-M 200m3/h at 3.5kg/cm2 open to allow cooling water to circulate if no containers are connected in the appropriate group. The reefer cooling water coolers are cooled by sea water supplied by the reefer sea water cooling pumps (for additional information refer to section 2.4.1 of this machinery operating manual). The cooling water system operates as required by the refrigerated container (reefer) system. During the operation of the refrigerated container system, there is a risk that the water circulating in the pipelines may freeze due to low air temperatures in the cargo holds and working passageway. To prevent this happening a portion of the pump discharge may be diverted through a steam heater. The heater maintains the return water temperature at a minimum of 2C. To ensure the fresh water temperature is maintained at its optimum temperature a 3-way temperature regulating valve is located in the return line. The temperature controlled 3-way valve regulates the temperature of the fresh water being supplied to the reefer containers at 36C. A silver ion steriliser is located between the container cooling water supply and return lines. The steriliser branch line valves should always be open to ensure that there is always a flow of water through the steriliser. The steriliser operates automatically to maintain the water in a sterile condition. The steriliser system is fitted with a bypass valve W-75V which is normally locked in the closed position. To ensure the fresh water circulation system remains in its optimum condition a 20 litre capacity chemical tank containing inhibitor chemical treatment is fitted. The chemical is injected to the return line to the pump suctions as required. The reefer cooling water should be tested at regular intervals and the necessary treatment chemicals added to the system to maintain the required water quality. CAUTION When handling any chemical treatment to the fresh water chemical tank ensure that all COSHH procedures are followed according to the respective data sheet. During drydock in order to maintain cooling for the reefer system, blanked connections are fitted to the sea water inlet and outlet of each reefer cooler to allow the connection of cooling water supply and return lines.

Procedure for Operating the Reefer Fresh Water Cooling System
The following description assumes that the system is being started for the first time, and the procedure to be processed in conjunction with the sea water system section 2.4.1 of this machinery manual. The start-up of the low temperature fresh water cooling system is as follows: a) Ensure that control air and heating steam are available.
Reefer Fresh Water Coolers Manufacturer: No. of sets: Type: Model: Capacity: Tranter International AB 3 Plate GX-51N - Titanium 1,032,000kcal/h
b) Confirm that the reefer tank cooling water system and expansion tank have been filled to the correct level. When starting the pumps observe the expansion tank level and replenish as necessary. Filling of the expansion tank is carried out by valve D-50V from the fresh water hydrophore system. c) Ensure the system is treated with the appropriate chemicals.
Reefer Fresh Water Heater Manufacturer: No. of sets: Type: Model: Capacity: Steriliser Manufacturer: No. of sets: Type: Model: Capacity: XX 1 Silver Ion XX 1.0m3/h DongHwa Entec 1 Shell and tube GX-51N - Titanium 180,000kcal/h
CAUTION When handling any chemical treatment to the fresh water chemical tank ensure that all COSHH procedures are followed according to the respective data sheet. d) Ensure all instrumentation isolating valves eg, pump suction and discharge pressure gauges/ pressure switches are open and the instrumentation is operational. Check that the gauges are reading correctly. e) Ensure the blanks are fitted to the reefer cooler inlet and outlet branch pipes. Branch pipes are used for dry docking purposes only. Ensure that the sea water cooling system supplying the reefer coolers is operational. Refer to section 2.4.1 of the machinery operating manual.
f)
Introduction
The container fresh water cooling is supplied by an independent fresh water circulation system which has its own fresh water pumps, coolers, heater, sea water pumps, expansion tank, chemical treatment plant and steriliser unit. The expansion tank is supplied with make-up water from the domestic fresh water system. The expansion tank is provided with a low level alarm Note: The 50% flow rate of the fresh water pumps/coolers allows for one or two pumps/coolers to be used depending upon cooling requirements. The system provides cooling water to two hundred containers located at six levels in holds No.4, No.5 and No.7. Each level has two recirculation valves (port and starboard) between the inlet and outlet headers. These valves must be Issue: Draft 1 - July 2007
Note: The 50% flow rate of the cooling water pumps and coolers allows for two pumps and two coolers to be assigned during normal operation. In the following procedure it is assumed that No.1 and 2 fresh water circulating pumps are duty with No.3 assigned as standby. For the fresh water coolers No.1 and 2 are duty with No.3 assigned as standby. g) Set the reefer cooling water pumps and valves as in the following table:
IMO No: 9315197
Maersk Seletar
Illustration 2.5.3a Reefer Containers Fresh Water Cooling System
Key Fresh Water Sea Water Compressed Air W78V W76V CI W49V No.2 PI LS Expansion Tank (1.5m3)
LAL
MC

From Fresh Water Hydrophore System W67V PS W64V W69V
PI TI PI TI PI TI PI TI
D50V
S56V S49V S47V S58V From Reefer Cooling Sea Water Pumps
CI W48V No.1
PI
PI
PI TI PI TI
PS
W65V
W68V
TI PI
S57V S50V S48V S59V
Reefer Cooling Fresh Water Pumps (200m3/h x 3.5kg/cm2) PI PS W66V
W70V
TI
Steriliser Chemical Injection Tank 20 litres S79V W50V
CI No.3
PI
PI TI PI TI
Flow Switch W75V
Control Air
TC
W74V
TI PI
S62V S63V S64V S61V
Overboard Discharge
W80V
TI W73V
Reefer Fresh Water Heater
TI W72V
W71V
W77V
TI
Passageway Upper Deck
Passageway No.4 Hold
Fresh Water Return Fresh Water Supply
Fresh Water Return Fresh Water Supply FW01 FW02
Bypass Valve
FW12
FW11
FW04
FW03
FW02
FW01 Upper Side Wing Water Ballast Tank (Port)
Engine Room No.7 Hold No.6 Hold No.5 Hold No.4 Hold
Lower Side Wing Water Ballast Tank (Port)
Double Bottom Water Ballast Tank (Centre)
Lower Side Wing Water Ballast Tank (Starboard)
IMO No: 9315197
Maersk Seletar
Position Open Open Open Open Open Open Operational Open Open Open Open Close Close Open Open Close Open Open Close Close Open Close Description No.1 reefer cooling fresh water pump suction valve No.1 reefer cooling fresh water pump discharge valve No.2 reefer cooling fresh water pump suction valve No.2 reefer cooling fresh water pump discharge valve No.3 reefer cooling fresh water pump suction valve No.3 reefer cooling fresh water pump discharge valve 3-way temperature control valve No.1 reefer cooler inlet valve No.1 reefer cooler outlet valve No.2 reefer cooler inlet valve No.2 reefer cooler outlet valve No.3 reefer cooler inlet valve No.3 reefer cooler outlet valve Reefer fresh water heater inlet valve Reefer fresh water heater outlet valve Steriliser bypass valve (locked closed) Steriliser inlet valve Steriliser outlet valve Chemical injection inlet valve Chemical injection outlet valve Expansion tank outlet valve to pump suction line Expansion tank drain valve Valve W-48V W-64V W-49V W-65V W-50V W-66V W-71V W-67V W-56V W-68V W-57V W-74V W-62V W-72V W-73V W-75V k) Check the system circulation and check for leaks when the system is under pressure to ensure the system temperature is correctly maintained. Vent any air as necessary. l) Start the steriliser unit and ensure that it is operating correctly. Take water samples for analysis.
m) Open the steam heater supply and return valves and ensure the temperature control valve is operating at the preset value. n) Open the supply and return valves at the reefer containers as required and check their operation. Note: Tests are to be carried out on the cooling water at regular intervals. Add treatment chemicals as necessary to maintain the desired water quality.
Adding Treatment Chemicals to the Circulating Water

Prior to adding treatment chemical to the tank, the tank must be filled with water from the circulation system. Normally the tank will be filled with water after the previous treatment chemical injection. If the tank is empty, water is added to the tank using a water hose through the filling hopper, ensuring valve W-81V is open and closed when full. During filling operations vent valve W-82V is opened and closed when full. Chemical treatment is added to the tank via the filling hopper and valve W-81V. The quantity of treatment is obtained from the dosing instructions supplied with the chemical test kit provided. The chemical injection tank water inlet valve W-79V and the treatment valve W-80V must be opened in order to inject water treatment chemical into the circulating system. The diluted treatment chemical in the tank is displaced by water from the system and when all treatment chemical has been injected into the system the tank inlet and outlet valves are closed. CAUTION During any addition of chemicals to the reefer fresh water cooling system ensure that all COSHH procedures are followed according to the respective data sheets.
W-79V W-80V W-76V W-78V
h) Select the reefer fresh water cooling pumps for remote operation at the pump started panels. i) At the pump control system mimic in the GOS select one reefer fresh water cooling pump as the master pump; the pump will start when selected. At the pump selector screen select another pump and assign as standby. As the cooling load increases two pumps may be required and a second pump may be started as a master pump. The standby pump start and stop limits may be selected at the pump control system mimic in the GOS. Check the expansion tank and replenish as necessary.
j)
IMO No: 9315197
2.6 Fuel Oil and Diesel Oil Service Systems

2.6.1 Main Engine Fuel Oil Service System 2.6.2 Generator Engines Fuel Oil Service System 2.6.3 Boiler Fuel Oil System 2.6.4 Engine Room Waste Oil and Drains System
Maersk Seletar
Illustration 2.6a Fuel Oil Viscosity - Temperature Graph
-10 10,000 5,000 2,000 1,000 500
10
Bu nk er Fu
20
30
40
50 10,000
Temperature C 60 70
80
90
100
110
120
130
140
150
160
170
Notes on Low Sulphur Fuels

10,000 5,000 2,000 1,000 500
el
Oi
5,000 2,000
Regulations for the Prevention of Air Pollution from Ships were adopted in the 1997 Protocol to MARPOL 73/78 and are included in Annex VI of the Convention. The Protocol adopted in 1997 included the new Annex VI of MARPOL 73/78, which entered into force on 19 May 2005. MARPOL Annex VI sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits deliberate emissions of ozone depleting substances. The annex includes a global cap of 4.5% on the sulphur content of fuel oil. Annex VI contains provisions allowing for special Sulphur Emission Control Areas (SECAs) to be established with more stringent controls on sulphur emissions. In these areas, the sulphur content of fuel oil used onboard ships must not exceed 1.5%. The designated areas and commencement dates are: The Baltic Sea The North Sea May 2006 November 2007
Pumping Viscosity usually about 1,000
centistokes
1,000 500
Viscosity - Temperature Relationships

Typical Marine Fuels
Kinematic Viscosity - Centistokes
50
50
50
Boiler Atomisation Viscosity usually between 15 and 65 centistokes
ar
ine
Di
20 15
es
el
Kinematic Viscosity - Centistokes
100
100
100
Oi
20 15 Diesel Injection Viscosity usually between 8 and 27 centistokes
20 15 10
80
Additionally, Port State Authorities may require that ships berthed in designated areas consume low sulphur fuel oil. Care must be taken when changing over from heavy fuel oil (HFO) to low sulphur heavy fuel oil (LSHFO) due to possible incompatibility. This may result in asphalt based sludges precipitating out of the fuel and blocking filters. It may be necessary to change over to marine diesel oil (MDO) as an intermediate stage and flushing out all heavy fuel oil before introducing the low sulphur fuel oil into the system. The use of low sulphur fuel oil with standard alkaline crankcase and cylinder oils may result in lacquering of the cylinder lines with resultant scuffing together with increased deposits on piston crowns and rings. If low sulphur fuel oils are to be used for a prolonged period it may be necessary to change the grade/type of both the main engine cylinder oil and the auxiliary engine crankcase oil.
M
10
ar
ine
Ga
sO
10
IF IF IF -1 -1
il
-3
80
5 4
5 4
IF IF
00
-6
5 4
-3
-10
10
20
30
40
50
60 70 Temperature C
80
90
100
110
120
130
140
150
160
170
IMO No: 9315197
Maersk Seletar
2.6 fuel oil and diesel oil service Systems 2.6.1 main engine fuel oil service System
Fuel Oil Feed (Supply) Pump Manufacturer: No. of sets: Type: Model: Capacity: Fuel Booster Pump Manufacturer: No. of sets: Type: Model: Capacity: Fuel Oil Heater Manufacturer: No. of sets: Type: Capacity: DongHwa Entec 2 Shell and Tube 33.9m3/h, 1,695,000 Kcal/h Taiko Kikai Industries Co. Ltd. 2 Screw Type HHC-35MAB 33.9m/h at 12kg/cm Taiko Kikai Industries Co. Ltd. 2 Screw Type HHC-20MAB 18.5m/h at 5.0kg/cm Fuel oil (HFO or LSHFO) is transferred from the storage tank(s) to the associated settling tank by means of the HFO transfer pump and from the settling tank the fuel oil is passed through a centrifugal separator before discharge to the associated service tank. There are two HFO/MDO transfer pumps, one being normally used for HFO and the other for MDO; a crossover valve system allows either pump to be used for HFO or MDO as required. The HFO/MDO transfer pumps are normally used to transfer fuel oil from the storage to the settling tanks but they may be used to transfer HFO between the storage tanks in order to maintain the trim and stability of the vessel. The fuel oil bunker and service tanks are as follows: Tank No.6 HFO tank (port) No.6 HFO tank (starboard) No.6 Inner LSHFO tank (port) No.6 Inner HFO tank (starboard) HFO settling tank (starboard) HFO service tank (port) LSHFO settling tank (port) LSHFO service tank (port) 100% Capacity 2,190.9m 2,190.9m 1,720.6m 1,720.6m 157.6m 157.6m 157.1m 188.3m

Note: When burning waste oil the boiler fuel oil system has dedicated waste oil pumps and heater. A similar arrangement is available for the burning of diesel oil with the boiler system having a dedicated boiler diesel oil pump. Outlet valves from all fuel tanks are of the remote quick-closing type with a collapsible bridge which can be operated from the fire control station. After being tripped from the fire control station the valves must be reset locally. The settling and service tanks are also fitted with a self-closing test cock to test for and drain any water present. Tundishes under the self-closing test cock drain any test liquid to the oily bilge tank (dirty side). All tanks and heaters are supplied with steam at 6.0kg/cm2 with condensate returning to the dump condenser/drain cooler and then the observation tank, which is located above the feed filter tank and is fitted with an ultrasonic oil detection unit. The amount of steam supplied to the fuel oil module heaters is controlled by a viscosity controller. All fuel oil pipework is trace heated by small bore steam pipes laid adjacent to the fuel oil pipe and encased in the same insulation. Heated and filtered fuel oil is supplied to the main engine from the HFO service tanks, or the LSHFO service tank if operating on low sulphur fuel. However, it is possible to run the main engine on MDO if required. There are supply valves to the fuel oil preparation module from the HFO service tanks and the MDO service tank and normally the valve from the HFO tanks is open and the valve from the MDO service tank is closed. In order to change to operation on MDO the valve from the MDO service tank is opened and the valve from the HFO tanks is closed. Fuel Oil System Flow Description Heavy fuel oil from the HFO service tank, or LSHFO service tank, is supplied to one of two low pressure fuel oil feed pumps. The second pump will be on automatic standby and will start in the event of discharge pressure drop or voltage failure of the running pump. A suction filter is located immediately before each low pressure FO feed pump. A fuel flow meter is located at the outlet from the low pressure FO feed pumps. A pressure regulating valve, set at a pressure of 5.0kg/cm2 is located after the FO feed pumps and this returns released FO back to the pump suction. The low pressure FO feed pumps discharge through the flow meter to the fuel mixing unit from which the FO booster pumps take suction. There is also a connection to the fuel mixing unit from the main engine and generator engine return fuel lines. A valve connects the return FO line to the fuel mixing unit and this return line is also provided with an automatic relief valve, set at 6.5kg/cm2, which releases excess pressure in the return pipe to the HFO service tank, or the LSHFO service tank if the engine is operating on low sulphur fuel. Heavy fuel oil is drawn from the fuel mixing unit to the operating duty FO booster pump which discharges the fuel oil to the heaters. The second FO booster pump will be selected for automatic standby and will start in the event of discharge pressure drop or voltage failure of the running pump. The duty Section 2.6.1 - Page 2 of 9
The diesel oil tanks storage and service tanks are as follows: Tank MDO storage tank (port) MDO service tank (port) 100% Capacity 283.5m 162.4m
Introduction
The main and diesel generator engines are intended to burn heavy fuel oil (HFO) at all times. Such fuel normally has a viscosity of up to 700cSt at 50C, this viscosity and temperature is considered too high for effective atomisation and combustion. A viscosity at the fuel injection valves of between 13 and 17cSt is needed for effective engine operation and so the fuel must be heated before it is delivered to the engine fuel injection system. The temperature to which it is heated depends upon the initial viscosity of the fuel. A viscosity-temperature chart is provided so that the heating temperature may be determined for any fuel of known viscosity. To ensure the correct viscosity for the fuel oil a viscosity controller monitors the viscosity directly and adjusts the heat required so there should be no need for the engineer to intervene. However, knowing what the heating temperature should be allows the engineer to check the functioning of the viscosity controller and enables manual intervention, should the viscosity controller malfunction. Heavy fuel oil is stored on board in four fuel oil bunker tanks, one of these being dedicated to low sulphur heavy fuel oil (LSHFO). There are separate HFO and LSHFO settling and service tanks. Normally the main and generator engines operate continuously on HFO but when entering a designated area the fuel oil supply system is changed over to LSHFO operation.
There are three centrifugal separators which are used to clean HFO and fill the HFO service tanks. Centrifugal separator No.3 may also be used for diesel oil and it is generally set up for diesel oil operation. At least one of the HFO separators will normally be running at all times, with the throughput balanced to match the fuel consumption of the main engine. In an emergency the main engine can be changed over to diesel oil operation. The four diesel generator engines normally operate on HFO, the supply being taken from the fuel oil preparation module which supplies the main engine. Flow meters in the diesel generator engine fuel supply and return lines enable the fuel consumption of the diesel generator engines to be determined. A flow meter in the fuel oil preparation module after the FO feed pumps enables the total fuel consumption to be calculated for the main and generator engines. The boiler HFO supply is taken from the settling tank and supplied to the burner unit via the boiler FO boost pumps and a heater. The boiler may also burn MDO from the MDO service tank and waste oil from the waste oil service tank. The boiler pilot/ignition burner operates on diesel oil.
IMO No: 9315197
Maersk Seletar
Illustration 2.6.1a Main Engine Fuel Oil Service System
Key Heavy Fuel Oil Marine Diesel Oil Compressed Air Steam Condensate Waste Oil Electric Signal F103V F-140V F-102V F-110V Marine Diesel Oil Service Tank (162.4m3) F-186V Heavy Fuel Oil Service Tank (188.3m3) Heavy Fuel Oil Settling Tank (157.6m3) F-185V Low Sulphur Heavy Fuel Oil Service Tank (157.6m3) From Generator Engines

F-184V F-128V F-139V F-130V
Set at 5.5kg/cm2 TI Set at 6.5kg/cm2
F-226V
Low Sulphur Heavy Fuel Oil Settling Tank (157.1m3)
Fuel Mixing Unit
PI
F101V
F-104V
To Generator Engine Marine Diesel Oil Service Pumps
F-228V
F143V
MS
F-241V
CI PI No.1
F-107V
F-142V To Generator Engine Emergency Marine Diesel Oil Pump
F-141V
To Auxiliary Boiler
F-249V F-227V F-112V F-113V Flow Meter
F-105V
PS
Fuel Oil Feed Pumps (18.5m3/h x 5.0kg/cm2)

CI PI No.2
F-108V
F-114V
To Fuel Oil Overflow Tank
F-106V
Control Air
PC PI
F-109V Main Engine (HHI-Sulzer 11RT-Flex96C) PI

PIAL MC PX
TIAHL
Viscotherm

TI TI
F-116V
PI
PI No.1
CI
Set at 12.0kg/cm2
F-127V
DPI
DPAH
F-125V
F-123V
F-120V
F-118V
F-146V
TI
MC TX
F-148V F-147V
MC
DPS
F-126V
F-124V
Bypass Filter Control Air

PI
F-121V
F-117V
Fuel Oil Booster Pumps (33.9m3/h x 12kg/cm2)

PI No.2 CI
LAH LS MC
F-234V F-89V Steam F-129V To Overflow Tank Fuel Oil Auto Backflushing Filter
F-119V
TI TI
To Fuel Oil Overflow Tank To Generator Engines
To Oily Bilge DrainTank
F-90V
Condensate To Oily Bilge Tank (Dirty Side)
IMO No: 9315197
Maersk Seletar
fuel oil booster pump discharges through two fuel oil heaters where the oil is heated to a temperature corresponding to a viscosity of 12cSt using 6.0kg/cm2 steam. A viscosity controller is located in the fuel line after the heaters and is used to regulate the steam supply to the heaters in order to maintain the correct fuel viscosity. This may be bypassed in the event of failure. Note: Normally only one of the fuel oil heaters is required in order to maintain the HFO at the desired viscosity. The heated FO flows through an auto blowdown filter before splitting and flowing to either the generator engines or the main engine fuel rail which supplies the common rail high pressure fuel pumps. The inlet line to the engine fuel system is provided with a quick-closing valve and a pressure control valve connects the inlet line with the outlet fuel line from the engine. This valve is set at a pressure of 12.0kg/cm2 and regulates the pressure at the inlet to the main engine fuel pumps, diverting excess oil back to the fuel mixing unit. The main engine operates on the common rail fuel system with a number of engine-driven high pressure fuel pumps pressurising the fuel rail. From the common fuel rail the high pressure fuel is directed to the cylinder injectors via the volumetric fuel control unit which is operated by the WECS-9520. Fuel is supplied to the cylinder fuel injection valves with the correct timing and in the correct amount to allow the cylinders to develop the desired power. There is no circulation of fuel through the fuel injection valves however fuel is returned from the high pressure pumps and the fuel accumulator; this ensures circulation of fuel and maintains the fuel oil at the correct temperature. The circulating fuel oil is returned to the FO mixing or service tank. Note: With the Common Rail Injection System the high pressure pump delivers fuel to the rail which is common to all cylinders. Each injection valve is actuated in sequence by the ECU as a function of the crankshaft angle. The valve opens when energised and closes when de-energised. The amount of fuel per cycle is determined by the time differential and the system pressure. The actual system pressure is transmitted to the control unit via a pressure sensor and the rail pressure is regulated by the Electronic Control Unit (ECU) via the actuator in the fuel supply to the high pressure pump. The high pressure fuel pump lines, the common fuel rail and the high pressure fuel pipes on the engine, between the common rail and the injection valves, are sheathed; any leakage into the annular spaces formed between the sheathing and the high pressure pipe is led to an alarmed leakage tank and then to the fuel overflow tank. The generator engine HFO supply is taken at the outlet from the fuel preparation module after the auto filter. The FO return line from the generator engines joins the main engine fuel return system between the main engine outlet and the fuel mixing unit. CAUTION Care must always be exercised when dealing with fuel oil and the overheating of HFO and MDO in the service tanks and the fuel system must be avoided. Note: If circumstances require a change to low sulphur fuel, consideration must be given to changing the main engine cylinder lubricant. Normally the cylinder lubricating oil has a high alkalinity in order to neutralise the acid products of combustion. If the engine fuel is changed to one with a low sulphur content (below about 1.5%) the high alkaline additive in the cylinder oil can result in deposits on the cylinder liner which may result in damage to both the liner and the piston rings. The engine builder and lubricant supplier must be consulted for advice on cylinder lubrication if the main engine is to operate for prolonged periods on low sulphur fuel oil. Note: The main and generator engines are normally operated continuously on HFO. The fuel preparation module supplies the main and generator engines and so if the fuel supply to the fuel preparation module is changed to MDO or LSHFO both the main and the generator engines will be supplied with the same fuel.

Note: The main engine is designed to run and manoeuvre on HFO and the change to MDO operation should only be made if the fuel system is to be flushed through for maintenance work, or when the plant is to be shut down for prolonged periods or for environmental reasons. a) Start one of the HFO separators and fill the HFO service tank from the HFO settling tank, see section 2.7.2 of this machinery operating manual. Ensure that the MDO service tank has sufficient fuel for operating the main engine, replenish this tank if required.
b) Ensure that the fuel filters are clean. c) Ensure that the HFO service tank is heated to the desired temperature and that trace heating steam is available at the HFO lines. A steam supply must be available for tank and trace heating.
d) Ensure control air is available. e) f) Ensure that all instrumentation and control valves are open and that all instruments and gauges are reading correctly. Set up the fuel system valves as in the following table:
Procedure for Preparing the Main Engine Fuel Oil Service System for Operation
It should be remembered that the main engine and the generator engines normally operate on HFO at all times and use the same fuel system. A change over to MDO may be made for the reasons given below and either the entire fuel system or the generator engine fuel system may be changed to MDO operation for normal use. It is possible to change just one generator engine to MDO operation and this would be done prior to shutting down for major maintenance. Two generator engine MDO service pumps are provided to flush MDO through a generator engines fuel system; there are separate HFO and MDO supply and return lines for each generator engine. In addition to the two electrically driven generator engine MDO service pumps there is an emergency pneumatically powered MDO service pump; this pneumatically powered pump provides for an MDO supply to the generator engines in the event of an electrical blackout. The following procedure illustrates starting from cold, with the entire fuel system charged with MDO and in a shut down condition. This will only occur during dry docking when shore power is used; the generator engines would then be flushed through with MDO and would need to be changed over to HFO operation when the main fuel system is changed to HFO. The main engine is to be started on MDO and be changed over to HFO operation when running. Changing to HFO operation should take place when the main engine is operating below 75% of MCR and this power should be maintained until the fuel temperature has stabilised at the correct value.
Note: It is assumed that the HFO service tank is to be used and circulating oil will return to this tank when the changeover to HFO operation is made. Position Open Closed Closed Open Closed Open Closed Open Set Description HFO service tank quick-closing outlet valve LSHFO service tank quick-closing outlet valve HFO settling tank quick-closing outlet valve HFO settling tank outlet valve (to auxiliary boiler FO pump) LSHFO settling tank outlet valve HFO settling tank to auxiliary boiler FO pump MDO settling tank to auxiliary boiler FO pump MDO service tank quick-closing outlet valve 3-way valve (from either the LSHFO service tank outlet or HFO service tank outlet) set to HFO service tank outlet Supply valve from MDO service tank located after MDO outlet valve Valve F-101V F-102V F-104V F-241V F-110V F-249V F-241V F-103V F-140V
Open
F-142V
IMO No: 9315197
Maersk Seletar

F-184V F-128V F-139V F-130V
F-226V
Fuel Mixing Unit
PI
F101V
F-104V
F-228V
F143V
MS
F-241V
CI PI No.1
F-107V
F-141V
To Auxiliary Boiler
F-105V
PS

CI PI No.2
F-108V
F-114V
F-106V
Control Air
PC PI

PIAL MC PX
TIAHL
Viscotherm

TI TI
F-116V
PI
PI No.1
CI
Set at 12.0kg/cm2
F-127V
DPI
DPAH
F-125V
F-123V
F-120V
F-118V
F-146V
TI
MC TX
F-148V F-147V
MC
DPS
F-126V
F-124V

PI
F-121V
F-117V

PI No.2 CI
LAH LS MC
F-119V
TI TI
F-90V
IMO No: 9315197
Maersk Seletar
Position Closed Set Description Supply valve from HFO service tank located after the 3-way valve 3-way control valve (enabling return to HFO service tank or LSHFO service tank) set to return to the HFO service tank Overflow valve to LSHFO service tank from the mixing unit Overflow valve to HFO service tank from the mixing unit Fuel mixing unit overflow valve No.1 FO feed pump suction valve No.1 FO feed pump discharge valve No.2 FO feed pump suction valve No.2 FO feed pump discharge valve FO feed pump pressure relief valve back to suction (set to 5.0kg/cm2) Flow meter inlet valve Flow meter outlet valve Flow meter bypass valve FO mixing unit pressure indicator valve (6-PI-3) FO mixing unit drain valve FO mixing unit relief valve (set to 6.5kg/cm2) No.1 FO booster pump suction valve No.1 FO booster pump discharge valve No.2 FO booster pump suction valve No.2 FO booster pump discharge valve Isolating valve to the pressure switch (4-PS-26) located on FO booster pump discharge No.1 FO heater inlet valve No.1 FO heater outlet valve No.2 FO heater inlet valve No.2 FO heater outlet valve Viscotherm inlet valve Viscotherm outlet valve Viscotherm bypass valve Automatic backflush filter valve Backflush filter drain valve (locked open) Isolating valve for sample valve (F-90V) after automatic backflush filter (locked closed) Main engine inlet quick-closing valve Main engine fuel outlet valve Main engine fuel bypass valve Valve F-141V F-139V Position Operational Set Open Description Main engine fuel bypass pressure controlled valve (set to 12kg/cm2) Engine fuel backpressure valve (set to 5.5kg/cm2 ) Return valve to FO mixing unit Valve F-148V F-130V F-128V l)

Open the HFO service tank line supply valve F-141V so that suction is taken from the HFO service tank. Close the cross-connection non-return valve from the MDO service tank F-142V, heated HFO will be drawn from the HFO service tank and will flow through the system. It will be mixed with returning MDO flowing back to the fuel mixing unit and the viscosity controller will monitor the mixture and adjust the steam supply to the heater in order to obtain the correct viscosity.
Closed Closed Operational Open Open Open Open Operational Open Open Closed Open Closed Operational Open Open Open Open Open Open Open Open Open Open Open Closed Set Open Closed Open Open Open
F-186V F-185V F-184V F-105V F-107V F-106V F-108V F-109V F-112V F-113V F-114V F-196V F-228V F-226V F-116V F-118V F-117V F-119V F-193V F-120V F-123V F-121V F-124V F-125V F-127V F-126V F-129V F-89V F-234V F-146V F-147V
The main engine is supplied with MDO from the MDO service tank via tank quick-closing valve F-103V and line non-return valve F-142V. The generator engines will be operating on MDO which is supplied by the duty generator engine MDO service pump. When the fuel oil preparation module is operating it may be used to supply MDO to the generator engines. However, when the fuel oil preparation module is changed to HFO the generator engines will be supplied with HFO and this can cause instability in power generation and electrical supply due to changes in fuel temperature. In order to avoid this the generator engines should be supplied with MDO by the duty generator engine MDO service pump until the main engine is operating satisfactorily on HFO. Individual generator engines may then be changed to HFO operation offload as described in section 2.6.2 of this machinery operating manual. g) Check that there is sufficient HFO in the HFO service tank and that the fuel in the tank has been heated to the correct temperature. h) Select the FO feed pumps and the FO booster pumps for Remote operation at their starter panels. At the Pump Control System mimic in the GOS select one FO feed pump and one FO booster pump as the master pumps. These pumps will start when selected as the lead pump. Select the second pump in each case as the standby pump. The standby pump will start if the lead pump fails to maintain the desired pressure and is activated by a pressure switch at the pump outlet. MDO will be circulated through the fuel preparation module by the FO feed and booster pumps. This MDO will be circulated through the fuel lines to the main engine and will return to the fuel preparation module. i) Start and run the main engine on MDO and ensure that it operates correctly. When the time has come to change over to HFO operation and the engine is operating steadily at below 75% MCR, proceed as follows. Open the engine HFO line trace heating steam and drain valves together with the steam supply and drain valves for the fuel heaters.
m) Monitor the engine operation for any abnormal conditions. The engine conditions will fluctuate slightly during the transition phase from MDO to HFO operation and exhaust temperatures and speed will vary slightly. n) Gradually all MDO in the return line and the fuel mixing unit will be consumed and the engine will be operating on HFO with the viscosity controller maintaining the correct fuel viscosity. o) When the engine is running under stable conditions on HFO, the load may be increased above 75% MCR to the desired value. p) The outlet quick-closing valve F-103V from the MDO service tank must be left open as MDO is supplied to the generator engines in the event of a blackout. q) The main engine is now operating on HFO. Note: The vent valve F-184V at the top of the fuel mixing unit must be open at all times together with the return valve to the operating HFO service tank, F-185V for the HFO service tank or F-186V for the LSHFO service tank. CAUTION Trace heating should not be applied to sections of pipeline isolated by any closed valves on the fuel oil side as damage may occur due to the restricted expansion of the contents. As both the main engine and the generator engines take fuel from the same fuel preparation module, changing from HFO to MDO or vice versa will cause both engine systems to operate on the same fuel. The main engine and generator engines are designed to run on HFO at all times. However, changeover to MDO may become necessary if, for instance, the engine in question is expected to have a prolonged inactive period due to major repairs of the fuel oil system etc., or a dry docking resulting in a prolonged stoppage of the main engine. Additionally, environmental legislation may require the use of low sulphur fuels. If there is a need to change the main and generator engines to MDO for environmental or other reasons, the entire fuel system may be charged with LSHFO or MDO as explained below.
j)
k) Check that the trace heating lines are warm and that the HFO in the HFO service tank is at the correct temperature.
IMO No: 9315197
Maersk Seletar

F-184V F-128V F-139V F-130V
F-226V
Fuel Mixing Unit
PI
F101V
F-104V
F-228V
F143V
MS
F-241V
CI PI No.1
F-107V
F-141V
To Auxiliary Boiler
F-105V
PS

CI PI No.2
F-108V
F-114V
F-106V
Control Air
PC PI

PIAL MC PX
TIAHL
Viscotherm

TI TI
F-116V
PI
PI No.1
CI
Set at 12.0kg/cm2
F-127V
DPI
DPAH
F-125V
F-123V
F-120V
F-118V
F-146V
TI
MC TX
F-148V F-147V
MC
DPS
F-126V
F-124V

PI
F-121V
F-117V

PI No.2 CI
LAH LS MC
F-119V
TI TI
F-90V
IMO No: 9315197
Maersk Seletar
Procedure for Changing the Entire Fuel System to Low Sulphur Heavy Fuel Oil Operation from Heavy Fuel Oil Operation whilst the Engine is Running
In order to comply with MARPOL Annex VI the vessel must only burn low sulphur fuel when operating in designated areas. A change from HFO to LSHFO may be made at any time whilst the engine is running without any special precautions provided that the LSHFO has similar heating requirements as the HFO. Under normal circumstances a changeover to LSHFO will be made at least one hour before the vessel enters the designated area in order to ensure that only LSHFO is being consumed on entry. Similarly a change from LSHFO to HFO operation will be made when the vessel is leaving the area. Company instructions and Chief Engineers Standing Orders must be adhered to all times when changing fuels. Changing from HFO to LSHFO between bunker tanks and settling tanks, and for the FO separator system, is discussed in section 2.7 of this machinery operating manual. a) Ensure that the main engine is operating under stable conditions and that the HFO and LSHFO service tanks have sufficient fuel for prolonged operation of the main and generator engines Note: The HFO and LSHFO service tanks should be replenished from the associated settling tank via the separator system in order to maintain an adequate quantity of oil in the tank.

engine standstill, the HFO in the fuel lines must be replaced by MDO and the HFO is flushed back to the HFO service tank, or the LSHFO service tank if the engine is operating on LSHFO, as it is replaced by MDO. The procedure described below assumes that the fuel system is still circulated with hot HFO supplied from the HFO service tank. a) Shut off the steam supply to the FO heaters.
Procedure for Changing the Entire Fuel System to Diesel Oil Operation from Heavy Fuel Oil Operation whilst the Engine is Running
A changeover may be performed at any time when the engine running but is more usually carried out just prior to arrival in port. To protect the injection equipment against rapid temperature changes, which may cause sticking/ scuffing of the fuel injection valves and of the fuel pump plungers and suction valves, the changeover is carried out as follows (manually). This procedure puts the entire fuel system on MDO operation and so the generator engines will also be changed to MDO operation. a) Check that there is sufficient MDO in the MDO service tank and fill the tank if necessary.
b) Shut off the trace heating steam. c) Sludge the MDO service tank to remove any water.
Regarding temperature levels before changeover, see Changeover from Heavy Fuel to Diesel Oil during Running. d) Open the MDO service tank quick-closing outlet valve F-103V. This valve will always be left open to supply MDO to the generator engines in the event of a blackout. e) Open the MDO supply cross connection valve F-142V to supply MDO and close the HFO line supply valve F-141V to shut off HFO. Close the operating HFO service tank quick-closing valve, either valve F-101V (or the LSHFO service tank valve F-102V).
b) Ensure that the fuel tanks are at the correct temperature, that all trace heating is satisfactory and that the fuel preparation module is operating correctly. c) Open the quick-closing outlet valve from the LSHFO service tank F-102V and assign the 3-way control valve (F-140V) to take suction from the LSHFO service tank. Close the quickclosing outlet valve from the HFO service tank F-101V. LSHFO will be supplied to the fuel preparation module and will gradually replace all of the HFO in the fuel system. The main and generator engines will then operate on LSHFO.
b) Reduce the engine load to 50% of MCR load. c) Open the sludge cock on the MDO service tank in order to remove any water from the tank. f)
d) Check that the MDO service tank quick-closing valve F-103V is open. This valve should always be left open to supply MDO to the generator engines in the event of a blackout. e) f) Shut off the steam supply to the FO heaters and the trace heating lines. When the temperature of the HFO in the FO heater has dropped to about 25C above the temperature in the MDO service tank, but not below 75C, open the MDO cross connection valve F142V and close the HFO line valve F-141V in order to supply MDO to the engine and shut off HFO.
g) Close the fuel mixing unit inlet valve F-128V. Ensure that there is sufficient ullage in the HFO service tank or the LSHFO service tank to accommodate the oil displaced from the fuel system. Ensure that the return 3-way control valve (F-139V) is positioned to the HFO service tank return. When operating on LSHFO position the 3-way valve to the LSHFO service tank. h) The fuel oil feed booster pumps will pump MDO into the fuel system and displace the HFO. i) When the HFO is replaced by MDO, open the inlet valve to the fuel mixing unit F-128V. It will take about 10 minutes for all of the HFO in the system to be displaced by MDO; a check can be made on the temperature of the inlet line to the fuel mixing unit as a drop in temperature will indicate the return of MDO rather than heated HFO. Some MDO will be pumped to the HFO service tank (or the LSHFO service tank if that has been operating) but the quantity will be small and the MDO will be diluted in the HFO in the tank. When the system is filled with MDO the viscosity controller may be shut down if required.
d) When all HFO in the system has been replaced by LSHFO (about 15 minutes with the engine operating at normal full speed), assign the 3-way control return valve (F-139V) to enable the return fuel to the LSHFO service tank, closing the return to the HFO service tank returns. Note: The procedure for changing the fuel system from LSHFO to HFO operation is the same as that described above except that the respective 3-way control valves are positioned to allow the correct orientation for the supply and return of the HFO. When changing from LSHFO to HFO operation the tank return 3-way control valve should be changed over as soon as the change to HFO operation is made. This avoids the risk of any HFO being returned to the LSHFO service tank and so prevents contamination of the LSHFO in the tank.
Procedure for Changing the Entire Fuel System from Heavy Fuel Oil Supply to Diesel Oil Supply during Standstill
Ideally the change to MDO should be undertaken whilst the main engine is running but under some circumstances it may be necessary to flush the fuel system with MDO whilst the engine is stopped. It should be remembered that the main engine is normally manoeuvred on HFO with HFO still remaining in the fuel system whilst the engine is stopped. Heavy fuel oil is recirculated from the main engine fuel manifold outlet back to the fuel mixing unit from where the FO booster pump takes suction. When changing from HFO to MDO during IMO No: 9315197
j)
Maersk Seletar
k) When convenient, the FO feed and booster pumps may be stopped. g) Close the HFO service tank quick-closing valve F-101V (or the LSHFO service tank valve F-102V if LSHFO is being supplied). The return valves on the HFO or LSHFO tank must be left open as there is no provision for return of fuel to the MDO service tank. Note: If, after the changeover, the temperature at the heater suddenly drops considerably, the transition must be moderated by supplying a small amount of steam to the heater. Note: The generator engines will be changed to MDO operation at the same time as the main engine and the operation of the generator engines must also be monitored during this changeover period. In order to prevent generator engine instability problems occurring at the same time it is preferable to change the generator engines to MDO operation separately: see section 2.6.2 of this machinery operating manual.
IMO No: 9315197
Maersk Seletar
Illustration 2.6.2a Generator Engines Fuel Oil Service System
Return Flow Meter F-181V F-183V Marine Diesel Oil Service Tank (162.4m3) F-186V F-185V F-139V F-182V

F-184V F-128V
Set at 6.5kg/cm2
Set at 5.5kg/cm2 TI
F-130V
F-226V
F-209V
Heavy Fuel Oil Service Tank (188.3m3)
Heavy Fuel Oil Settling Tank (157.6m3)
Low Sulphur Heavy Fuel Oil Service Tank (157.6m3)
Low Sulphur Heavy Fuel Oil Settling Tank (157.1m3) From Main Engine
Fuel Mixing Unit
No.1 Generator Engine F-177V

PIAL MC PX
TIAHL
F-231V
DPAH
PI No.1
CI
F-229V
F-103V F-140V
MC
F-102V
F-110V
F-101V
F-104V
PI
LAH LS MC
MC TX
DPS
F-173V F-235V F155V
PS
Generator Engine Marine Diesel Oil Service Pumps (4.8m3/h x 8kg/cm2)

PI CI No.2 MS CI PI No.1
F-228V F-107V F-241V F-249V To Auxiliary Boiler F-227V F-112V

PS
F-156V
F-232V
F-230V No.2 Generator Engine F-178V

PIAL MC PX
TIAHL
F-142V
F-141V
F-105V
DPAH
F-113V
MC
LAH LS MC
MC TX
DPS
Fuel Oil Feed Pumps (18.5m3/h x 5kg/cm2) F-174V F-236V F-153V

PI CI CI PI No.2
F-108V
Flow Meter F-114V F-116V

PI No.1
F-106V Control Air F-109V

PC

CI
F-157V
A
DPAH
F-118V
MC
Generator Engine Emergency Marine Diesel Oil Pump (1.26m3/h x 6kg/cm2) S
PI
F-179V
LAH LS MC
PIAL MC PX
TIAHL
MC TX
DPS
F-117V

PI No.2 CI
F-175V F-237V F-154V F-137V Supply Flow Meter
Starting Air F-206V To Main Engine

DPI
DPAH
Viscotherm

TI TI
F-119V
F-158V
F-127V
MC
F-125V
F-123V
F-120V Key

PIAL MC PX
TIAHL
DPAH
F-136V F-138V
TI
DPS
F-126V Control Air

TI
MC
F-124V
Bypass Filter
F-121V
Fuel Oil Marine Diesel
LAH LS MC
MC TX
DPS
F-176V F-238V F-155V

PC
F-89V F-134V Fuel Oil Auto F-129V Backflushing Filter
PI
TI
Compressed Air Steam Condensate Waste Oil
Steam
F-159V Control Air
F-90V F-135V
Set at 8kg/cm2
To Oily Bilge Tank (Dirty Side)
To Overflow Tank
Electric Signal
IMO No: 9315197
Maersk Seletar
2.6.2 generator engines fuel oil service System
Diesel Oil Service Pump (Electrically Powered) Manufacturer: No. of sets: Type: Capacity: Taiko Kikai Industries Co. Ltd.. 2 Screw Type NHGH-5MTB 4.8m/h at 8kg/cm Each generator engine fuel main inlet is fitted with a quick-closing valve which is operated from a control station outside the generator room concerned. The high pressure fuel injection lines on the engine are sheathed and any leakage from the annular spaces formed by the sheathing is led to the leakage alarm tank on the engine and then to the dirty section of the oily bilge tank. Position Open Open Open Open Operational Operational Open Open Open Operational Closed

Description No.1 generator engine MDO service pump discharge valve No.1 generator engine MDO service pump discharge valve No.2 generator engine MDO service pump suction valve No.2 generator engine MDO service pump discharge valve MDO supply pressure release valve (set to 6.0kg/ cm2) MDO return line pressure release valve (set to 2.0kg/cm2) MDO emergency pump suction valve MDO emergency pump discharge valve MDO emergency pump compressed air supply valve MDO emergency pump compressed air solenoid inlet valve MDO emergency pump compressed air solenoid valve bypass valve Valve F-229V F-231V F-230V F-232V
Emergency Diesel Oil Pump (Pneumatically Powered) Manufacturer: No. of sets: Type: Capacity: XX 1 Screw 1.26m/h at 6kg/cm
Procedure for the Operation of the Generator Engine Fuel Oil Service System
a) Operate the HFO system for the main engine as in section 2.6.1 of this machinery operating manual.
b) Ensure that all instrumentation valves are open and check that all instrumentation is reading correctly. c) Ensure compressed/ control air is available.
Introduction
The four generator engines are designed to run on heavy fuel oil (HFO) at all times but they may operate on marine diesel oil (MDO) should that become necessary. Note: Fuel lines are flushed through with MDO when the engine is to be shut down for prolonged periods. Heavy fuel oil is supplied to the generator engine from the main fuel supply line after the viscotherm and the automatic bypass filter of the fuel preparation unit. Fuel supply and return lines to the generator engines are fitted with trace steam heating. A pressure regulating valve is located in the supply line to the generator engines and this is set to maintain the oil pressure at 8.0kg/cm2. Fuel oil from the main FO line passes through a flow meter to the generator engine supply manifold and then to the individual generator engines. The HFO line to the generator engines is fitted with a spill valve (set at 10.0kg/ cm2) and this prevents excess pressure building up in the generator engine fuel supply manifolds. The fuel released by this valve flows to the return fuel line and back to the fuel mixing unit via a flow meter. There are supply and return connections to the generator engines from the generator engine MDO service pumps for flushing and for operation on MDO when required. Individual generator engines may be changed to MDO operation with the other engines operating on HFO. The MDO common return line from the generator engines is fitted with a pressure regulating valve (set to 2.0kg/cm2) and this maintains the desired backpressure in the generator engine fuel manifolds when operating on MDO. Return MDO flows back to the MDO service tank. The supply pressure in the MDO manifold from the generator engine MDO service pump is maintained by a pressure release valve set at a pressure of 6.0kg/cm2. Issue: Draft 1 - July 2007
F-206V
d) Check that the isolating valves for the pump pressure indicators are open. Also ensure that the isolating valves for the pressure regulators are open. e) f) Ensure the filters are clean. Set the valves as in the following table. Valve F-135V F-134V F-136V F-137V F-138V F-209V
Position Description HFO System Open Generator engine fuel pressure inlet valve to regulating valve F-134V Operational Generator engine fuel oil inlet pressure regulating valve (set to 8.0kg/cm2) Open Generator engine inlet flow meter inlet valve Open Generator engine inlet flow meter outlet valve Closed Generator engine inlet flow meter bypass valve Open Generator engine fuel oil spill valve inlet valve Operational Generator engine fuel oil spill valve (set to 10.0kg/ cm2) Open Generator engine return flow meter inlet valve Open Generator engine return flow meter outlet valve Closed Generator engine return flow meter bypass valve
No.1 Generator Engine Open Quick-closing fuel inlet valve Open HFO inlet valve Closed MDO inlet valve Open HFO outlet valve Closed MDO outlet valve No.2 Generator Engine Open Quick-closing fuel inlet valve Open HFO inlet valve Closed MDO inlet valve Open HFO outlet valve Closed MDO outlet valve No.3 Generator Engine Open Quick-closing fuel inlet valve Open HFO inlet valve Closed MDO inlet valve Open HFO outlet valve Closed MDO outlet valve
F-235V F-152V F-173V F-156V F-177V
F-236V F-153V F-174V F-157V F-178V
F-181V F-182V F-183V
MDO System Open MDO service tank quick-closing outlet valve F-103V Open No.1 generator engine MDO service pump suction F-231V valve IMO No: 9315197
F-237V F-154V F-175V F-158V F-179V
Maersk Seletar
Illustration 2.6.2a Generator Engines Fuel Oil Service System
Return Flow Meter F-181V F-183V Marine Diesel Oil Service Tank (162.4m3) F-186V F-185V F-139V F-182V

F-184V F-128V
Set at 6.5kg/cm2
Set at 5.5kg/cm2 TI
F-130V
F-226V
F-209V
Low Sulphur Heavy Fuel Oil Settling Tank (157.1m3) From Main Engine
Fuel Mixing Unit

PIAL MC PX
TIAHL
F-231V
DPAH
PI No.1
CI
F-229V
F-103V F-140V
MC
F-102V
F-110V
F-101V
F-104V
PI
LAH LS MC
MC TX
DPS
F-173V F-235V F155V
PS
Generator Engine Marine Diesel Oil Service Pumps (4.8m3/h x 8kg/cm2)

PI CI No.2 MS CI PI No.1
F-228V F-107V F-241V F-249V To Auxiliary Boiler F-227V F-112V

PS
F-156V
F-232V
F-230V No.2 Generator Engine F-178V

PIAL MC PX
TIAHL
F-142V
F-141V
F-105V
DPAH
F-113V
MC
LAH LS MC
MC TX
DPS
Fuel Oil Feed Pumps (18.5m3/h x 5kg/cm2) F-174V F-236V F-153V

PI CI CI PI No.2
F-108V
Flow Meter F-114V F-116V

PI No.1
F-106V Control Air F-109V

PC

CI
F-157V
A
DPAH
F-118V
MC
Generator Engine Emergency Marine Diesel Oil Pump (1.26m3/h x 6kg/cm2) S
PI
F-179V
LAH LS MC
PIAL MC PX
TIAHL
MC TX
DPS
F-117V

PI No.2 CI
F-175V F-237V F-154V F-137V Supply Flow Meter
Starting Air F-206V To Main Engine

DPI
DPAH
Viscotherm

TI TI
F-119V
F-158V
F-127V
MC
F-125V
F-123V
F-120V Key

PIAL MC PX
TIAHL
DPAH
F-136V F-138V
TI
DPS
F-126V Control Air

TI
MC
F-124V
Bypass Filter
F-121V
Fuel Oil Marine Diesel
LAH LS MC
MC TX
DPS
F-176V F-238V F-155V

PC
F-89V F-134V Fuel Oil Auto F-129V Backflushing Filter
PI
TI
Compressed Air Steam Condensate Waste Oil
Steam
F-159V Control Air
F-90V F-135V
Set at 8kg/cm2
To Overflow Tank
Electric Signal
IMO No: 9315197
Maersk Seletar
Position Description No.4 Generator Engine Open Quick-closing fuel inlet valve Open HFO inlet valve Closed MDO inlet valve Open HFO outlet valve Closed MDO outlet valve e) Valve F-238V F-155V F-176V F-159V F-180V Position Description No.1 Generator Engine Open Quick-closing fuel inlet valve Closed HFO inlet valve Open MDO inlet valve Open HFO outlet valve Closed MDO outlet valve No.2 Generator Engine Open Quick-closing fuel inlet valve Closed HFO inlet valve Open MDO inlet valve Open HFO outlet valve Closed MDO outlet valve No.3 Generator Engine Open Quick-closing fuel inlet valve Closed HFO inlet valve Open MDO inlet valve Open HFO outlet valve Closed MDO outlet valve No.4 Generator Engine Open Quick-closing fuel inlet valve Closed HFO inlet valve Open MDO inlet valve Open HFO outlet valve Closed MDO outlet valve f) Valve F-235V F-152V F-173V F-156V F-177V i)

The generator engine fuel oil system is now charged with MDO. The engine(s) may be run on MDO if the MDO service pump is kept running. Before starting the engine the fuel system may be refilled with heated HFO from the fuel preparation module in a similar manner.
Procedure for Flushing the Generator Engine Fuel System with Heated Heavy Fuel Oil for Starting
a) Ensure that heated HFO is circulating in the main fuel system and that the fuel preparation unit is functioning correctly.
The generator engines will operate on HFO which comes from the main fuel system, the viscosity being regulated by the viscosity controller and the heaters raising the temperature.
Note: When a generator engine is shut down, heated HFO will be circulated through the fuel system by the high pressure FO booster pump and the fuel system will remain ready for an engine restart. If any work is to be carried out on the fuel system of the generator engine the fuel system may be flushed through with MDO. The generator MDO service pump suction and discharge valves, and the generator engine emergency MDO pump (blackout pump), must be open, together with the MDO service tank outlet valve (F-103V), in order to ensure that the generator engines will be able to operate on MDO should that be necessary. The air supply valve (F-206V) to the generator engine emergency MDO pump must be open at all times and an air supply available. In the event of a blackout the emergency MDO pump will operate and supply MDO to the generator engine fuel supply main.
F-236V F-153V F-174V F-157V F-178V
b) Ensure that the generator engine concerned is disabled and cannot be started accidentally. c) For the generator engine concerned set the valves as follows: Valve F-235V F-152V F-173V F-156V F-177V
F-237V F-154V F-175V F-158V F-179V
Position Description No.1 Generator Engine Open Quick-closing fuel inlet valve Open HFO inlet valve Close MDO inlet valve Open HFO outlet valve Close MDO outlet valve No.2 Generator Engine Open Quick-closing fuel inlet valve Open HFO inlet valve Close MDO inlet valve Open HFO outlet valve Close MDO outlet valve No.3 Generator Engine Open Quick-closing fuel inlet valve Open HFO inlet valve Close MDO inlet valve Open HFO outlet valve Close MDO outlet valve No.4 Generator Engine Open Quick-closing fuel inlet valve Open HFO inlet valve Close MDO inlet valve
Procedure for Flushing an Generator Engine Fuel System with Diesel Oil when the Engine is Stopped
a) Ensure that the engine is shut down and the starting system is disabled.
F-238V F-155V F-176V F-159V F-180V
b) Ensure that there is sufficient MDO in the MDO service tank. c) The system valves must be set as in the preceding description for normal operation of the generator fuel system.
Start the selected MDO service pump and supply MDO to the fuel system of the generator engine concerned. HFO will be forced out of the system and replaced by MDO. The HFO will flow back to the FO return line and into the fuel mixing unit.
F-236V F-153V F-174V F-157V F-178V
d) Shut off tracing steam to the fuel system of the generator engine concerned. e) For the generator engine concerned set the valves as follows:
g) When the HFO has been displaced by MDO in the engine system open the MDO outlet valve for the generator engine concerned and close the HFO outlet valve for that engine. Purging of the HFO from the generator engine system will take several minutes; when the temperature of the fuel outlet pipe from the engine falls this indicates that MDO is flowing through. h) When the fuel system of the generator engine concerned is charged with MDO, stop the MDO service pump.
F-237V F-154V F-175V F-158V F-179V
F-238V F-155V F-176V
IMO No: 9315197
Maersk Seletar
Position Open Close Description HFO outlet valve MDO outlet valve Valve F-159V F-180V
d) Heated HFO will circulate through the generator engine fuel oil system and the displaced MDO will flow to the fuel mixing unit and mix with the HFO already in the system. Note: Although the system described allows some MDO to flow into the HFO circulation system, the amount is very small compared with the total quantity of oil circulating and the dilution effect is insignificant.
Operation of Generator Engines on Low Sulphur Heavy Fuel Oil

The generator engines normally take their fuel supply from the fuel preparation module which supplies the main engine. If the procedure for changing from HFO to LSHFO has been carried out as described in section 2.6.1 above the generator engines will be supplied with the same LSHFO as the main engine. This will comply with MARPOL Annex VI for the use of low sulphur fuel in designated areas.
IMO No: 9315197
Maersk Seletar
Illustration 2.6.3a Boiler Fuel Oil Service System
F-267V Low Sulphur Heavy Fuel Oil Service Tank (188.3m3) Low Sulphur Heavy Fuel Oil Settling Tank (157.6m3) Heavy Fuel Oil Service Tank (157.6m3) F-266V Heavy Fuel Oil Settling Tank (157.1m3) To Sludge Tank F-265V From Sludge Pump F-281V
LAH MC LS
Silometer
SS
Waste Oil Service Tank (18.1 m3)
LAL MC LS
F-282V
DPS
G161 F-269V G192V

No.1
F-276V
F-271V
F-274V
PI
PS TI
TI
TT
PI
TT
F-102V
F-110V
F-101V
F-104V
F-268V
PI
F-140V Flow Meter To Main Engine F-141V F-241V F-249V F-251V F-253V
Waste Oil Burning Pumps (0.95m3/h x 5kg/cm2) G192V F-275V

No.2
F-280V
F-252V
F-248V
F272V F-273V Waste Oil Grind Pump (25.9m3/h x 0.4kg/cm2)
F-277V
Waste Oil Heater
From Marine Diesel Oil Service Tank
S
PI
Control Air
MS PIAL MC PX
TIAHL
S
TS PS PI TI
Boiler Diesel Oil Pilot Pump (61 litres/h x 7kg/cm2)

S S
MC TX
From Working Air System
IG29
F-244V
MS
G206
S M TS
Burner Unit
F-242V
PI
PI
F-243V IG213 G213
G207
Boiler Diesel Oil Pump (1.0m3/h x 5kg/cm2)

CI PI No.1
To Oily Bilge Drain Tank
Boiler Fuel Oil Booster Pumps (1m/h3 x 5kg/cm2) Key Heavy Fuel Oil Marine Diesel oil Compressed Air Steam Condensate Waste Oil To Oily Bilge Tank (Dirty Side)
CI No.2 PI
PS
TI TT TI PI TS TT
F-254V Boiler Fuel Oil Heater
F-255V G29
To Sootblower and Sight Glass

PI PS
Forced Draught Fan
PS
Forced Draught Fan
IMO No: 9315197
Maersk Seletar
2.6.3 boiler fuel oil service System
Boiler Fuel Oil Booster Pump Manufacturer: Model: No. of sets: Type: Capacity: Aalborg Industries SPZ-10-R38 2 Horizontal Screw 1.0m3/h at 5.0kg/cm

Introduction
Fuel oil for the boiler may be taken from the following tanks: HFO settling tank LSHFO settling tank MDO service tank During normal operations the fuel for the boiler is taken from the HFO or LSHFO settling tanks. The boiler burner may also be supplied from the MDO service tank when flashing from cold or in an emergency. The boiler also has the capability for burning waste oil from the waste oil service tank. MDO for the pilot burner is taken from the MDO service tank. Note: Diesel oil is used in the pilot burner which provides ignition for the fuel oil supplied through the main boiler rotary cup burner. Fuel oil is supplied to the boiler burner by the boiler fuel oil booster pumps. One pump will be operating and the other on standby and set to operate automatically should the duty pump fail. The duty pump is selected for operation by turning its selector switch on the boiler panel to the MAN position; a pump is selected for standby by turning its selector switch to the STBY position. Heavy fuel oil is heated before being supplied to the boiler burner and this is achieved at the boiler fuel oil heater located after the boiler fuel oil booster pumps. Waste oil is supplied to the boiler, from the waste oil service tank, by one of two waste oil burning pumps; these pumps may be selected for operation, standby or turned off; the selector switch is turned to the MAN, STBY or OFF position respectively. When a pump mode selector switch is in the MAN position the pump is started by pressing the START pushbutton below the selector switch and is stopped by pressing the STOP pushbutton. The waste oil is heated in the waste oil heater before being supplied to the boiler burner. A waste oil grinding pump is used to circulate the contents of the waste oil service tank and ensure effective mixing at an even temperature. The waste oil service tank is provided with a steam heating coil which must be operated in order to ensure that the waste oil in the tank is maintained at the correct temperature to allow for ease of pumping by the grinding pump. The waste oil grinding pump has a suction from the MDO service tank and this allows the grinding pump and the waste oil burning pumps and waste oil burning system to be flushed through after use. All heavy fuel and waste oil pipework is trace heated by small bore steam pipes laid adjacent to the fuel oil pipe and encased in the same insulation. The boiler fuel oil booster pumps take suction from the selected settling tank via a flow meter. A pressure control relief valve (G29) is located after the heater and maintains pressure in the fuel supply line at the correct value; the pressure relief valve is isolated by means of an inlet valve and the relief valve for the fuel system returns excess pressure back to the pump suction or the selected settling tank. The waste oil system has a similar pressure control valve and the excess waste oil is returned pump suction or to the to the waste oil service tank. Note: The returns from the relief valve may if necessary be returned to the LSHFO or HFO settling tanks. The return valves to these tanks are locked closed. A similar return arrangement is available to return waste oil back to the boiler waste oil service tank. This return valve has no locking arrangement. A pressure switch on the discharge side of the pump activates a changeover sequence in the event of low pressure indicating booster pump failure. The boiler is able to burn waste oil from the waste oil service tank changeover between the fuel oil and waste oil systems is by means of a system of linked three-way cocks at the burner unit. The waste oil system must be operating and thoroughly warmed through before the valves are changed to enable waste oil burning. The linked three-way valves ensure that return oil from the burner unit flows back to the correct system, fuel or waste oil. Throttle valves in the fuel and waste oil lines at the three-way changeover cocks system ensure a return flow back to the respective pump suction, thus maintaining system temperature and flow. When warming through the system or with the burner shut off fuel oil bypasses the burner and flows to the booster pump suction. The boiler has a MDO pilot burner pump which takes suction from the MDO service tank, via the pump suction strainer, and supplies MDO to the pilot burner. The pilot burner supply solenoid valve is controlled by the automatic combustion control system. The boiler burner is of the rotary cup type therefore no atomising steam or air is required.
Boiler Marine Diesel Oil Pump Manufacturer: Model: No. of sets: Type: Capacity: Aalborg Industries SPF-10-R38 1 Horizontal Screw 1.0m3/h at 5.0kg/cm
Boiler Marine Diesel Oil Pilot (Ignition) Pump Manufacturer: Model: No. of sets: Type: Capacity: Aalborg Industries RSA 1 Gear 61 litres/h at 7.0kg/cm
Boiler Waste Oil Burning Pump Manufacturer: Model: No. of sets: Type: Capacity: Allweiller AG ANBP-6.2 2 Progressive Cavity 0.95m3/h at 5.0kg/cm
Waste Oil Grinding Pump Manufacturer: Model: No. of sets: Type: Capacity: Aalborg Industries Vesta 1 Mill Pump 25.9m3/h at 0.4kg/cm
Procedure for the Operation of the Boiler Fuel Oil Service System from Cold
a) Check the quantity of oil in the HFO settling tank and LSHFO settling tank are sufficient to allow for the desired boiler operation. Check the quantity of MDO in the MDO service tank; replenish as necessary.
b) Check that all of the filters are clean. c) Ensure that control air is available and all instrumentation valves are open and that the instruments are reading correctly.
IMO No: 9315197
Maersk Seletar
LAH MC LS
Silometer
SS
LAL MC LS
F-282V
DPS
G161 F-269V G192V

No.1
F-276V
F-271V
F-274V
PI
PS TI
TI
TT
PI
TT
F-102V
F-110V
F-101V
F-104V
F-268V
PI

No.2
F-280V
F-252V
F-248V
F-277V
Waste Oil Heater
S
PI
Control Air
MS PIAL MC PX
TIAHL
S
TS PS PI TI

S S
MC TX
IG29
F-244V
MS
G206
S M TS
Burner Unit
F-242V
PI
PI
F-243V IG213 G213
G207

CI PI No.1
CI No.2 PI
PS
TI TT TI PI TS TT
F-255V G29

PI PS
Forced Draught Fan
PS
Forced Draught Fan
IMO No: 9315197
Maersk Seletar
d) Ensure that the control system is functioning and that there is power at the combustion control system and the fuel oil heater. e) Heavy fuel oil may be taken from the HFO settling tank or it may be taken from the LSHFO settling tank. The description below assumes that HFO is being taken from the HFO settling tank. Set up the valves as in the following table: Position Open Open Open Closed Description Inlet valve to boiler MDO pilot pump Outlet valve from boiler MDO pilot pump Inlet valve to boiler pilot burner MDO line valve to waste oil grinding pump Valve F-246V F-247V F-248V t) r) s)

When sufficient steam pressure is available: Stop firing the boiler. Change over the three-way valve system so that HFO is supplied to the boiler burner unit. Start one of the boiler FO booster pumps, by setting its switch to the MAN position and pressing the START pushbutton; ensure that the other is set to standby. Stop the boiler MDO pump.
f)
g) Set the linked three-way valve system for the burner so that MDO is supplied to the burner unit. h) Set the boiler burner valve system for normal boiler operation; see section HOLD of this machinery operating manual. i) j) Supply electrical power to the boiler burner unit control system and ensure that the rotary cup is turning. Ensure that the Selector for Fuel switch is in the HEAVY position; this is the case even when burning MDO as the switch is used to activate the fuel system valves between the waste oil system and the normal (HFO/MDO system).
Valves without numbers are part of the boiler fuel oil supply unit which is fitted as a supplied complete unit. Position Description HFO System Open HFO settling tank quick-closing valve Closed LSHFO settling tank quick-closing valve Closed Line valve from HFO and LSHFO settling tanks Close Line valve from MDO system Open HFO flowmeter inlet valve Open HFO flowmeter outlet valve Closed HFO flowmeter bypass valve Open Return valve to boiler FO booster pump suction (locked open) Closed Return inlet valve to HFO settling tank (locked closed) Closed Return inlet valve to LSHFO settling tank (locked closed) Open No.1 boiler FO booster pump suction valve Open No.1 boiler FO booster pump discharge valve Open No.2 boiler FO booster pump suction valve Open No.2 boiler FO booster pump discharge valve Open Boiler heater outlet valve Open Inlet valve to HFO pressure regulating valve Operational HFO pressure regulating valve Throttled HFO warming through circulation valve MDO System Open Outlet valve from MDO service tank Closed Line valve from MDO service tank to auxiliary boiler fuel oil system Open Inlet valve to the boiler MDO pump Open Outlet valve from the boiler MDO pump Open Inlet valve to boiler MDO pressure regulating valve Operational Boiler MDO pressure regulating valve Issue: Draft 1 - July 2007 Valve F-104V F-110V F-249V F-241V F-251V F-252V F-253V F-268V F-266V F-267V
u) Recommence firing the boiler. Carefully monitor the fuel temperature at the fuel heater outlet. v) When all MDO has been expelled from the lines and only HFO is being supplied to the boiler burner, start the FO heater and set to AUTOMATIC control at the boiler burner control panel. w) Monitor the boiler system closely until a stable operation exists. Note: Changeover to HFO may take place while still firing the boiler, however, this could lead to unstable flame conditions due to incorrect oil temperature settings at the heater. The boiler is designed to operate and remain on standby using HFO. Change over to MDO is only necessary when maintenance is required and for long periods of shut down. Changing from HFO operation to MDO operation is the reverse of the above procedure. Trace heating should be shut off when firing is stopped on HFO and the valves are changed from HFO supply to MDO supply. The heater must also be switched off at this point. Note: Attention must always be paid to the combustion conditions in order to prevent the production of smoke.
k) Start the boiler MDO pump and check that the fuel line to the boiler burner is pressurised. l) Ensure that the fuel heater unit is vented of air.
m) Start the diesel oil ignition pump and flash up the boiler pilot burner using the electrical ignition. n) Start the combustion control system so that the main burner starts. o) Raise steam at the rate recommended by the boiler manufacturer.
F-254V F-255V G29 G213 F-103V F-241V F-242V F-243V F-244V IG29
p) When steam is available supply heating steam to the HFO settling tank and raise the temperature of the HFO in the tank. q) When the temperature of the HFO in the settling tank reaches approximately 75C, supply trace heating steam to the boiler fuel lines opening the condensate valves from the trace heating lines. CAUTION Trace heating should not be applied any section of pipeline isolated by closed valves, as damage may occur due the expansion of the contents.
Boiler Operation on Low Sulphur Heavy Fuel Oil

When the vessel is operating in a designated area it will be necessary to burn LSHFO. This is carried out in the same manner as HFO but drawing from the LSHFO settling tank.
IMO No: 9315197
Maersk Seletar
LAH MC LS
Silometer
SS
LAL MC LS
F-282V
DPS
G161 F-269V G192V

No.1
F-276V
F-271V
F-274V
PI
PS TI
TI
TT
PI
TT
F-102V
F-110V
F-101V
F-104V
F-268V
PI

No.2
F-280V
F-252V
F-248V
F-277V
Waste Oil Heater
S
PI
Control Air
MS PIAL MC PX
TIAHL
S
TS PS PI TI

S S
MC TX
IG29
F-244V
MS
G206
S M TS
Burner Unit
F-242V
PI
PI
F-243V IG213 G213
G207

CI PI No.1
CI No.2 PI
PS
TI TT TI PI TS TT
F-255V G29

PI PS
Forced Draught Fan
PS
Forced Draught Fan
IMO No: 9315197
Maersk Seletar
Procedure to Change Over the Boiler Fuel Oil System from Marine Diesel Oil/Heavy Fuel Oil to Waste Oil
The following procedure assumes that the boiler is firing on heavy fuel oil or diesel oil, that steam is available from the steam system and heating has been applied to the boiler waste oil service tank if required. a) Drain all possible water from the waste oil service tank. b) Ensure that all instrumentation valves are open. j) c) Position the valves as shown in the table: Description Waste oil service tank quick-closing outlet valve Waste oil grinder pump suction valve Waste oil grinder pump discharge valve No.1 waste oil burner pump suction valve No.1 waste oil burner pump discharge valve No.2 waste oil burner pump suction valve No.2 waste oil burner pump discharge valve Waste oil heater outlet valve Pressure control valve inlet valve Pressure control valve Waste oil return valve to waste oil tank Waste oil recirculating valve to burner pump suction Burner waste oil/fuel oil changeover valve Burner diesel/waste oil or fuel oil changeover valve Waste oil recirculating valve Silometer vent/test valve Valve F-271V F-272V F-273V F-274V F-276V F-275V F-277V F-280V F-269V G161 F-281V F-282V G207 G206 G213 Heated waste oil will now be circulating to the burner changeover valve and returning through recirculating valve G213. g) Start selected waste oil burning pump and circulate waste oil through heater and returning to service tank. h) Manually open the steam supply to the waste oil heater and monitor the oil temperature. i) When oil temperature has stabilised at the required temperature. Open recirculating valve F-282V to pump suction and close return valve F-281V to service tank.
Position Open Open Open Open Open Open Open Open Open Operational Open Close Operational Operational Throttled Closed
k) At boiler control panel change selector switch HEAVY/WASTE to WASTE l) The boiler will change over to waste oil and continue firing as required.
m) Change over the operation of the heater steam control valve to automatic by fully opening the steam inlet valve. CAUTION Monitor combustion conditions closely. Combustion will vary, depending on the mixture of the contents in the waste oil tank. n) Change over the boiler burner to automatic control when the boiler is firing on waste oil under stable combustion conditions. o) Monitor the level in the waste oil tank and prepare to change back to heavy fuel oil when the tank level is reduced. p) If required maintain the load on the boiler by use of the steam dump system. Note: The burner will automatically change back to burning heavy fuel oil if the following criteria are met: 1) Waste oil pressure drops below set limit. 2) Water contents of waste oil exceeds set limit. 3) Burner load (compound regulator) is too low. 4) Selector switch is changed from WASTE to HEAVY.
d) Open the steam supply to the trace heating for the waste oil system. CAUTION Trace heating should not be applied to sections of pipeline isolated by closed valves on the HFO side as damage may occur due the expansion of the contents. e) f) Start the waste oil grinding pump. Circulate waste oil until silometer water reading is stable.
IMO No: 9315197
Maersk Seletar
Illustration 2.6.4a Waste Oil and Drain System
Port BG-63V Bilge Shore Connection Starboard BG-62V

LS LAH MC
F-265V
Boiler Waste Oil Service Tank (18.1m3)
LAL MC LS
B-92V From Bilge Oil/Water Separator From Lubricating Oil Transfer Pump
(L-35V) B-38V B-91V
B-79V B-55V B-39V To Bilge Holding Tank From Main Engine Under Piston Drain (Scavenge Space) From Main Engine Stuffing Box Drain L-136V L-135V From Main Engine Leakage Drain Sludge Oil Trap (90 litres) From Main Engine Bedplate Drain B-37V B-80V PI Sludge Pump (35m3/h x 3.5kg/cm2) CI PI Sludge Collection Pump (5m3/h x CI 3.5kg/cm2) F-49V
LS
F-88V L-24V
F-88V
Sludge Tank (178.6m3)
From Oily Bilge Pump
B-53V
B-54V
L-41V
From Lubricating Oil System Savealls From Fuel Oil System Savealls
L-137V
L-138V
B-64V
B-51V B-30V
LAH MC LS LS
To Oily Bilge Pump B-23V

LAH MC LS LS
B-50V B-22V B-21V
Key Waste Oil / Drain
Oily Bilge Tank (Dirty) (19.3m3)
Overflow
Oily Bilge Tank (Clean) (17.1m3)
IMO No: 9315197
Maersk Seletar
2.6.4 engine room waste oil and drains System

Position Closed Closed Open Open Closed Closed Closed Open Description Oily bilge tank (clean) suction valve Oily bilge tank (dirty) oily bilge pump suction valve Sludge collection pump suction valve Sludge collection pump discharge valve Sludge pump discharge valve Sludge pumps discharge valve to sludge tank Discharge valve from lubricating oil system Boiler waste oil tank filling valve Valve B-22V B-30V B-54V B-79V B-55V B-91V L-35V B-92V Note: Waste oil and sludge may be transferred ashore through valve B-80V from the sludge pump to the deck/shore discharge line. The appropriate shore connection blank must be removed and the valve opened: BG-63V for the port shore connection or BG-62V for the starboard shore connection.
Introduction
Waste oil collected on board may be disposed of by being burnt in the auxiliary boiler or retained on board for discharge to a barge or shore facility. Drains from all oil related save-alls are led into the dirty section of the oily bilge tank. This includes the liquids from the fuel tank sludge cocks which are opened in order to check for the presence of water and sludge. Oil drained from the fuel oil preparation unit filters is discharged to the fuel overflow tank. Collected oil from the oily water separator is also discharged into the dirty section of the oily bilge tank. The oily bilge tank (dirty) has two suctions connected to the sludge collecting pump. The high suction would normally be used to remove oil from the tank and the low suction for discharging the entire contents to shore. The low suction is also used for removal of water with the bilge water pump through the bilge oil/water separator. The tank is fitted with a steam heating coil to assist the separation of any oil from the water in the tank. Waste oil for burning in the boiler is pumped to the waste oil service tank where it is heated and all possible water is drained off. The oil is then circulated by the grinding pump to ensure a homogenous mixture before being delivered to the boiler burner. See section 2.6.3 of this manual. The waste oil service tank is filled from the oily bilge tank (dirty side) by means of the sludge transfer pump and from the sludge tank by the sludge pump. Oil may also be pumped from the lubricating oil system with the lubricating oil transfer pump which discharges through valve L-35V into the line from the sludge pumps. If overfilled the waste oil service tank will overflow to the sludge tank.
Tank Vents
Any tank containing oil or other volatile substance (such as gas generated by sewage decomposition) must be vented to a safe position. Explosive gases must be liberated to atmosphere through an element which will prevent the flash back of flame, should the gases or vapours ignite after release. These elements should be checked at intervals to ensure that they are correctly in position and are not damaged. Any damage must be reported and the element changed immediately. All lines connecting tanks to the release vent or the vent/oil mist box must be clear without obstruction to flow. The oil mist box located in the funnel has vent line connections from the main engine crankcase and from the generator engine crankcases. Individual gooseneck vents are fitted to the LO storage and settling tanks.
Note: It is essential that all valves associated with the sludge pumps which are marked as closed in the table above, are actually closed in order to prevent the discharge of waste oil into other lines. Blanks on the shore discharge lines should also be checked to ensure that they are secure. e) Start the sludge collecting pump and transfer the desired quantity to the waste oil service tank. The waste oil service tank overflows to the sludge tank via a sight glass. When the desired quantity of waste oil has been transferred stop the sludge collection pump and shut all valves.
f)
g) Record the transfer of waste oil in the oil record book. Note: A similar procedure is used for transferring the contents of the oily bilge tank (dirty or clean side) to the sludge tank except for the setting of the pump suction and discharge valves.
Procedure to Transfer from the Oily Bilge (Dirty) Tank to the Waste Oil Service Tank using the Sludge Collecting Pump
a) Ensure that all valves are initially closed.
Procedure to Transfer from the Sludge Tank to the Waste Oil Service Tank using the Sludge Pump
The operation is carried out as described above with the valves set as shown in the following table. Position Open Closed Open Open Closed Closed Closed Open Description Sludge tank high suction valve Sludge tank low suction valve Sludge pump suction valve Sludge pump discharge valve to waste system Sludge pump discharge to deck Sludge pumps discharge valve to sludge tank Discharge valve from lubricating oil system Boiler waste oil tank filling valve Valve F-49V F-88V B-53V B-55V B-80V B-91V L-35V B-92V
b) Ensure that there is sufficient capacity in the waste oil service tank to receive the waste oil to be transferred. c) Supply steam tracing to the waste oil lines.
d) Set the valves as shown in the following table: Position Open Closed Description Oily bilge tank (dirty) high suction valve Oily bilge tank (dirty) low suction valve Valve B-50V B-21V
IMO No: 9315197
2.7 Fuel Oil and Diesel Oil Transfer Systems

2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System 2.7.2 Fuel Oil and Diesel Oil Separating System
Maersk Seletar
Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
From Fuel Oil Separators
TX TX
TIAH TIAH

Heavy Fuel / Marine Diesel Oil Filling Key
MC
MC
F-16V
F-7V
TX
TIAH
MC
TX
TIAH
From Fuel Oil Separators F-17V
DO-04 DO-02
FO-08 FO-06 A Deck
Heavy Fuel Oil Marine Diesel Oil Compressed Air Steam Condensate Waste Oil / Drain
MC
Marine Diesel Oil Service Tank (162.4m3)
LS
F-6V
F-66V F-83V
From Main Engine Leakage Line From Fuel Oil Backflush Filter From Fuel Mixing Unit
F-33V
F-61V
F-62V F-63V
F-31V
F-32V F-34V
Fuel Oil Overflow Tank (77.8m3)
No.7 Cargo Hold F-3V F-22V To Fuel Oil Separators To Fuel Oil Separators To Oily Bilge Tank (Dirty Side) F-24V F-21V Suction/Fill F-19V Heavy Fuel Oil / Marine Diesel Oil Transfer Pumps (92m3/hx3.0kg/cm2) F-5V
PI
No.6 Cargo Hold
No.6 HFO Tank (Port) (2190.1m3)
LS
F-35V To Fuel Oil Separators F-23V
Suction/Fill F-20V F-18V Pipe Tunnel Overflow
FO-04 FO-03
FO-02 FO-01
No.6 LSHFO Tank (Inner P) (1720.6m3)
LS
No.5 Cargo Hold
No.1 CI F-4V Engine Room No.7 Cargo Hold No.6 Cargo Hold
No.6 HFO Tank (Inner S) (1720.6m3)
LS
F-14V Marine Diesel Oil Storage Tank (283.5m3) F-11V
PI
No.2 CI
F-13V F-10V A Deck DO-01 FO-05 FO-07 No.6 HFO Tank (Starboard) (2190.1m3)
F-80V
LS
F-9V
DO-03
Heavy Fuel / Marine Diesel Oil Filling
IMO No: 9315197
Maersk Seletar
2.7. Fuel oil and Systems diesel oil transfer
The HFO/MDO transfer pumps are used for transferring oil from the FO overflow tank to the bunker and settling tanks. Fuel oil is transferred from the HFO (or LSHFO) bunker tanks to the HFO settling tank (or LSHFO settling tank) as required and the contents of the settling tank is transferred to the associated service tank by the HFO separators. The outlet valves from the settling and service tanks are quick-closing valves of the collapsible bridge type which are operated from the fire control station. After being tripped, the valves must be reset locally. The settling and service tanks are fitted with self-closing test cocks to test for the presence of water and to drain any that is present. Tundishes under the selfclosing test cock drain any liquid to the oily bilge tank (dirty side). Bunker, settling and service tanks are provided with remote level and temperature indication in the engine control room; there are high level and high-high level alarms in all fuel oil tanks. All HFO tanks are fitted with heating coils, the heating steam being supplied at 6.0kg/cm2 from the main steam system. Condensate from the heating coils flows to the dump condenser/drain cooler and then to an inspection tank before entering the feed filter tank. All FO transfer lines are trace heated by steam also at 6.0kg/cm2. Heavy Fuel Oil Tanks Compartment No.6 starboard outer (HFO) No.6 starboard inner (HFO) No.6 port outer (HFO) No.6 port inner (LSHFO) HFO settling tank HFO service tank LSHFO settling tank LSHFO service tank Total HFO Capacity on Board Capacity (SG 0.990) 100% (m3) 98% (Tonnes) 2,190.9 2,125.6 1,720.6 1,669.6 2,190.9 2,125.6 1,720.6 1,669.6 157.6 152.9 157.6 152.9 157.1 152.4 188.3 182.7 8,483.6 8,231.3

Below are general precautions to be followed when bunkering: All engineers and other personnel involved in the bunkering process should know exactly what role they are to play and what their duties are to be. Personnel involved should know the location of all valves and gauges and be able to operate the valves both remotely and locally as applicable. A bunker plan must be drawn up prior to bunkering and all personnel involved in bunkering need to be fully aware of the contents of the plan and understand the entire operational procedure. Shore or barge tanks, whichever form is being used, should be checked for water content. Representative samples are to be drawn using the continuous drip method for the duration of the loading operation and dispatched for analysis. Samples should be taken at the bunker supply manifold inlet to the ship system. 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 and existing bunkers the new bunkers should not be loaded on top of existing bunkers. No internal transferring of bunkers should take place during bunker loading operations, unless permission has been obtained from the Chief Engineer. Before the bunkering operation commences the officer in charge of the bunkering operation must agree with the bunker supplier the specification and quantity of the fuel to be delivered. The Chief Engineer should calculate the estimated finishing ullages/dips, prior to the starting of loading. Bunker tanks should not exceed 95% full; high level alarms are fitted at the 95% full level for all tanks. Any bunker barges attending the vessel are to be safely moored alongside before any part of the bunker loading operation begins. Level alarms fitted to bunker tanks should be tested prior to any bunker loading operations. The soundness of all lines should be verified by visual inspection. The pre-bunkering check list must be completed. The Chief Engineer, or another designated officer as indicated above, is responsible for bunker loading operations, assisted at all times by a sufficient number of officers and ratings to ensure that the operation is carried out safely.
2.7.1 fuel oil and diesel oil bunkering and transfer System
Heavy Fuel/ Marine Diesel Oil Transfer Pump Manufacturer: No. of sets: Type: Capacity: Taiko Kikai Industries Co. Ltd. 2 WLS-100MB 92m/h at 3.0kg/cm
Introduction
Heavy fuel oil, for the main engine, generator engines and boiler, is stored in deep tanks located forward of the engine room in No.6 hold. Three of these tanks, No.6 starboard outer, No.6 starboard inner and No.6 port outer are used for HFO but No.6 port inner is designated for use by low sulphur HFO (LSHFO). The bunker tanks are filled through dedicated connections at the port and starboard bunker stations which are located on A deck at the forward end of the accommodation block. There are separate connections for HFO and MDO. The bunker stations also have connections for filling the lubricating oil storage tanks. Heavy fuel oil (or LSHFO) is transferred from the storage tanks to the HFO settling tank (or the LSHFO settling tank) and then treated in the centrifugal separators before being discharged to the HFO service tank (or LSHFO service tank). Fuel oil is supplied to the main and generator engines from the HFO or LSHFO service tanks. The boiler is supplied from the HFO or LSHFO settling tanks. The LSHFO is used when the vessel is operating in designated areas. The HFO/LSHFO bunkering line is fitted with a relief valve F-22V, set at a pressure of ?????? kg/cm2, with the discharge flowing into the FO overflow tank. The HFO/MDO transfer pumps are used to transfer fuel oil from the bunker tanks to the settling tanks. No.1 HFO/ MDO transfer pump may be used for transferring HFO between the HFO bunker tanks or discharge to the deck bunker connections if required. Bunkering and FO transfer is controlled from the FO mimic panels in the engine control room and ships control centre. Discharge valves on the HFO/MDO transfer pumps allow delivery to the settling tanks or to the bunker main. From the bunker main individual tank filling/suction valves allow the individual bunker tanks to be filled as required. There are separate lines leading to the port and starboard pairs of bunkers tanks. This permits oil to be transferred from port to starboard or vice versa. The bunker tank filling/suction valves are of the remotely operated type.
Precautions to be Observed Prior to and During the Loading of Bunkers

Company bunkering procedures must be observed at all times and all personnel involved in the bunkering procedure, whether planning or actual operation of bunkering, must be fully aware of the company bunkering rules which are contained in the document No.2345 Precautions During Bunkering. This document and others related to bunkering can be found on any networked computer in SMS Applications - GSMS; Global Ship Management System - Operating Procedures - Bunkering. It is essential that all personnel involved in the bunkering procedure know who is in charge of the bunkering operation. The Chief Engineer is always in charge of bunkering operations assisted by other designated officers and crew members as required. IMO No: 9315197
Maersk Seletar
TX TX
TIAH TIAH

MC
MC
F-16V
F-7V
TX
TIAH
MC
TX
TIAH
DO-04 DO-02
FO-08 FO-06 A Deck
MC
LS
F-6V
F-66V F-83V
F-33V
F-61V
F-62V F-63V
F-31V
F-32V F-34V
PI
No.6 Cargo Hold
LS
FO-04 FO-03
FO-02 FO-01
LS
No.5 Cargo Hold
LS
PI
No.2 CI
F-80V
LS
F-9V
DO-03
IMO No: 9315197
Maersk Seletar
A watch must be kept at the manifold during loading. All personnel involved in the bunkering operation must be in radio contact. The maximum pressure in the bunker line to the storage tanks should be below ?????? kg/cm2, at which point the line relief valve will discharge to the FO overflow tank. Safe means of access to barges/shore shall be used at all times. Scuppers and save-alls, including those around bunker tank vents, must be effectively plugged. Drip trays are to be provided at bunker hose connections and means of containing and cleaning up any oil spills must be in place. The bunkering operation is carried out from the ship control centre and is a remote controlled operation with valves being opened and closed from the fuel bunkering and transfer mimic panel. The initial loading rate must be agreed with the barge or shore station and bunkering commenced at an agreed signal. Only upon confirmation of no leakage and fuel going into only the nominated tank(s), should the loading rate be increased to the agreed maximum. When the tank being filled reaches 80% full, the filling 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. Filling of the tank must be stopped when the tank reaches 95% full. 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. 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. Information required to be entered includes date, time, quantity transferred, tanks used and personnel involved. Note: The fuel transfer lines and valves should be pressure tested once each year and details of the tested inserted in the engine room log book. SOPEP equipment must be maintained in a complete condition at all times.

Procedure for Bunkering Fuel Oil from a Shore Installation or Barge
a) At the bunker connection to be used, remove the blank and connect the bunkering hose. Check the joint/gasket and replace if there are any signs of damage. i) j) Signal to the barge/shore station to commence bunkering FO at a slow rate. Check the ship to shore connection and pipeline for leaks.
k) Check that FO is flowing into the required FO bunker tank(s), and not to any other tank. l) Signal the bunker barge/shore station to increase the bunkering rate to the agreed maximum.
b) Ensure that the blanks on the other bunkering connections are secure and that all valves are closed, including the drain and sampling valves. The drip tray must be empty and drain closed. c) Open the filling valve(s) on the FO bunker tanks to be filled. The valves are remotely operated from the bunkering mimic. Valve FO-01V FO-02V FO-04V FO-03V
m) Commence taking the bunker sample at the cock at the deck manifold. n) As the level in the first bunker tank(s) approaches 80% open the next tank(s). Close in the filling valve(s) on the tank(s) approaching their 90% full capacity in order to top the tank(s) off, then close the filling valve(s) completely when the required level is reached. o) 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 signalled to the barge or shore station. p) When the final tank is full, the barge or shore station must be signalled to stop pumping. q) Ensure that the sample containers are properly sealed and have them despatched for analysis. r) s) t) Open the bunker line vent valve and allow the hose to drain back to the supplier. Close all bunker station and tank filling valves. Disconnect the hose and replace the blank at the bunker station connection.
Description No.6 starboard outer HFO bunker tank suction/filling valve No.6 starboard inner HFO bunker tank suction/filling valve No.6 port outer HFO bunker tank suction/filling valve No.6 port inner LSHFO bunker tank suction/filling valve
Note: It is essential that at least one tank filling valve is open at all times when bunkering. Care must be taken to ensure that HFO is not loaded into the LSHFO tank or that LSHFO is not loaded into a HFO tank. Contamination of LSHFO with HFO will destroy the effectiveness of the LSHFO in complying with environmental control orders in designated areas. d) Open the valve at the selected bunkering station, FO-06V for the port bunker station or FO-05V for the starboard bunker station; the valve at the bunker station not in use must be checked to ensure that it is securely shut. The sampling valve (FO-08V for the port bunker station or FO-07V for the starboard bunker station) must not be opened until the drip sampling unit is firmly connected and fuel oil is being loaded. e) f) Ensure that the oil pollution equipment is available and secure scupper drains. Ensure all fuel oil tank vents are clear
g) Establish effective communication between the ships control centre, the engine room, the deck filling manifold and the bunkering barge/shore station using portable VHF/UHF radios. h) Agree filling rates and signalling systems with the barge or shore station. Agree the quantity and specification of the fuel oil to be supplied.
u) Check tank levels and agree quantity supplied then, if satisfied, sign the bunker receipt. u) Enter full details of the bunkering operation in the Oil Record Book.
IMO No: 9315197
Maersk Seletar
TX TX
TIAH TIAH

MC
MC
F-16V
F-7V
TX
TIAH
MC
TX
TIAH
DO-04 DO-02
FO-08 FO-06 A Deck
MC
LS
F-6V
F-66V F-83V
F-33V
F-61V
F-62V F-63V
F-31V
F-32V F-34V
PI
No.6 Cargo Hold
LS
FO-04 FO-03
FO-02 FO-01
LS
No.5 Cargo Hold
LS
PI
No.2 CI
F-80V
LS
F-9V
DO-03
IMO No: 9315197
Maersk Seletar
Procedure for Transferring Heavy Fuel Oil from the Port or Starboard Heavy Fuel Oil Bunker Tanks to the Heavy Fuel Oil Settling Tank
Prior to any HFO transfer steam heating would be applied to the tank and trace heating to the transfer lines. The HFO/MDO transfer pumps are equipped for automatic start and stop with actuation by level switches in the HFO/LSHFO settling tanks (or the MDO service tank). Both HFO/MDO transfer pumps may be selected for manual (MANU) or automatic (AUTO) at their starter panels. Manual operation requires manual start and stop at the START and STOP pushbuttons. Automatic operation allows the pump to start and stop according to the level in the settling. (For the MDO service tank No.2 pump is started manually but has an automatic stop) High and low level switches in the HFO/LSHFO tanks activate start and stop. The pumps have a selector switch for MDO or HFO but only No.2 pump is used for MDO transfer under normal circumstances. A Control Mode selector switch at No.1 HFO/MDO transfer pump starter panel allows for change of control between the HFO and the LSHFO settling tanks. This selector switch has two positions No.1 and No.2. No.1 Position No.1 HFO/MDO transfer pump HFO settling tank No.2 HFO/MDO transfer pump LSHFO settling tank No.2 Position No.1 HFO/MDO transfer pump LSHFO settling tank No.2 HFO/MDO transfer pump HFO settling tank For the control mode switch to be active the HFO/MDO switch must be in the HFO position for the pumps and the pumps must be selected for auto mode. Care must be taken when setting the pump switches to ensure that the system valves are correctly set for the pump operation selected. Operating a pump with valves incorrectly set can result in pump damage if a suction valve is closed or suction is taken from an empty tank. For No.2 pump to pump HFO/LSHFO the HFO/LSHFO settling tanks the discharge crossover valve F-14V and crossover pump suction valve F-13V must be open. Procedure using No.1 Heavy Fuel Oil/Marine Diesel Oil Transfer Pump a) The system described is for automatic transfer of HFO with the No.1 HFO/MDO transfer pump being activated by level switches in the HFO settling tank. No.1 HFO/MDO transfer pump may be selected for manual transfer if required, with manual start and stop of the pump. Trace heating steam should be applied to all transfer lines which are in use but not to any other lines. b) Set the pump valves as in the following table: Position Description No.1 HFO/MDO Transfer Pump Open No.1 HFO/MDO transfer pump suction valve from bunker tanks Closed No.1 HFO/MDO transfer pump suction valve from FO overflow tank (at FO overflow tank) Closed Crossover suction valve between No.1 and No.2 HFO/MDO transfer pumps (locked closed) Closed Crossover discharge valve between No.1 and No.2 HFO/MDO transfer pumps (locked closed) Open No.1 HFO/MDO transfer pump discharge valve to HFO settling tanks Closed No.1 and No.2 HFO/MDO transfer pump discharge valve to bunkering line No.2 HDO/MDO Transfer Pump Closed No.2 HFO/MDO transfer pump suction valve from MDO tank Closed No.2 HFO/MDO transfer pump discharge valve to the MDO tank c) Valve F-4V F-3V F-13V F-14V F-5V F-8V f)

Open the HFO settling tank filling valve F-6V and check that the LSHFO settling tank filling valve F-7V is closed.
g) Select No.1 HFO/MDO transfer pump for HFO and AUTO mode; set the control mode switch to position 1. The pump will be started and stopped according to the level in the HFO settling tank. Note: If No.1 HFO/MDO transfer pump is selected for manual operation the pump must be started and stopped manually at the pump control panel and the operator must carefully check the HFO settling tank level in order to correctly assess the time for starting and stopping. Procedure using No.2 Heavy Fuel Oil/Marine Diesel Oil Transfer Pump No.2 HFO/MDO transfer pump may be used for transferring HFO from the HFO bunker tanks to the HFO settling tanks if required. The mode selector switch must be correctly set for this transfer and the pump must be selected for HFO transfer at the starter panel. The Control Mode switch must be set to position 2 for the HFO settling tank. The procedure is the same as for using No.1 HFO/MDO transfer pump as above except for the setting of the valves and manual operation of the pump. The pump valves are set as in the following tables: Position Description No.1 HFO/MDO Transfer Pump Open No.1 HFO/MDO transfer pump suction valve from bunker tanks Closed No.1 HFO/MDO transfer pump suction valve from FO overflow tank (at FO overflow tank) Open Crossover suction valve between No.1 and No.2 HFO/MDO transfer pumps (locked closed) Open Crossover discharge valve between No.1 and No.2 HFO/MDO transfer pumps (locked closed) Open No.1 HFO/MDO transfer pump discharge valve to HFO settling tanks Closed No.1 and No.2 HFO/MDO transfer pump discharge valve to bunkering line No.2 HFO/MDO Transfer Pump Closed No.2 HFO/MDO transfer pump suction valve from MDO tank Closed No.2 HFO/MDO transfer pump discharge valve to the MDO tank Valve F-4V F-3V F-13V F-14V F-5V F-8V
F-10V F-11V
Open as required the remote operated tank valves and the port and starboard quick-closing valves for the tank from which HFO is to be pumped. Description No.6 starboard outer (HFO) No.6 starboard inner (HFO) No.6 port outer (HFO) No.6 port inner (LSHFO) Port side quick-closing valve for No.6 port inner and outer (HFO and LSHFO) tanks Starboard side quick closing valve for No.6 starboard inner and outer (HFO) tanks Valve FO-01 FO-02 FO-03 FO-04 F-18V F-19V
Position As required As required As required As required As required As required
d) Ensure the bunker line manifold manual isolating suction valves F-23V for the port side and F-24V for the starboard side are OPEN/ CLOSED as required dependant on whether the pump is taking suction from port or starboard side bunker tanks. e) CLOSE the manual port side bunker manifold discharge valve F-20V and the starboard side bunker manifold discharge valve F-21V. IMO No: 9315197
F-10V F-11V
No.2 HFO/MDO transfer pump may now be started and stopped manually to fill the HFO settling tank. Section 2.7.1 - Page 6 of 13
Maersk Seletar
TX TX
TIAH TIAH

MC
MC
F-16V
F-7V
TX
TIAH
MC
TX
TIAH
DO-04 DO-02
FO-08 FO-06 A Deck
MC
LS
F-6V
F-66V F-83V
F-33V
F-61V
F-62V F-63V
F-31V
F-32V F-34V
PI
No.6 Cargo Hold
LS
FO-04 FO-03
FO-02 FO-01
LS
No.5 Cargo Hold
LS
PI
No.2 CI
F-80V
LS
F-9V
DO-03
IMO No: 9315197
Maersk Seletar
The HFO/MDO transfer pumps may also be used for LSHFO transfer in which case the Control Mode switch must be set so that the level switches in the LSHFO settling tank initiate start and stop. will be used for LSHFO transfer but No.2 HFO/MDO transfer pump may also be used provided that the valves are set correctly. Before the duty HFO transfer pump is set for LSHFO operation some LSHFO must be pumped to the HFO settling tank to ensure that the bunker transfer lines are filled with LSHFO. Transfer is normally by automatic operation with the pump being started and stopped by activation of level switches in the LSHFO settling tank. The pump must be selected for HFO and AUTO operation and the Control Mode switch must be set to the correct position so that the desired pump is activated by the level switches in the LSHFO settling tank. The pump must only be switched to AUTO operation when the valves are correctly set for the desired transfer. If the pump is switched to automatic operation before the valves are correctly set it may operate and transfer fuel incorrectly or may operate with no suction. To pump from the LSHFO tank the following bunker valves to the transfer pump are to be opened Position Closed Closed Closed Open Open Closed Open Closed Closed Closed Description No.6 starboard outer (HFO) No.6 starboard inner (HFO) No.6 port outer (HFO) No.6 port inner (LSHFO) Port side quick-closing valve for No.6 port inner and outer (HFO and LSHFO) tanks Starboard side quick-closing valve for No.6 starboard inner and outer (HFO) tanks Manual operated port side bunker suction valve to transfer pumps Manual operated starboard side bunker suction valve to transfer pumps Manual operated port side bunker manifold discharge valve from the transfer pumps Manual operated starboard side bunker manifold discharge valve from the transfer pumps Valve FO-01 FO-02 FO-03 FO-04 F-18V F-19V F-23V F-24V F-20V F-21V

Procedure for Transferring Heavy Fuel Oil between the Starboard and Port Bunker Tanks for Trim Purposes using the No.1 Heavy Fuel Oil Transfer Pump
Prior to transfer steam heating would be applied to the tank and trace heating to the transfer lines. Heavy fuel oil may be transferred between No.6 starboard and port bunker tanks. HFO may be transferred from No.6 starboard outer and inner tanks to No.6 port outer tank, or it may be transferred from No.6 port outer tank to No.6 starboard outer and inner tanks. No.6 port inner tank may not be used as this is designated for LSHFO. Transfer of HFO for trim purposes is done at the direction of the Chief Officer who will have first taken into account the stress and stability factors and conditions. HFO may be transferred in order to empty a tank completely so that it may be filled with HFO at the next bunker port. The Chief Officer must be consulted as any transfer will have an influence on the trim and stability of the ship. HFO may only be transferred between tanks if the HFO in the tanks concerned is compatible; if there is any concern about HFO compatibility no transfer of HFO between those tanks should take place. Either No.1 or No.2 HFO/MDO transfer pump may be used. The description which follows assumes transfer of HFO from No.6 starboard outer tank to No.6 port outer tank using No.1 HFO/MDO transfer pump. a) Select No.1 HFO/MDO transfer pump for manual operation (MANU setting of the switch) and ensure that the pump is stopped before changing any valves.
Procedure for Filling the Heavy Fuel Oil Bunker Transfer Lines with Low Sulphur Heavy Fuel Oil
When changing to LSHFO it must be appreciated that the transfer line from the bunker tanks would normally be full of HFO. In order to avoid contamination of the LSHFO system with HFO the fuel oil transfer lines from the bunker tanks should be flushed through with LSHFO. This is usually carried before the vessel enters a designated area. The procedure assumes that No.1 HFO transfer pump will be used and the system is initially set for transfer to the HFO settling tank. a) Select No.1 HFO/MDO transfer pump for manual operation and allow the HFO settling tank to run down to the point where the pump auto start would operate.
b) Change over the bunker tanks so that suction is taken from No.6 LSHFO tank. Valve FO-04 must be open and the other bunker tank suction valves must be closed. c) Fill the HFO settling tank from No.6 LSHFO bunker tank until the level reaches the auto stop position. This will flush HFO from the transfer system and pump lines, replacing it with LSHFO. Stop the HFO transfer pump.
d) Close the HFO settling tank filling valve F-6V and open the LSHFO settling tank filling valve F-7V. Select the HFO transfer pump for automatic operation and set the Control Mode selector switch to position No.2 so that the pump auto stop facility operates through the level in the LSHFO settling tank. Record the change to LSHFO in the engine room log book. Note: The boiler takes fuel from the operating fuel oil settling tank and it is important that it is operated for at least 30 minutes before the vessel enters the designated area in order to ensure that all HFO is purged from the lines.
b) Set up the tank and bunker line manifold valves as in the following table. Position Open Closed Open Closed Open Closed Closed Open Open Description No.6 starboard outer (HFO) No.6 starboard inner (HFO) No.6 port outer (HFO) No.6 port inner (LSHFO) Port side quick-closing valve for No.6 port inner and outer (HFO and LSHFO) tanks Starboard side quick-closing valve for No.6 starboard inner and outer (HFO) tanks Manual operated port side bunker manifold suction valve to transfer pumps Manual operated starboard side bunker manifold suction valve to transfer pumps Manual operated port side bunker manifold discharge valve from the transfer pumps Valve FO-01 FO-02 FO-03 FO-04 F-18V F-19V F-23V F-24V F-20V
Procedure for Transferring Low Sulphur Heavy Fuel Oil from the Low Sulphur Heavy Fuel Oil Bunker Tanks to the Low Sulphur Heavy Fuel Oil Settling Tank
The procedure for transferring LSHFO from No.6 port inner tank (the LSHFO bunker tank) to the LSHFO settling tank is the same as described above for the transfer of HFO from the HFO bunker tanks to the HFO settling tank, except for the setting of the tank valves. Normally No.1 HFO/MDO transfer pump Issue: Draft 1 - July 2007
The LSHFO settling tank filling valve F-7V must be opened and the HFO settling tank filling valve F-6V must be closed. When the valves are correctly set for transferring LSHFO from the bunker tank to the LSHFO settling tank the selected HFO/MDO transfer pump is switched to automatic operation and the pump will start and stop according to the level in the LSHFO settling tank.
IMO No: 9315197
Maersk Seletar
TX TX
TIAH TIAH

MC
MC
F-16V
F-7V
TX
TIAH
MC
TX
TIAH
DO-04 DO-02
FO-08 FO-06 A Deck
MC
LS
F-6V
F-66V F-83V
F-33V
F-61V
F-62V F-63V
F-31V
F-32V F-34V
PI
No.6 Cargo Hold
LS
FO-04 FO-03
FO-02 FO-01
LS
No.5 Cargo Hold
LS
PI
No.2 CI
F-80V
LS
F-9V
DO-03
IMO No: 9315197
Maersk Seletar
Position Closed c) Description Manual operated starboard side bunker manifold discharge valve from the transfer pumps Valve F-21V

Procedure for Transferring Oil from the Fuel Oil Overflow Tank to the Heavy Fuel Oil Settling Tank
The contents of the FO overflow tank may be pumped to the HFO settling tank or to one of the HFO bunker tanks. It is possible to pump the contents of the FO overflow tank to the LSHFO settling or bunker tanks but that would cause contamination of the LSHFO in these tanks and should not be undertaken. Although either HFO/MDO transfer pump may be used for pumping oil from the FO overflow tank, No.1 HFO/MDO transfer pump would normally be used because it has a direct suction from the FO overflow tank and a direct discharge to the HFO settling tank. The HFO service and settling tanks overflow, via a sight glass, to the FO overflow tank. a) Select No.1 HFO/MDO transfer pump for manual (MANU) operation and ensure that the pump is stopped. d) Check the amount of fuel to be transferred and ensure that the HFO settling tank has sufficient capacity. e) Start the No.1 HFO/MDO transfer pump by pressing the START pushbutton and pump the desired quantity of FO from the overflow tank to the HFO settling tank. When the transfer is complete stop No.1 HFO/MDO transfer pump by pressing the STOP pushbutton and close all pump and system valves. Record the transfer in the Oil Record Book.
Set up the pump valves as in the following table. Valve F-4V F-3V F-13V F-14V F-5V F-8V
Position Description No.1 HFO/MDO Transfer Pump Open No.1 HFO/MDO transfer pump suction valve from bunker tanks Closed No.1 HFO/MDO transfer pump suction valve from FO overflow tank (at FO overflow tank) Closed Crossover suction valve between No.1 and No.2 HFO/MDO transfer pumps (locked closed) Closed Crossover discharge valve between No.1 and No.2 HFO/MDO transfer pumps (locked closed) Open No.1 HFO/MDO transfer pump discharge valve to HFO settling tanks and bunker tanks Open No.1 and No.2 HFO/MDO transfer pump discharge valve to bunkering line No.2 HFO/MDO Transfer Pump Closed No.2 HFO/MDO transfer pump suction valve from MDO tank Closed No.2 HFO/MDO transfer pump discharge valve to the MDO tank
f)
Note: The above descriptions use No.1 HFO/MDO transfer pump but No.2 pump may also be used. Under normal circumstances No.1 HFO/MDO transfer pump is set for HFO transfer and No.2 HFO/MDO transfer pump is set for MDO transfer.
b) Set up the HFO/MDO transfer pump valves as below. It is assumed that No.1 HFO transfer pump is being used. Position Description No.1 HFO/MDO Transfer Pump Open No.1 HFO/MDO transfer pump suction valve from bunker tanks Closed No.1 HFO/MDO transfer pump suction valve from FO overflow tank (at FO overflow tank) Closed Crossover suction valve between No.1 and No.2 HFO/MDO transfer pumps (locked closed) Closed Crossover discharge valve between No.1 and No.2 HFO/MDO transfer pumps (locked closed) Open No.1 HFO/MDO transfer pump discharge valve to HFO settling tanks and bunker tanks Closed No.1 and No.2 HFO/MDO transfer pump discharge valve to bunkering line No.2 HFO/MDO Transfer Pump Closed No.2 HFO/MDO transfer pump suction valve from MDO tank Closed No.2 HFO/MDO transfer pump discharge valve to the MDO tank c) Valve F-4V F-3V F-13V F-14V F-5V F-8V
F-10V F-11V
d) Set HFO and LSHFO settling tank valves as in the following table: Position Closed Closed Description Filling valve from the transfer pumps to the HFO settling tank Filling valve from the transfer pumps to the LSHFO settling tank Valve F-6V F-7V
F-10V F-11V
d) Check the quantity of HFO to be transferred and check that the receiving tank has sufficient capacity. e) Check that No.1 HFO transfer is selected for manual (MANU) operation and start the pump by pressing the START pushbutton. Stop the pump when the desired quantity of HFO has been transferred by pressing the STOP pushbutton. Close the tank and line valves as necessary and record the transfer in the Oil Record Book.
Set HFO and LSHFO settling tank valves as in the following table: Description Filling valve from the transfer pumps to the HFO settling tank Filling valve from the transfer pumps to the LSHFO settling tank IMO No: 9315197 Valve F-17V F-16V
f)
Position Open Closed
Maersk Seletar
TX TX
TIAH TIAH

MC
MC
F-16V
F-7V
TX
TIAH
MC
TX
TIAH
DO-04 DO-02
FO-08 FO-06 A Deck
MC
LS
F-6V
F-66V F-83V
F-33V
F-61V
F-62V F-63V
F-31V
F-32V F-34V
PI
No.6 Cargo Hold
LS
FO-04 FO-03
FO-02 FO-01
LS
No.5 Cargo Hold
LS
PI
No.2 CI
F-80V
LS
F-9V
DO-03
IMO No: 9315197
Maersk Seletar
Diesel Oil System
Diesel oil for all purposes on board the ship is stored in the marine diesel oil storage and service tanks. Marine diesel oil (MDO) is transferred from the storage tank to the MDO service tank using one of the HFO/MDO transfer pumps. Normally No.2 HFO/MDO transfer pump is used for the transfer of MDO as it has a direct suction from the MDO storage tank and a direct discharge to the MDO service tank; this pump may also be controlled semiautomatically by the high level switch in the MDO service tank. When No.2 HFO/MDO transfer pump is selected for MDO operation and AUTO mode the pump is started manually by the operator and is stopped when the high level switch in the MDO service tank is activated. No.2 HFO/MDO pump may be operated manually (MANU mode setting) if required. The MDO service tank may also be filled using No.1 HFO/MDO transfer pump if necessary and the pump control switches must be set for MDO and AUTO/MANU as required. Diesel oil may be supplied to the main engine, generator engines and boiler, however under normal circumstances only the boiler pilot burner will be burning MDO. This MDO is supplied directly from the MDO service tank. The MDO service tank is filled by the operating HFO/MDO transfer pump from the MDO storage tanks or it may be filled directly from the MDO bunker line at bunkering. The MDO service tank overflows to the MDO storage tank. MDO in the MDO service tank is cleaned using the MDO separator (No.3 HFO separator), the MDO being taken from the MDO service tank and returned to the same tank. The MDO storage tank is filled through the MDO bunkering connections located at the bunker stations on the port and starboard side of the accommodation on A deck. Diesel Oil System Tanks Compartment MDO storage tank port MDO service tank Total MDO Capacity on Board Capacity (SG 0.9) 100% (m3) 98% (Tonnes) 283.5 250.2 162.4 143.3 565.9 393.5

Procedure for Loading Diesel Oil from a Shore Station or a Barge
The precautions and organisation for loading MDO are the same as described for HFO and these must be followed by all personnel concerned with the loading of MDO. Prior to the MDO bunkering procedure starting ensure the MDO service tank is full, and the HFO/ MDO transfer pumps are stopped. It is assumed for this procedure that the port bunker loading station is used. a) The bunker line blank is removed and the bunkering hose connected at the bunker connection to be used. The joint should be inspected and replaced if it shows signs of damage. The blank at the bunker pipe connection on the other side of the ship must be checked to ensure that it is tight. h) When it is confirmed that there are no leaks, signal to increase the delivery rate to the agreed maximum. i) j) Begin taking a sample of the delivered MDO. When the MDO storage tank is 80% full, signal the shore station or barge to reduce the delivery rate and when the tank is 95% full signal to stop pumping.
k) Open the vent and allow the bunker hose to drain. l) Disconnect the hose and refit the blank.
m) Collect the MDO sample and send it for analysis. n) Check the quantity of MDO delivered to the storage tank, agree the delivery quantity with the supplier and sign the receipt. o) Record the bunkering operation in the Oil Record Book.
b) Ensure that the oil pollution equipment is available and secure the scupper drains. c) Ensure all fuel oil tank vents are clear.
d) Ensure a drip tray is arranged beneath the bunker pipe connection and equipment is organised to deal with any oil spill. e) f) Ensure that the sampling valves are closed. Set the valves as in the following table which assumes that MDO is being loaded at the port bunkering connection and that the port MDO storage tank is initially being filled: Description Port MDO bunker station valve Port MDO bunker station sample valve Starboard MDO bunker station valve Starboard MDO bunker station sample valve MDO storage tank suction/filling valve (quick closing valve) MDO service line valve from the bunker/ transfer line to the suction line to No.3 separator supply pump (locked closed) No.1 HFO/ MDO discharge valve No.2 HFO/ MDO discharge valve Valve DO-02V DO-04V DO-01V DO-03V F-9V F-35V
Procedure for the Pumping Diesel Oil from the Diesel Oil Storage Tanks to the Marine Diesel Oil Service Tank
The description assumes that diesel oil is being taken from the port MDO storage tank and that No.2 HFO/MDO transfer pump is selected for MDO operation with manual start and automatic stop, controlled by the level switch in the MDO service tank. a) Set the valves as in the following table. Valve F-10V F-9V F-13V F-11V F-14V DO-02V DO-01V F-35V F-73V
Position Open Closed Closed Open Open Closed
The outlet valves from the MDO storage and service tanks are quick-closing valves with a collapsible bridge which are pneumatically tripped from the fire control station. After operation these valves must be reset locally. The service tank is also fitted with a self-closing test cock to check for the presence of water and to drain any that is present. A tundish under the self-closing test cock drains any liquid to the oily bilge tank (dirty side). All tanks are provided with remote level indication in the control room.
Closed Closed
F-4V F-10V
g) When all pipes and connections are checked, signal the shore station or bunker barge to commence pumping at the agreed low rate.
Position Description No.2 HFO/MDO Transfer Pump Closed No.2 HFO/MDO transfer pump suction valve from bunker tanks Open No.2 HFO/MDO transfer pump suction valve from MDO storage tanks Closed Crossover suction valve between No.1 and No.2 HFO/MDO transfer pumps (locked closed) Open No.2 HFO transfer pump discharge valve to the MDO service tank Open Crossover discharge valve between No.1 and No.2 HFO/MDO transfer pumps (locked closed) Open Port MDO bunker station valve Closed Starboard MDO bunker station valve Closed MDO service tank to transfer pump suction line Closed No.3 HFO/ MDO separator discharge valve to the MDO service tank
IMO No: 9315197
Maersk Seletar
b) Select No.2 HFO/MDO transfer pump for MDO and AUTO operation. c) Start No.2 HFO/MDO transfer pump by pressing the START pushbutton and check that MDO is being pumped from the MDO storage tank to the MDO service tank.
d) Check that No.2 HFO/MDO transfer pump stops when the level in the MDO service tank rises such that the high level switch is activated. The MDO service tank overflows to the MDO storage tank. Note: If the suction vacuum on the transfer pump increases by more than 20% above the level of normal clean condition operation it indicates fouling of the suction strainer and cleaning of this strainer is required.
Procedure for Filling the Emergency Generator Engine Fuel Tank

The emergency generator operates on marine gas oil (MGO) which is stored in the emergency generator engine fuel tank located in the emergency generator engine room. There should always be sufficient fuel in the storage tank for at least 24 hours continuous running on full load. Fuel for the emergency generator is normally delivered in 200 litre drums and the contents of the drums are pumped to the emergency generator engine fuel tank by means of a hand or pneumatically operated portable pump. Under normal circumstance the emergency generator will only be operated for testing purposes and so fuel consumption will be minimal. It is, however, essential that attention is paid to the quantity of fuel remaining in the storage tank and replenishment fuel ordered as required to ensure that at fuel for least 24 hours of continuous running is always available.
IMO No: 9315197
Maersk Seletar
Illustration 2.7.2a Fuel Oil Separating System
From Heavy Fuel Oil/ Marine Diesel Oil Transfer Pumps Main Engine System Oil Service Tank (162.4m3)
LS
TX
TIAH MC
TIAH MC
TX
LS
F-16V
F-7V
TX
TIAH MC
TIAH MC
TX
LS
F-6V
F-17V
LS
F-83V F-66V To Marine Diesel Oil Tank To Heavy Fuel Oil/ Marine Diesel Oil Transfer Pumps F-86V To Oily Bilge Tank F-67V
LS
F-65V F-82V
From Heavy Fuel Oil/ Marine Diesel Oil Transfer Pumps
F-33V
F-61V F-63V
F-62V
F-31V
F-32V
F-34V
To Oily Bilge Tank
To Oily Bilge Tank
F-35V
F-38V
TC TC TI TC PI TC
F-37V
F-36V
F-39V F-27V
CI
F-54V
TI PI TC
TI
PI
TC
F-26V
CI
F-25V
CI
No.3 H.F.O. Separator Heater

TI

TI

TI
Heavy Fuel Oil Supply Pumps (7.2m3/hx3kg/cm2) 1
Condensate Steam F-48V F-76V
Condensate Steam F-43V

PI
3
PI
2
PI
Condensate Steam F-72V F-53V F-72V

TI TX TAHL
F-42V
F-41V
F-40V
F-55V F-30V F-73V
TX TI
TAHL
Air F-74V F-50V F-51V
Air F-45V
TI
TX
TAHL
Air F-60V F-46V F-59V F-58V
PI
PAL
FI
F-56V
F-29V
PI
PAL
FI
F-28V
PI
PAL
FI
Serarator Work Bench No.3 H.F.O. Separator (7,200 litres/h) No.2 H.F.O. Separator (7,200 litres/h) No.1 H.F.O. Separator (7,200 litres/h)
F-87V Key
MS
F-57V
MS
F-52V
MS
F-47V
To Oily Bilge Tank
Fuel Oil Marine Diesel Oil
IMO No: 9315197
Maersk Seletar
2.7.2 fuel oil and diesel oil separating System
Heavy Fuel Oil Separator Maker: No. of sets: Type: Capacity: Westfalia 3 OSD 60-0136-067 design 50 7,200 litres/h heater the HFO passes to the separator. After separation, the oil is discharged to the HFO or LSHFO service tank. WARNING Care must be taken when operating the separator system. Hot oil and steam are present and may result in serious injury if leakage occurs. There is a fire risk from the presence of hot oil and all precautions must be taken both to prevent a fire and to deal with one should an outbreak occur. The fire detection and extinguishing systems should be checked frequently. CAUTION Centrifuges operate on an automatic sludging system but failure of the system to effectively discharge sludge may cause overload and subsequent breakdown of the bowl arrangement which rotates at high speed. After manual cleaning, care is needed to ensure that the bowl is assembled correctly, as incorrect assembly can result in disintegration at high rotational speed. All operating and maintenance precautions stipulated by the manufacturer in the maintenance manual must be observed.

Separator Control System
The D10 control units are used for the automatic ejection control and condition monitoring of the fuel oil separators. Each fuel oil separator starter/control panel has an individual D10 control unit
Illustration 2.7.2b Fuel Oil Separator Control Panel
Fuel Oil Separator Supply Pump Maker: No. of sets: Model: Capacity: Taiko Kikai Industries Co. Ltd. 3 NHG-7. 5MAB 7.2m/h at 3.0kg/cm
Westfalia Separator AG Pa r t i a l E j ec t i on : 4 St ep : Ci r cu l a t i on P r o d u c t T emp : 098 C S e p . T i me : 1 800 s
R S M
F1
F2
F3
F4
Fuel Oil Separator Heater Maker: No. of sets: Type: Capacity: DongHwa Entec 3 Shell and tube 310,000 kcal/h
SF DC5V FRCE RUN STOP
1
Process STOP
2
Process START
4
SERIES 1 2 HELP
Lamp Test
ESC
0
6
FEED
7
SLUDGE
8
PID
9
HOME
EDIT
Introduction
There are three centrifugal self-cleaning fuel oil separators fitted; two are designated for HFO and the third to MDO, but this may be used for HFO if necessary. The HFO separators are draw HFO from the selected settling tank and direct the cleaned fuel oil to the appropriate service tank. Normally at least one HFO separator will be in use, with the others being cleaned or ready to use. Two separators may be operated in parallel separating HFO between the settling and service tanks with low throughput to give a long residence time in the separator and thus improved separation. Note: Whether in single operation or parallel operation the separators must be operated correctly and it should be appreciated that the longer the oil undergoes separation the greater the removal of water and solid impurities. Each separator has a supply pump, fitted with a duplex suction filter, which pumps the HFO through the associated separator steam heater. The separators, supply pumps and heaters are located in the separator room. Control air is supplied to the separators to control the supply of oil to the bowl and the automatic discharge facility. Water for sealing and flushing purposes is supplied from the domestic fresh water hydrophore system. A system of crossover valves allows any pump to supply oil to any separator. The steam heaters maintain an oil temperature of about 98C and from the Issue: Draft 1 - July 2007
Separator Operation
Liquid mixtures and solid/liquid mixtures may be separated by the gravity in a settling tank or by centrifugal force in a separator bowl. Since the centrifugal force of a separator is considerably more effective than gravity in a settling tank the centrifugal force method is used. The heated oil enters the separator and the centrifugal force created by the rotating bowl causes the liquid mixture to separate into its different constituents within the disc stack. The solid particles suspended in the oil settle on the underside of the discs and slide down into the solids holding space at the periphery of the bowl. 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 inside diameter of the gravity disc determines the position of the interface between the oil and the collected separated water and is chosen according to the density of the oil to be cleaned. As the separator is of the self-cleaning type, the accumulated solids within the holding space are ejected at predetermined intervals depending on the quality of the oil. The cleaning cycle is achieved automatically; a number of control valves act to allow the oil to bypass the separator and to open the bowl for a set period of time. There is a water monitoring system (WMS), which controls the discharge of water and a sludge monitoring system (SMS), which controls the discharge of sludge.
ENTER
The control unit has three modes of operation. 1) Partial ejections 2) Total ejections 3) Preselected partial ejections followed by total ejection The monitoring and control system provides two basic monitoring systems. 1) Water monitoring system (WMS) 2) Sludge space monitoring system (SMS) Water Monitoring System Water which is separated from the oil collects in the outer part of the bowl. The separating disc in the bowl continuously directs a small flow from the outer part of the bowl to the sensing liquid pump, which discharges this flow to a conductivity sensor. If the conductivity sensor detects the presence of water it means that a reasonable amount of water is present in the bowl. The control system then opens a solenoid operated valve to discharge the water through the dirty water outlet; the separator is operating as a purifier. When the water has been discharged the valve is closed and the separator resumes operation as a clarifier.
IMO No: 9315197
Maersk Seletar
LS
TX
TIAH MC
TIAH MC
TX
LS
F-16V
F-7V
TX
TIAH MC
TIAH MC
TX
LS
F-6V
F-17V
LS
LS
F-65V F-82V
F-33V
F-61V F-63V
F-62V
F-31V
F-32V
F-34V
To Oily Bilge Tank
To Oily Bilge Tank
F-35V
F-38V
TC TC TI TC PI TC
F-37V
F-36V
F-39V F-27V
CI
F-54V
TI PI TC
TI
PI
TC
F-26V
CI
F-25V
CI

TI

TI

TI

PI
3
PI
2
PI

TI TX TAHL
F-42V
F-41V
F-40V
F-55V F-30V F-73V
TX TI
TAHL
Air F-45V
TI
TX
TAHL
PI
PAL
FI
F-56V
F-29V
PI
PAL
FI
F-28V
PI
PAL
FI
F-87V Key
MS
F-57V
MS
F-52V
MS
F-47V
To Oily Bilge Tank
IMO No: 9315197
Maersk Seletar
Sludge Monitoring System Desludging of the bowl normally takes place at timed intervals, which are changed to suit the quality of the oil being treated. A sensor in the sludge monitoring system detects the buildup of sludge/water in the sludge space of the bowl. If the amount of sludge becomes excessive, the system will activate the automatic desludging procedure even though a timed desludging operation is not due. If there are more than two untimed desludging operations between normal timed desludging operations an alarm is activated and this requires the intervention of an engineer. The illuminated Liquid Crystal Display (LCD) provides information about the operating parameters of the separator; all the relevant process data and alarm conditions are displayed. The components which are controlled or monitored by the control system include: Oil inlet/bypass valve (three-way circulation valve) Flushing water Operating water Circuit and water discharge valve Water sensor Oil inlet temperature Audible alarms Software assignment for each separator is carried out in the factory using a password function. Any alterations to the set parameters should only be carried out by a person authorised to make such changes. Changes in parameter settings is not an operational requirement of the separators and is not normally necessary once the system has been configured for the type of fuel oil being treated. If any change in parameter settings is required this must only be carried out with the approval of the Chief Engineer and after consultation with the control system manual. The desludging time interval is initially set so that the bowl will open and discharge the sludge and water before the sludge space if filled. If the desludging time interval is too short there is excessive sludging and performance of the system can suffer. Each separator discharges sludge to the FO sludge tank when a sludging of the separator bowl is activated. There are inlet valves to the FO sludge tank for each separator and these valves should normally be left open. The fuel oil separators require compressed air and fresh water supplies for control and bowl operation/flushing. Supply systems for these are covered in the relevant control air system and fresh water sections of this machinery operating manual, 2.10.3 and 2.14.1 respectively.

Procedure for Separating Heavy Fuel Oil in the Centrifugal Separator System
The procedure described is for one separator operation, with a single separator dealing with the HFO and other units being cleaned or awaiting operation. The procedure is the same for operation of all HFO separators whether they are operating on HFO or LSHFO. The description also assumes that the separator supply pumps are supplying their own associated separators and the crossconnection valves are closed. a) Ensure that the automatic HFO settling tank filling system is operating as described in section 2.7.1 of this machinery operating manual. Position Closed Description Suction valve from LSHFO service and settling tanks to No.2 separator supply pump Closed Suction valve from LSHFO service and settling tanks to No.3 separator supply pump Closed Isolating valve (crossover) from the HFO service and settling tank outlets to the FO overflow tank (locked closed) Supply Pump Valves Open No.1 separator supply pump suction valve Open No.1 separator supply pump discharge valve Closed No.1 separator supply pump crossover valve to heater No.2 and 3 (locked closed) Closed Recirculating isolating valve from No.1 separator supply pump to the HFO and LSHFO settling tanks Open No.2 separator supply pump suction valve Open No.2 separator supply pump discharge valve Closed No.2 separator supply pump crossover valve to heater Nos.1 and 3 (locked closed) Closed Recirculating isolating valve from No.2 separator supply pump to the HFO and LSHFO settling tanks Open No.3 separator supply pump suction valve Open No.3 separator supply pump discharge valve Closed No.3 separator supply pump heater No.3 bypass valve Separator Valves Set No.1 separator inlet regulating valve Operational No.1 separator three-way recirculating valve Open No.1 separator discharge valve Open No.1 separator discharge valve to the HFO service tank line Closed No.1 separator discharge valve to the LSHFO service tank line Set No.2 separator inlet regulating valve Operational No.2 separator three-way recirculating valve Open No.2 separator discharge valve Open No.2 separator discharge valve to the HFO service tank line Closed No.2 separator discharge valve to the LSHFO service tank line Open Sludge discharge valve from No.1 separator to the sludge tank Valve F-26V F-27V F-34V
F-36V F-40V F-76V F-58V
b) Check and record the level of oil in all fuel tanks. c) All valves in the separator system are to be initially closed.
d) Clean the separator feed pump strainers. e) Set the valves, as indicated in the table below, to take suction from the HFO settling tank and discharge to the HFO service tank. The operator must check that the valves are correctly set for the type of fuel being separated before starting the separator. Separator supply pumps may take suction from the HFO settling and service tanks or the LSHFO settling and service tanks; return circulation is to the HFO or LSHFO settling tanks. The separators may discharge to the HFO or LSHFO service tanks.
F-37V F-41V F-77V F-59V
F-38V F-42V F-72V
Note: The setting of valves in the table below assumes that all HFO separators are taking HFO from the HFO settling tank and discharging cleaned HFO to the HFO service tank. When No.3 separator is set for separating HFO the MDO return valve F-73V and LSHFO return line valve F-30V must be closed at all times. When separating MDO the HFO return valve F-55V and the LSHFO return line valve F-30V must be closed at all times. Finally when separating LSHFO the HFO return line valve F-55V and the MDO return line valve F-73V must be closed at all times. Position Tank Valves Open Closed Closed Closed Closed Description HFO settling tank quick-closing outlet valve HFO service tank quick-closing outlet valve LSHFO settling tank quick-closing outlet valve LSHFO service tank quick-closing outlet valve Suction valve from LSHFO service and settling tanks to No.1 separator supply pump IMO No: 9315197 Valve F-32V F-31V F-62V F-61V F-25V
F-45V F-28V
F-50V F-29V F-47V
Maersk Seletar
LS
TX
TIAH MC
TIAH MC
TX
LS
F-16V
F-7V
TX
TIAH MC
TIAH MC
TX
LS
F-6V
F-17V
LS
LS
F-65V F-82V
F-33V
F-61V F-63V
F-62V
F-31V
F-32V
F-34V
To Oily Bilge Tank
To Oily Bilge Tank
F-35V
F-38V
TC TC TI TC PI TC
F-37V
F-36V
F-39V F-27V
CI
F-54V
TI PI TC
TI
PI
TC
F-26V
CI
F-25V
CI

TI

TI

TI

PI
3
PI
2
PI

TI TX TAHL
F-42V
F-41V
F-40V
F-55V F-30V F-73V
TX TI
TAHL
Air F-45V
TI
TX
TAHL
PI
PAL
FI
F-56V
F-29V
PI
PAL
FI
F-28V
PI
PAL
FI
F-87V Key
MS
F-57V
MS
F-52V
MS
F-47V
To Oily Bilge Tank
IMO No: 9315197
Maersk Seletar
Position Open Description Sludge discharge valve from No.2 separator to the sludge tank Open Sludge discharge valve from No.3 separator to the sludge tank No.3 Separator Valves Set for HFO Separation Open Inlet valve to No.3 heater Open Outlet valve from No.3 heater Closed Direct supply valve from No.3 supply pump (locked) Set No.3 separator inlet regulating valve Operational No.3 separator three-way recirculating valve Open No.3 separator recirculation valve discharge to HFO tanks Closed No.3 separator recirculation valve discharge to MDO tank Open No.3 separator discharge valve Closed No.3 separator outlet discharge valve to the LSHFO service tank Open No.3 separator outlet discharge valve to the HFO service tank Closed No.3 separator outlet discharge valve to the MDO service tank Valve F-52V F-57V j) F-53V F-54V F-47V h) Check the separator gearbox oil level and top-up if required. i) Ensure that there are control air and operating water supplies to the separator. Start the separator feed/supply pump by pressing the feed pump START pushbutton (marked FEED) at the separator local panel. The three-way valve will ensure the fuel oil bypasses the separator and returns to settling tank. Observe the suction and discharge pressures and check that they are within normal operating values.

The controllers have been preprogrammed to perform the desired cycle for fuel oil separation. An adjustment to the programmed settings may be required if the specification of the fuel oil is changed. The controller handbook must be consulted for instructions on changing system parameters. Parameters must only be changed by approved personnel and with the permission of the Chief Engineer.
Procedure to Stop the Separator

a) Press the PROCESS STOP pushbutton. Two total ejections will be triggered and the separator will stop automatically. The fuel oil will be automatically recirculated through the three-way valve back to the settling tank.
F-56V F-74V
k) Start the separator by pressing the separator START pushbutton at the local panel. Ensure that the bowl runs up to speed smoothly before continuing. Observe the separator motor current and check that it falls to the normal valve and is stable at that value. When the separator bowl reaches its normal operating speed the LED in the control panel separator pushbutton will stop flickering and have a steady illumination. l) Using the manual valves on the solenoid valves ensure the operating water opens and closes the bowl.
b) Regulate the steam to the heater and allow the oil to cool. Reset the temperature controller to 0C and shut the steam valve. c) If the separator supply pump is running in manual mode it will require to be stopped.
F-30V F-55V F-73V
d) Close the control air and operating water valves to the separator along with any other valves opened prior to start up. e) Once the separator has come to a complete stop the brake can be applied and preparations made for cleaning if required.
m) Check that the control unit is fully functional. The LAMP TEST pushbutton must be pressed to test all illuminated indicators. n) Slowly open the steam supply for the separator heater; the drain valve is normally left open. o) Check that the automatic controller has taken control of the system and is maintaining the oil at the correct temperature. p) Once the fuel oil temperature is above the minimum setting, start the programme by pressing the PROCESS START pushbutton on the control panel. This will initiate a start sequence including a sludge and discharge test and operate the separator in automatic mode. Once the separator is running and no signs of abnormal vibrations are evident, all temperatures and pressures should be recorded. The backpressure should be set to approximately 1.9 kg/cm2. Check the levels of the fuel tanks in use. Note: The separator will operate automatically, sludging at timed intervals or when the control system detects high level of sludge in the bowl. Water will be discharged automatically from the bowl. Manual intervention is not required but visual checks must be undertaken frequently to ensure that the system is functioning correctly. The separators may be operated continuously as required however they must be shut down periodically for cleaning and inspection according to the manufacturers recommendations. IMO No: 9315197
CAUTION Before operating a separator a further check should be made to ensure that the correct valves are open for the separator, heater and pump to be operated as well as the HFO tank system. The separator heater is supplied with steam as the heating medium and the drain valve from the heater must always be open. The heater is controlled by the control system and the main separator control system regulates the steam supply to give the correct temperature for the grade of oil. This temperature will have been set to 98C at commissioning and should not require adjustment unless the grade of HFO is changes. The separator regulating discharge valve should be set for the desired discharge pressure and should not require adjustment during normal operating conditions. f) Ensure that there is power at the separator panel and the separator supply pump panel. Check that the separator control panel is active.
CAUTION It is essential that the manufacturers instructions regarding the stopping and dismantling of the separator are followed exactly to avoid the risk of damage. Separator bowls rotate at very high speed and any imbalance or loose connection can have serious consequences.
Separating Low Sulphur Fuel Oil

The HFO separators are used for treating low sulphur heavy fuel oil (LSHFO). Low sulphur fuel oil is pumped to the LSHFO settling tank from the LSHFO storage tank and after a period of settling and draining of any water or sludge from the bottom of the tank the LSHFO may be treated in one of the HFO separators and discharged to the LSHFO service tank. The procedure for separation of LSHFO is exactly the same as for HFO and any of the HFO separators may be used. As the separator lines and feed pump system will be filled with HFO the separator should be operated with LSHFO suction but with discharge to the HFO service tank for sufficient time to flush the line through before the discharge is changed over to fill the LSHFO service tank. This prevents contamination of the LSHFO service tank with ordinary HFO.
g) Ensure the separator brake is off and that the separator is free to rotate.
Maersk Seletar
LS
TX
TIAH MC
TIAH MC
TX
LS
F-16V
F-7V
TX
TIAH MC
TIAH MC
TX
LS
F-6V
F-17V
LS
LS
F-65V F-82V
F-33V
F-61V F-63V
F-62V
F-31V
F-32V
F-34V
To Oily Bilge Tank
To Oily Bilge Tank
F-35V
F-38V
TC TC TI TC PI TC
F-37V
F-36V
F-39V F-27V
CI
F-54V
TI PI TC
TI
PI
TC
F-26V
CI
F-25V
CI

TI

TI

TI

PI
3
PI
2
PI

TI TX TAHL
F-42V
F-41V
F-40V
F-55V F-30V F-73V
TX TI
TAHL
Air F-45V
TI
TX
TAHL
PI
PAL
FI
F-56V
F-29V
PI
PAL
FI
F-28V
PI
PAL
FI
F-87V Key
MS
F-57V
MS
F-52V
MS
F-47V
To Oily Bilge Tank
IMO No: 9315197
Maersk Seletar
Note: Separation of HFO and LSHFO cannot take place at the same time as the same suction, recirculation and discharge lines are used. If any HFO is allowed to contaminate the LSHFO there is a risk of environmental pollution due to the higher level of sulphur in the LSHFO. In order to separate LSHFO the valves are set as in the procedure for separating HFO except for the tank valves which are set as in the table below. LSHFO is being taken from the LSHFO settling tank, separated and then discharged to the LSHFO service tank. Set the HFO separating system valves according to the following table: Position Tank Valves Closed Closed Open Closed Closed Open Open Open Closed Closed Closed Closed Open Description HFO settling tank quick-closing outlet valve HFO service tank quick-closing outlet valve LSHFO settling tank quick-closing outlet valve LSHFO service tank quick-closing outlet valve Line drain valve from the LSHFO settling and service tanks to FO overflow tank (locked closed) Suction valve from the LSHFO settling (and service) tank to No.1 separator supply pump Suction valve from the LSHFO settling (and service) tank to No.2 separator supply pump Suction valve from the LSHFO settling (and service) tank to No.3 separator supply pump Suction valve from the HFO settling (and service) tank to No.1 separator supply pump Suction valve from the HFO settling (and service) tank to No.2 separator supply pump Suction valve from the HFO settling (and service) tank to No.3 separator supply pump Discharge valve from No.3 separator to the HFO service tank Discharge valve from No.3 separator to the LSHFO service tank Valve F-32V F-31V F-62V F-61V F-63V F-25V F-26V F-27V F-36V F-37V F-38V F-55V F-30V The procedure is the same as for separating HFO, except for the setting of valves. The separator is operated as described in the preceding section: Procedure for Separating Heavy Fuel Oil in the Centrifugal Separator System Position Operational Closed Open Open Closed Closed Open e)

Description No.3 separator three-way recirculating valve No.3 separator recirculation valve to HFO and LSHFO settling tanks (locked closed) No.3 separator recirculation valve to MDO service tank No.3 separator discharge valve No.3 separator discharge valve to the HFO service tank No.3 separator discharge valve to the LSHFO service tank No.3 separator discharge valve to the MDO service tank Valve F-56V F74V
Diesel Oil Separator System

Marine diesel oil is treated in the same way as HFO but there is only one separator dedicated to MDO, No.3 HFO separator. This separator has the same specification as the HFO separators and can be used for HFO; the separator supply pump has the same specification as the HFO separator supply pumps as given above. Even though MDO is being treated the oil may be heated prior to entering the separator as the increased temperature assists in the separation process if the oil is initially cold. Marine diesel oil is taken from the MDO service tank, purified and returned to the MDO service tank.
F-55V F-30V F-73V
Procedure for Operating the Diesel Oil Separator System

a) Check that there is MDO in the MDO service tank and replenish if necessary.
Ensure that there is power at the separator panel and the separator supply pump panel. Check that the separator control panel is active. Ensure the separator brake is off and that the separator is free to rotate.
f)
b) All valves in the separator system are to be initially closed. c) Clean the separator feed pump strainers.
g) Check the separator gearbox oil level and top-up if required. h) Ensure that there are control air and operating water supplies to the separator. i) Start the separator feed/supply pump by pressing the feed pump START pushbutton (marked FEED) at the separator local panel. The three-way valve will ensure the fuel oil bypasses the separator and returns to settling tank. Observe the suction and discharge pressures and check that they are within normal operating values. Start the separator by pressing the separator START pushbutton at the local panel. Ensure that the bowl runs up to speed smoothly before continuing. Observe the separator motor current and check that it falls to the normal valve and is stable at that value. When the separator bowl reaches its normal operating speed the LED in the control panel separator pushbutton will stop flickering and have a steady illumination.
d) Set the valves, as indicated in the table below, to take suction from the MDO service tank and return to the same tank. The operator must check that the valves are correctly set for the type of fuel being separated before starting the separator. Position Description Tank Valves Open MDO service tank quick-closing outlet valve Closed MDO service tank cross-connection valve to the MDO suction line from the MDO storage tank to No.2 HFO/MDO transfer pump (locked closed) Closed No.3 separator supply pump HFO suction valve Closed No.3 separator supply pump LSHFO suction valve Open No.3 separator supply pump MDO suction valve Open No.3 separator supply pump discharge valve Closed No.3 separator supply pump crossover valve Open No.3 heater inlet valve Open No.3 heater outlet valve Closed Direct supply valve from supply pump No.3 to the HFO and LSHFO settling tanks Set No.3 separator inlet regulating valve IMO No: 9315197 Valve F-33V F-35V
j)
F38V F-27V F-39V F-42V F-72V F-53V F-54V F-60V
If a separator has been used for HFO separation and is then used for separation of LSHFO there will be a small amount of HFO in the lines and this can contaminate the LSHFO. As the amount of HFO in the lines is small compared with the amount of LSHFO being separated the degree of contamination is low and is not likely to increase the level of sulphur in the LSHFO by a noticeable amount. Ideally one HFO separator should be designated for the separation of LSHFO and not used for HFO unless essential.
k) Using the manual valves on the solenoid valves ensure the operating water opens and closes the bowl. l) Check that the control unit is fully functional. The LAMP TEST pushbutton must be pressed to test all illuminated indicators.
Maersk Seletar
LS
TX
TIAH MC
TIAH MC
TX
LS
F-16V
F-7V
TX
TIAH MC
TIAH MC
TX
LS
F-6V
F-17V
LS
LS
F-65V F-82V
F-33V
F-61V F-63V
F-62V
F-31V
F-32V
F-34V
To Oily Bilge Tank
To Oily Bilge Tank
F-35V
F-38V
TC TC TI TC PI TC
F-37V
F-36V
F-39V F-27V
CI
F-54V
TI PI TC
TI
PI
TC
F-26V
CI
F-25V
CI

TI

TI

TI

PI
3
PI
2
PI

TI TX TAHL
F-42V
F-41V
F-40V
F-55V F-30V F-73V
TX TI
TAHL
Air F-45V
TI
TX
TAHL
PI
PAL
FI
F-56V
F-29V
PI
PAL
FI
F-28V
PI
PAL
FI
F-87V Key
MS
F-57V
MS
F-52V
MS
F-47V
To Oily Bilge Tank
IMO No: 9315197
Maersk Seletar
m) If necessary slowly open the steam supply to No.3 HFO separator heater. Care must be taken to avoid overheating the MDO and the maximum allowed temperature must not be exceeded (check with bunker supply details). n) Check that the automatic controller has taken control of the system and is maintaining the oil at the correct temperature. MDO will now be heated as it circulates through the heater. o) Once the oil temperature is at the required level, start the programme by pressing PROCESS START pushbutton on the control panel. This will initiate a start sequence including a sludge and discharge test and operate the separator in automatic mode. Once the separator is running and no signs of abnormal vibrations are evident, all temperatures and pressures should be recorded. The backpressure should be set to approximately 1.9 kg/cm2. p) When the separator is running and no signs of abnormal vibrations are evident, all temperatures and pressures should be recorded. Check the levels of the fuel tanks in use and check that the separator is operating correctly with MDO taken from the MDO service tank, purified and returned to the tank. Note: The separator will operate automatically, sludging at timed intervals or when the control system detects high level of sludge in the bowl. Water will be discharged automatically from the bowl. Manual intervention is not required but visual checks must be undertaken frequently to ensure that the system is functioning correctly.

a) Press the PROCESS STOP pushbutton. Two total ejections will be triggered and the separator will stop automatically. The fuel oil will be automatically recirculated through the three-way valve back to the settling tank.
b) Regulate the steam to the heater if in use and allow the oil to cool. Reset the temperature controller to 0C and shut the steam valve. c) If the separator supply pump is running in manual mode it will require to be stopped.
d) Close the control air and operating water valves to the separator along with any other valves opened prior to start up. e) Once the separator has come to a complete stop the brake can be applied and preparations made for cleaning if required. IMO No: 9315197 Section 2.7.2 - Page 10 of 10
2.8

Lubricating Oil Systems

2 8.1 Main Engine Lubricating Oil System 2 8.2 Turbocharger Lubricating Oil System 2.8.3 Generator Engines Lubricating Oil System 2.8.4 Stern Tube Lubricating Oil System 2.8.5 Lubricating Oil Separating Systems 2.8.6 Lubricating Oil Filling and Transfer System
Maersk Seletar
Illustration 2.8.1a Main Engine Lubricating Oil Service System
TIAH MC TX
TIAH MC TX
TIAH MC TX PS
Key Lubricating Oil Compressed Air Steam
Main Engine HYUNDAI-SULZER 11RT-flex96C-B
L-112V CI No.2
PIAL MC PX TIAH MC TX
Condensate
PI
Drainl L-108V
L-140V
CI
No.1
PI
Crosshead Lubricating Oil Pumps 132m3/h x 13kg/cm2 L-107V
Crosshead LO Inlet
TIAH MC TX PI PIAL MC PX
L-139V To Oily Bilge Tank (Dirty)

DPI DPAH MC DPX TI PI
No.2 Main Lubricating Oil Cooler

TI PI
No.1 Main Lubricating Oil Cooler To/ From Central Cooling System
L-182V
Piston Cooling Oil Inlet
PIAL MC PX
TIAH MC TX
Control Air L-199V L-200V

TC
DPI
L-181V Auto Back Flush Filters DPAH (50 Micron)

MC DPX
L-177V
PI PI
L-176V To Oily Bilge Drain Tank Control Air
L-179V
L-178V
Main LO Inlet
L-166V
L-169V Lubricating Oil Bypass Filter
To LO Separator and Transfer Systems
From LO Storage and Settling Tanks L-5V
L-105V Set at 45
Sampling L-168V
From Separator System To Oily Bilge Tank (Dirty)

LAH From Stern MC Tube System LS
L-9V
L-170V To Oily Bilge Tank (Dirty) L-103V
L-6V No.1
PI
L-101V
PI
Steam Condensate
Main Lubricating Oil Sump Tank (98.2m3)
No.2
L-102V Main Lubricating Oil Pumps 931m3/h x 6.9kg/cm2
IMO No: 9315197
Maersk Seletar
2.8. Lubricating oil Systems
2.8.1 main engine lubricating oil System
Main Lubricating Oil Pumps Manufacturer: No. of sets: Type: Model: Capacity: XX 2 Centrifugal 931m/h at 6.9kg/cm Main Engine Lubricating Oil Coolers Manufacturer: No. of sets: Model: Capacity: Tranter International AB 2 GX-145N 2.781,700kcal/h x 465.5m3/h

The lubricating oil supply system is controlled and monitored remotely by pump pressure indication, lubricating oil temperature high alarm, thrust bearing temperature alarms and the auto-backflush filter pressure differential alarm (high).
Crosshead Bearing Oil System

One of two crosshead pumps takes suction from the main pump discharge after the automatic backflush filter and supplies the crosshead bearings at the rate of 132m3/h and a pressure of 13kg/cm2. The pumps cannot be started unless one of the main lubricating oil pumps is running. The lubricating oil flows to the crosshead via an articulated lever pipe from where it is distributed to lubricate the crosshead bearing and the bottom end bearing. The oil from both the main and crosshead systems drains from the crankcase back to the LO sump. The lubricating oil temperature is regulated by means of a three-way control valve, which controls the cooling water flow through the coolers in order to maintain an engine oil supply temperature of about 45C. Each LO cooler is rated at 50% of the cooling load when the main engine is running at 85% MCR.
Introduction
The main engine has four separate lubricating oil systems: Main lubricating oil system Crosshead booster lubricating oil system Cylinder oil system Turbocharger lubricating oil system (see section 2.8.2)
Main Lubricating Oil Discharge Filter Manufacturer: No. of sets: Type: Model: Capacity: XX 2 Auto-backflush, 50 XX 465.5m/h
Main Bearing, Gear Drive and Piston Cooling Lubricating Oil System
The main or crankcase lubrication system is supplied by two pumps located aft of the flywheel. Only one main LO pump is required at any time and this is selected as the duty pump with the other pump selected as standby, ready for automatic cut-in should there be a lubricating oil pressure reduction or pump failure. The main LO pumps take their suction from the main engine sump and discharge oil to the engine via the main LO coolers and two parallel automatic backflush filter units. The automatic filter is described below. The plate type LO coolers are cooled by water circulating in the low temperature (LT) central cooling fresh water system. Supply pressure in the main lubrication system is 6.9kg/cm2, each pump has a rated capacity of 931m3/h. The main LO system supplies oil to the main bearings, the fuel pump and servo pump gear drive, vibration damper and pistons, where it acts as a coolant. The cooling effect of the oil at the vibration dampers is important. Piston cooling oil flows to the crosshead through an articulated lever pipe and then through an internal bore in the piston rod to cool the piston; the cooling oil then flows back to the crosshead and into the engine sump via a discharge pipe and flow indicator. Main bearing oil is also supplied to the control and servo oil pumps as feed oil, this oil acts to control the fuel injection and exhaust valve systems. Oil from the main bearing system acts as make-up oil for the hydraulic actuating system for the exhaust valves, the supply to the hydraulic actuator pumps being via a non-return valve. The crosshead bearing LO booster pumps are supplied by a branch pipe from the main bearing/piston cooling system after the filter unit.
Main Lubricating Oil Bypass Filter Manufacturer: No. of sets: Type: Model: Capacity: XX 1 Mesh 50 XX 465.5m/h
Cylinder Lubrication System

The lubrication of the cylinder liners and exhaust valve spindles is performed by a separate cylinder lubrication system. High alkaline lubricating oil is supplied to the main engine cylinders on a once through basis. Cylinder lubrication is required in order to lubricate the piston rings to reduce friction between the rings and liner, to provide a seal between the rings and the liner and to reduce corrosive wear by neutralising the acidity of the products of combustion. The alkalinity of the cylinder lubricating oil should match the sulphur content of the HFO supplied to the engine. When the engine is using low sulphur fuel a lower alkalinity cylinder oil from the separate LSHFO cylinder oil service/storage tank should be used. The Pulse Jet cylinder lubricating system ensures improved distribution of cylinder lubricating oil on the running surface of the cylinder liner, with precise feed timing and dosage of lubricating oil. The Pulse Jet cylinder lubricating system involves the spraying of cylinder lubricating oil on to the liner surface from a single row of quills arranged around the liner, each quill having a number of nozzle holes. There are eight quills with each quill having five oil jets giving a total of 40 lubricating points on the liner surface. The oil jets are individually directed to separate points on the liner surface. There is no atomisation and no loss of lubricating oil to the scavenge air. The quills are reliable, simple non-return valves. Cylinder lubricating oil is delivered Section 2.8.1 - Page 2 of 8
Crosshead Lubricating Oil Booster Pumps Manufacturer: No. of sets: Type: Model: Capacity: Taiko Kikai Industries Co. Ltd. 2 Screw - 3 rotor MSTS-120HT 132m/h at 13kg/cm
Cylinder Oil Lubricating Transfer Pump Manufacturer: No. of sets: Type: Model: Capacity: Taiko Kikai Industries Co. Ltd. 2 Gear NHG-3MT 3m/h at 3.0kg/cm
IMO No: 9315197
Maersk Seletar
Illustration 2.8.1a Main Engine Lubricating Oil Service System
TIAH MC TX
TIAH MC TX
TIAH MC TX PS
Key Lubricating Oil Compressed Air Steam
L-112V CI No.2
PIAL MC PX TIAH MC TX
Condensate
PI
Drainl L-108V
L-140V
CI
No.1
PI
Crosshead Lubricating Oil Pumps 132m3/h x 13kg/cm2 L-107V
Crosshead LO Inlet
TIAH MC TX PI PIAL MC PX
L-139V To Oily Bilge Tank (Dirty)

DPI DPAH MC DPX TI PI
No.2 Main Lubricating Oil Cooler

TI PI
No.1 Main Lubricating Oil Cooler To/ From Central Cooling System
L-182V
Piston Cooling Oil Inlet
PIAL MC PX
TIAH MC TX
Control Air L-199V L-200V

TC
DPI
L-181V Auto Back Flush Filters DPAH (50 Micron)

MC DPX
L-177V
PI PI
L-176V To Oily Bilge Drain Tank Control Air
L-179V
L-178V
Main LO Inlet
L-166V
L-169V Lubricating Oil Bypass Filter
To LO Separator and Transfer Systems
From LO Storage and Settling Tanks L-5V
L-105V Set at 45
Sampling L-168V
From Separator System To Oily Bilge Tank (Dirty)

LAH From Stern MC Tube System LS
L-9V
L-170V To Oily Bilge Tank (Dirty) L-103V
L-6V No.1
PI
L-101V
PI
Steam Condensate
Main Lubricating Oil Sump Tank (98.2m3)
No.2
L-102V Main Lubricating Oil Pumps 931m3/h x 6.9kg/cm2
IMO No: 9315197
Maersk Seletar
to the quills by a lubricator pump which is powered by the engines pressurised servo oil system. The feed rate and timing are electronically controlled through a solenoid valve at the lubricator pump. There is full flexibility in the setting of the lubricator timing point, and volumetric metering ensures constant spray patterns across the engines load range. The dosage is precisely regulated even for low feed rates. The cylinder lubricator pump supply boxes are replenished by gravity with oil from the cylinder oil measuring tank. The supply lines are trace heated in order to ensure flow of the cylinder oil in all temperature conditions. The cylinder oil daily service tank is replenished from one of the two cylinder oil storage tank using the cylinder oil transfer pump. In the event of failure of the electrically driven cylinder oil transfer pump a hand operated pump is provided. When operating on low sulphur heavy fuel oil the oil from the pneumatically operated changeover valve L-186V is used to change supply between the cylinder oil measuring tank and the LSHFO cylinder oil service/storage tank. Waste oil from the cylinders drains to the under piston space and any liquid accumulating in these spaces is drained to the dirty section of the oily bilge tank through the sludge oil trap. See section 2.6.4 of this manual Increased lubrication is normally applied when running in cylinders. Low rates of cylinder lubrication may reduce the cost of lubricating oil but will increase maintenance due to higher rates of wear. Note: Correct cylinder lubrication is essential to efficient engine operation, minimum lubricating oil costs and optimum maintenance costs. It is essential that the cylinder lubricators are correctly set and that the correct cylinder lubricating oil is used for the fuel being burned. No adjustment should be made to the engine cylinder lubrication system without express permission of the Chief Engineer. c) Ensure that the low temperature central cooling system is operating and that fresh water is circulating through the main LO cooler (see section 2.5.2).

selected for REMOTE operation at their starter panels. Pumps are started and stopped remotely from the Pump Control System mimic in the GOS. The pumps may be started and stopped locally be selecting LOCAL mode and pressing the START or STOP pushbuttons as required. Note: The main LO pumps have large motors and are fitted for auto transformer starting; after a start the auto transformer must be allowed to cool down for 20 minutes before another start is attempted. Restarting is inhibited for 20 minutes between starts. i) j) Valve L-101V L-102V L-103V L-105V L-176V L-178V L-177V L-179V L-181V L-182V L-169V L-166V L-170V L-168V L-199V L-139V L-107V L-140V L-108V Keep the LO system circulating and allow the temperature of the system to gradually increase to normal operating temperature. Check the outlet flows from the individual units. Check that temperatures are similar and that all pressure gauges are reading correctly.
d) Ensure all pressure gauge and instrumentation valves are open and that the instruments are reading correctly. e) f) Ensure control air is available Ensure that the steam heating is applied to the main LO sump tank if the temperature of the LO is low. The heating coil is located around the LO circulating pump suction bellmouth only.
g) Set the valves as in the following table: Position Open Open Closed Operational Open Open Open Open Open Open Open Open Closed Closed Closed Open Open Open Open Closed Description No.1 main lubricating oil discharge valve No.1 main lubricating oil discharge valve Drain valve to sump (locked closed) Temperature control valve (set at 45C) No.1 main LO cooler inlet valve No.1 main LO cooler outlet valve No.2 main LO cooler inlet valve No.2 main LO cooler outlet valve No.1 auto-backflush filter inlet valve No.1 auto-backflush filter outlet valve No.2 auto-backflush filter inlet valve No.2 auto-backflush filter outlet valve No.2 simplex manual filter inlet valve No.2 simplex manual outlet valve Sampling valve located after auto-backflush filters discharge No.1 crosshead lubricating oil pump inlet valve No.1 crosshead lubricating oil pump outlet valve No.2 crosshead lubricating oil pump inlet valve No.2 crosshead lubricating oil pump outlet valve Cross-connection valve between crankcase and crosshead systems
k) When temperatures and pressures are stable the lubricating oil crosshead pump may be started. l) Select one main engine crosshead LO pump as the master (duty) pump and the other as the standby pump. The pumps are selected as duty pump or standby pump at the Pump Control System mimic in the GOS. In order to allow for this selection the pumps must be selected for REMOTE operation at their starter panels. Pumps are started and stopped remotely from the Pump Control System mimic in the GOS. The pumps may be started and stopped locally be selecting LOCAL mode and pressing the START or STOP pushbuttons as required.
Turbocharger Lubrication System

The main engine turbochargers have a separate lubrication system which is described in section 2.8.2 of this machinery operating manual.
m) Allow the pressure and temperature in the system to stabilise and check the flows at all locations. The LO system is ready and the engine may be started provided that other systems are operating correctly. The main engine lubrication system is replenished from the main LO storage tank and the lubricating oil may be pumped to the LO settling tank for treatment in the separator system; see sections 2.8.5 and 2.8.6 of this machinery operating manual.
Procedure for Operating the Main Engine Lubricating Oil System

It is assumed that the engine is stopped and is being prepared for starting. a) Ensure any work on the system has been completed and there is no outstanding work permit open. Ensure all tools and equipment have been removed from the area.
Note: It is assumed that all engine lubricating oil valves are left open. h) Select one main LO pump as the master (duty) pump and the other as the standby pump. The pumps are selected as duty pump or standby pump at the Pump Control System mimic in the GOS. In order to allow for this selection the pumps must be IMO No: 9315197 Section 2.8.1 - Page 4 of 8
b) Check the level of oil in the main engine sump and replenish if necessary. Issue: Draft 1 - July 2007
Maersk Seletar
Illustration 2.8.1b Main Engine Cylinder Lubricating Oil System
Port Starboard
L-183V Cylinder Oil Service/Storage Tank for L-205V LSHFO (34.0 m3) L-184V Cylinder Oil Measuring Tank (2.6 m3)
LS
L-111V
L-116V
L-186V L-171V
L-115V
L-185V
Cylinder Oil L-127V Transfer Pump 3.0m3/h x 3.0kg/cm2

PI CI
No.2 Cylinder Oil Storage Tank (107.0 m3)
L-113V L-117V
L-118V L-131V L-121V L-114V
L-134V L-164V L-165V To Oily Bilge Tank (Dirty Side) L-133V Cylinder Oil Hand Pump 3.0m3/h x 2.0kg/cm2
L-130V
L-191V
FI
L-189V To Oily Bilge Tank (Dirty Side)
L-190V
Under Piston Leakage Oil L-135V

L-136V
LAH MC
LS
Sludge Oil Trap (90L)
L-137V L-138V To Oily Bilge Tank (Dirty Side)
IMO No: 9315197
Maersk Seletar
Automatic Lubricating Oil Filter
Two automatic LO filters are provided to clean the lubricating oil before it passes into the main engine. The filters consists of sets of filter candles and the LO flows from the outside of the candles to the inside, from where it passes to the filter outlet and engine. The filters are cleaned by backflushing with lubricating oil from the inside of the candle to the outside. The filter always operates with one clean filter in reserve or being backflushed. As individual filters become blocked the pressure drop across the filter increases and at a preset limit the control system initiates backflushing of the filter. The control system puts the clean reserve filter into service and takes the blocked filter out of service. This is accomplished by an internal shut-off system and stop plug, which rotate into position and cause the clean filter to be connected to the LO inlet and outlet pipes. The rotation also causes the LO inlet to the clogged filter to be shut off and for the filter to be connected to the sludge outlet, which is not pressurised. Compressed air is now admitted to the inside of the blocked filter, forcing the LO in the filter back through the filter mesh. This flushes the dirt from the filter, and the oil and dirt are discharged into the sludge outlet; the air flow continues for a short period after the LO has been discharged. The control system now refills the cleaned filter with clean LO via the refill bore. The backflushing process is accomplished without interrupting the flow of oil to the engine. The backflushing procedure is automatic and is controlled by the filters electronic control system. The filter can be backflushed manually if the control system fails. Before manual operation the power supply to the control system must be turned off. A crank handle is then fixed to the to the free end of the actuating motors shaft. The operating cam is rotated to align the next filter chamber for cleaning. Backflushing is then accomplished by operating the air flushing valve manually for approximately 12 seconds. Two minutes should be allowed between the backflushing of individual filter candles in order for the empty filter candle to refill with LO. The flushing oil filter element will become blocked in service and must be replaced as necessary. A differential pressure gauge is fitted to this filter and an alarm signal is generated by a high differential pressure. CAUTION Disconnect the controller power supply before manually operating the filter backflush mechanism.
Illustration 2.8.1c Arrangement of the Pulse Jet Cylinder Oil Quills

Cylinder Lubricating Oil System
Note: The cylinder lubricating system uses different oil from that employed for the main system and it is important that the oils are kept separate. The quantity of cylinder oil injected at the individual injection points is controlled by the WECS-9520. The cylinder lubrication system can be considered as two separate parts, that part for supplying cylinder LO to the cylinder oil measuring tank, and that part dealing with the lubricator injection pumps and cylinder lubricators. Cylinder oil falls by means of gravity from the cylinder oil measuring tank (or if on low sulphur fuel from the low sulphur heavy fuel oil tank) through the flow meter to the cylinder lubricators. The cylinder oil storage tanks and the cylinder service/ storage tank for use with low sulphur heavy fuel oil are filled from the deck filling connections located on A deck, port and starboard.
Cylinder Liner
Procedure for Filling the Cylinder Lubricating Oil Measuring Tank

The electrically driven cylinder oil transfer pump has an automatic stop facility which is controlled by a level switch in the cylinder oil measuring tank. The operator will normally start the cylinder oil transfer pump and the pump will stop automatically when the high level switch in the cylinder measuring tank is activated. The operator may also manually stop the pump if required. The cylinder oil measuring tank is designed to overflow to No.2 cylinder oil storage tank. a)
Distributed Cylinder Oil
Pulse Jet Nozzle
Check that there is sufficient cylinder lubricating oil in the storage tank; in this case No.1 cylinder oil storage tank.
b) Ensure the transfer pumps strainer is clear.

To Cylinder Pulse Jet Nozzles
d) Check the amount of oil in the cylinder oil measuring tank and determine the amount of oil to be transferred. c) Check that the cylinder oil transfer pump automatic stop is functioning correctly.
Cylinder No.1 Lubrication Distribution Box
d) Set the valves as in the following table: Position Open Description No.1 cylinder oil storage tank quick-closing outlet valve No.2 cylinder oil storage tank quick-closing outlet valve Cylinder oil (electrically driven) transfer pump suction valve Valve L-114V L-121V L-131V
Manual Lubricating Oil Filter

A manual filter unit is fitted as a reserve in the event of failure of one of the automatic backflushing filters. The inlet and outlet valves for this unit are normally closed.
Key Lubricating Oil
Closed Open
IMO No: 9315197
Maersk Seletar
Illustration 2.8.1b Main Engine Cylinder Lubricating Oil System
Port Starboard
L-183V Cylinder Oil Service/Storage Tank for L-205V LSHFO (34.0 m3) L-184V Cylinder Oil Measuring Tank (2.6 m3)
LS
L-111V
L-116V
L-186V L-171V
L-115V
L-185V
Cylinder Oil L-127V Transfer Pump 3.0m3/h x 3.0kg/cm2

PI CI
L-113V L-117V
L-118V L-131V L-121V L-114V
L-134V L-164V L-165V To Oily Bilge Tank (Dirty Side) L-133V Cylinder Oil Hand Pump 3.0m3/h x 2.0kg/cm2
L-130V
L-191V
FI
L-190V
Under Piston Leakage Oil L-135V

L-136V
LAH MC
LS
Sludge Oil Trap (90L)
IMO No: 9315197
Maersk Seletar
Position Open Closed Closed e) Description Cylinder oil (electrically driven) transfer pump discharge valve Cylinder oil (hand operated) transfer pump suction valve Cylinder oil (hand operated) transfer pump discharge valve Valve L-134V L-130V L-133V The quills are equally spaced around the circumference of the liner at the same height. Each lubricator quill has five injection holes in the nozzle and each of these sprays a small amount of oil at a different point on the liner surface between the quill and the next quill. This means that as there are eight quills there are effectively 40 cylinder oil points around the liner surface giving a
Illustration 2.8.1d Pulse Jet Cylinder Lubrication System
Cylinder No.1

very even distribution of cylinder oil around the circumference of the liner. The cylinder oil pump also supplies a small amount of oil to the exhaust valve for spindle lubrication. Cylinder lubricating oil differs from the oil used for crankcase lubrication as it needs to neutralise the acid products of combustion, maintain an oil film at conditions of high temperature and pressure, and keep the liner surface clean at all times. It is essential that the correct cylinder lubricating oil is used for the fuel being burned. If the sulphur content of the fuel being burned falls below 1.5% the engine builder and cylinder oil supplier should be consulted for advice on the use of the cylinder oil on board which is normally formulated to deal with sulphur content between 1.5% and 3.0%. Cylinder lubrication is normally automatically controlled via the engine control system. Lubrication of the cylinders is load dependent and the WECS9520 will adjust the signal to the lubricator unit to increase or decrease the flow rate and the timing if necessary. The system also allows for prelubrication of the cylinders before the engine is started and post lubrication after the engine has stopped. (Author`s Note: Find how this is done and insert details.)
To Cylinder No.1 Pulse Jet Nozzles
Start the cylinder oil transfer pump and transfer the desired quantity of oil to the cylinder oil measuring tank. The pump has an automatic stop when the level in the tank reaches the set point. The operating engineer should monitor the pump and daily service tank to ensure that the pump stops
Cylinder Oil Measuring Tank
Note: The cylinder oil transfer pump is fitted with a relief valve which sends released oil flowing back to the pump suction. Note: It is possible to transfer cylinder LO from the storage tanks to the measuring tank by a hand pump should the main transfer pump fail. The procedure is as above except that the hand pump valves are open and the electrically driven transfer pump valves are closed. Note: The cylinder oil storage tanks and the cylinder oil measuring tank are fitted with water drain valves. These valves must be operated periodically in order to drain any water from the tanks after a period of settling.
RCS AMS
Piston Rod Stuffing Box and Scavenge Space Drain System

The piston rod gland or stuffing box provides a seal for the piston rod as it passes through the separating diaphragm between the crankcase and the scavenge air space. The stuffing box has two sets of segmented rings which are in contact with the piston rod; the upper set of rings prevent oily deposits in the scavenge space from entering the crankcase and the lower set of rings scrape crankcase oil from the piston rod. At the middle of the stuffing box there is a void space which should normally be dry if the rings are working effectively. Any oil or scavenge space material which enters this space is drained directly to the oily bilge drain tank. The scavenge space is drained to the 90 litre capacity sludge oil trap via inlet valve L-136V. The sludge oil trap allows sludge and oil to separate out with any solids falling to the bottom with oil floating above. The floating oil flows to the dirty section of the oily bilge tank through an orifice and drain line. If the drain becomes choked a high level alarm is initiated and the trap may be manually drained. The drain valve L-137V and vent valve L-135V are normally kept closed unless being used to drain sludge solids from the trap to the oily bilge drain tank.
WECS 9520
CAN Bus
Cylinder Lubrication System

Cylinder oil flows from the cylinder oil measuring tank to the cylinder oil pump units via a filter at the inlet to the cylinder oil pump units. The inlet and outlet valves to the filter must be open. There is one CLU4 pump unit for each engine cylinder and this incorporates the cylinder oil reservoir, the pump unit and the solenoid valves for operating the pump unit. The pump unit is operated by means of oil from the servo system with servo oil being directed to and from the servo unit of the cylinder oil pump by the solenoid valves. These solenoid valves are controlled by the WECS-9520. The WECS-9520 determines the optimum amount of cylinder lubricant required at each piston stroke and also determines when the lubricator will operate in order to direct the cylinder lubricant at the liner surface so that the piston rings may effectively spread the oil over the liner surface. The amount of cylinder oil injected depends upon the cylinder load. The servo oil operates the cylinder oil pump for the individual unit, the operation timing and cylinder oil delivery rate, being governed by signals from the WECS-9520 which regulate the servo oil driving the lubricator pump unit. Issue: Draft 1 - July 2007
To XXX
Cylinder No.1 Lubrication Distribution Box
To Further Cylinder Lubrication Distribution Boxes Power Supply
To Further Cylinder Lubrication Distribution Boxes To Further Cylinder Lubrication Distribution Boxes To Further Cylinder Lubrication Distribution Boxes
Junction Box Servo Oil 200Bar
P P Crankcase Drain Key Lubricating Oil Servo Oil Return
General Lubrication Systems

From Further Cylinder Lubrication Distribution Boxes
There are two LO daily tanks which are used for general lubrication of machinery and equipment. These tanks are replenished from the main LO storage tanks as required.
IMO No: 9315197
Maersk Seletar
Illustration 2.8.2a Main Engine Turbocharger Lubricating Oil System
Turbocharger LO Supply Main Engine Turbocharger No.1 Main Engine Turbocharger No.2
Main Engine Turbocharger No.3
Turbocharger LO Return
Turbocharger Lubricating Oil Cooler W-177V To/From Central Cooling System

PI TI PI TI PI TI TI
DPI
DPAH MC DPX
L-158V
W-176V
PI
L-155V W
L-157V
PS
L-154V
L-156V
L-153V
PI
L-152V
PI
2 CJC Fine Filter (3.0m) 0.9m3/h x 2.0kg/cm2

CI PI PI CI
1
CI
Turbocharger Lubricating Oil Pumps 56m3/h x 4.0kg/cm2
From Main LO Storage / Settling Tanks
L-162V
L-161V
L-49V
From Main LO Separator
Key Lubricating Oil LT Cooling Water Waste Oil / Drain Turbocharger Lubricating Oil Tank (5.7m3) L-159V
LAH MC LS
L-10V L-11V To LO Transfer and Separating Systems
IMO No: 9315197
Maersk Seletar
2.8.2 turbocharger lubricating oil System
Turbocharger Lubricating Oil Pumps Manufacturer: No. of sets: Type: Model: Capacity: Taiko Kikai Industries Co. Ltd. 2 Gear HG-65MT 56.6m/h at 4.0kg/cm the mode switch at the pump starter panel must be set to REMOTE. Pumps may also be started and stopped locally if selected for LOCAL mode. The pumps discharge through a plate cooler and then a duplex filter to the supply line to the turbochargers. The common outlet line from the turbocharger LO pumps is fitted with a pressure relief valve and this relief valve discharges back to the turbocharger LO drain tank. The turbocharger LO cooler is circulated with fresh water from the low temperature central cooling system (see section 2.5.2 of this machinery operating manual). From the duplex filter outlet the turbocharger LO flows to the inlet manifold supplying the turbochargers. Under normal circumstances a LO supply is always maintained to the turbochargers in order to ensure that they are always available for service and to prevent damage. An LO supply must be maintained when the engine is stopped as natural draught through the turbocharger will cause the rotor to turn and hence the bearings must be kept lubricated. A turbocharger LO tank bypass filter pump is fitted, this pump operates constantly drawing oil from the drain tank, passing the oil through a filter and returning the oil to the drain tank. The oil in the turbocharger system may also be cleaned with the main engine lubricating oil separator. The LO temperature at supply to the turbocharger is 50C and at outlet from the turbocharger bearings in the range 70C to 100C. A three-way bypass valve is fitted at the cooler in order to regulate the oil flow through the cooler and hence the temperature of the LO flowing to the turbochargers. The oil in the tank may be pumped out using the LO transfer pump and discharged to the LO settling tank or waste oil system as required. The oil may also be cleaned by use of the main lubricating oil separator. Position Open Open Open Open Operational Operational Open Open Open e) f)

Description No.1 turbocharger LO pump suction valve No.1 turbocharger LO pump discharge valve No.2 turbocharger LO pump suction valve No.2 turbocharger LO pump discharge valve Discharge pressure relief valve Cooler 3-way expansion type bypass valve Cooler inlet valve Cooler outlet valve Bypass filter circulating pump suction valve Valve L-161V L-152V L-162V L-153V L-156V L-155V L-157V L-158V L-159V
Turbocharger Lubricating Fine Filter Pump Manufacturer: No. of sets: Type: Model: Capacity: Taiko Kikai Industries Co. Ltd. 1 Gear NHG-1MT 0.9m/h at 2.0kg/cm
Check that the duplex filter is clean and that the bypass filter is operational. Start the turbocharger LO tank bypass filter LO circulating pump and check that oil is flowing back to the turbocharger LO tank.
Turbocharger Lubricating Oil Fine Filter Manufacturer: No. of sets: Type: Model: Capacity: Yoowon Industries Ltd. 1 JGP Cellulose BK-4233B-X/RF 0.9m/h at 3 micron
g) Select the turbocharger LO pumps for REMOTE mode and select one as the master pump and the other as the standby pump. Start the master pump and check that oil is flowing to both turbochargers and returning from the turbocharger bearings. h) The turbocharger LO system is now operational and the turbochargers may be operated. Note: The turbocharger LO must be tested frequently in order to determine whether or not it is fit for further service. Samples should be taken from the circulating oil and not directly from the tank.
Turbocharger Lubricating Oil Cooler Manufacturer:: No. of sets: Type: Model: Capacity: Tranter International AB 1 Plate - Stainless Steel GX-42N 518,600kcal/h x 56.6m/h
Procedure for Operating the Turbocharger Lubricating Oil System

a) Ensure that the turbocharger LO tank is filled to the correct level and replenish if necessary.
Introduction
The three turbochargers have their own bearing lubrication system which is totally independent of the main lubrication system for the engine. Oil drains from the turbocharger bearings to a main engine turbocharger LO drain tank (capacity 5.7m3) and it is from this tank that the pumps take suction. There are two pumps, one is normally sufficient for duty for the three turbochargers. One pump is set as the duty pump and the other as the standby pump which will start automatically should the duty pump fail to maintain pressure in the outlet pipe. Pumps are selected at the Pump Control System mimic in the GOS at the ECR operator workstation. In order to allow for remote operation of the pumps
b) Ensure that valves to all instruments are open and that the instruments are reading correctly. c) Check that the low temperature central cooling system is operating and that cooling water is circulating through the turbocharger LO cooler.
d) Set the valves as in the following table:
IMO No: 9315197
Maersk Seletar
2.8.3 Generator Engines Lubricating Oil System
Illustration 2.8.3a Generator Lubricating Oil System
PIAL

From Deck Filling Connections GE Lubricating L-14V Oil Measuring Tank (0.1m3) GE LO Transfer Pump L-40V No.1 Lubricating LAL Oil Sump Tank MC LO Cooler
PIAL
Introduction
Each generator engine has its own engine driven lubricating oil circulation pump and an electrically driven prelubrication pump which ensures that all running surfaces are effectively lubricated before the engine is started. After the engine has started and the engine driven lubrication pump is supplying oil at the correct pressure, the prelubrication pump is stopped. Both pumps take suction from the engine sump. The prelubrication pump mode switch should be set to the AUTO position whenever a generator engine is selected as a standby engine. The prelubrication pump may be selected for manual (MANU) operation if required, in which case the pump is started and stopped by means of START and STOP pushbuttons at the prelubrication pump starter panel. The oil supply from both pumps passes through a duty/ standby filter system via a 3-way valve and a lubricating oil cooler before flowing to the engine system. The flow of oil through the cooler is regulated by means of a three-way thermostatic valve which allows some or all of the circulating lubricating oil to bypass the cooler in order to maintain the correct LO temperature. The threeway valve is controlled by the temperature of the LO flowing to the engine. Generator engine main bearings, crankpin bearings, top end bearings, camshaft system, valve rocker units and the turbocharger bearings are lubricated from the system. A flow of cooling oil is also directed to the piston and the cylinders are lubricated by oil from the crankcase. The entire lubrication system is part of the engine construction and there are no valves which need to be operated within the engine lubrication system. The turbocharger bearing is lubricated by oil from the main circulating system via a branch from the inlet line to the engine. The lubricating oil in each of the generator engine sump must be maintained at the correct level and the sumps are replenished with oil taken from the generator engine LO measuring tank. This tank is filled by gravity from the generator engine LO storage tank. Oil is pumped to the generator engine sumps by the dedicated air driven LO transfer pump located at the generator engine lubricating oil measuring tank. The LO charge of any generator engine may be cleaned on a continuous basis by means of an associated centrifugal separator. There are two generator engine centrifugal separators and each separator serves two generator engines. A system of crossover valves allows either of the generator engine centrifugal separators to clean oil from the sump of any generator engine. The generator engine lubricating oil separating system is described in section 2.8.5 of this machinery operating manual. Generator engine lubricating oil should be sampled and tested at intervals suggested by the lubricating oil supplier. The results of the testing provide an indication as to engine operation and the need for lubricating oil replacement.
MC
PX TX
TIAH
MC
L-25V Generator Engine Lubricating Oil Storage Tank L-42V L-73V (25.4 m3)
L-37V
PI
CI
L-60V L-15V L-20V
L-39V L-12V L-13V
LS
MC
PX TX
TIAH
MC
L-27V No.2 Generator Engine L-61V No.2 Lubricating LAL Oil Sump Tank MC LO Cooler
LS
L-26V
L-66VFrom Separator System

PIAL
MC
PX TX
TIAH
MC
No.3 Generator Engine L-62V No.3 Lubricating LAL Oil Sump Tank MC LO Cooler
PIAL
L-17V L-22V To Separator System
LS
L-19V
MC
PX TX
TIAH
MC
L-29V L-28V
No.4 Generator Engine L-63V No.4 Lubricating LAL Oil Sump Tank MC LO Cooler
LS
Key Lubricating Oil Compressed Air Steam Condensate Waste Oil / Drain
IMO No: 9315197
Maersk Seletar
Illustration 2.8.4a Stern Tube Lubricating Oil System
LAL MC

L-145V Low Alarm V7 L-144V V5 Stern Tube Lubricating Oil Tank (Capacity 0.1m) L-146V L-142V 3MU V12-A P V6 V4 Flow Regulator Units V8 V11 V12-B Change Over Switch C1 From Fresh Water Hydrophore System V2 Air Control Unit C1 P Differential Pressure P V1 V10 From Control Air System
LS
V3
Emergency Stern Tube Lubricating Oil Gravity Tank (0.1m3)
Drain Plug
V9
L-128V L-141V L-143V To Oily Bilge Tank (Dirty) V14 V13
C2 AR1 Change Over Switch C2
Loaded Water Line
L-132V L-173V Stern Tube Lubricating Oil Circulation pumps (3.0m3/h x 3kg/cm2) L-206V 1 L-174V
14.7 - 16.9m
Ballast Water Line
PI
CI
V15
W-189V To/From Central Cooling System W-188V PS L-124V
TI
PI
9.95m
4.85m
DPAH MC
PI TI L-123V L-125V
L-126V DPS
PI
CI L-172V 2
L-197V
L-193V
L-119V
DPI
L-194V
L-195V
PI
L-129V L-120V Fine Filter 1.0 (0.4m3/h x 2.0kg/cm2) PI 4.5m L-180V L-122V Key Lubricating Oil Central Cooling Water Compressed Air Drain L-201V Sampling Valve L-204V L-167V L-188V L-203V P V49 V48
LAH MC
CI CI PI PI
LAL MC
1 L-147V L-148V Foward Seal Lubricating Oil Pumps (0.3m3/h x 2kg/cm2) L-163V PI 2 L-149V L-160V DPS CI Drain Plug L-198V L-151V
L-7V L-8V
From Main LO Storage / Settling Tanks and LO Separator To LO Transfer and Separating Systems
LS
L-187V
Drain Collection Unit
LS
L-150V
Stern Tube Lubricating Oil Sump Tank (3.6 M)
IMO No: 9315197
Maersk Seletar
2.8.4 stern tube lubricating oil System
Stern Tube Seals Manufacturer: Type: Model: Kobelco Eagle Marine Eng. Co. Ltd. Simplex compact synthetic rubber seals AX-1060 Stern Tube Lubricating Oil Cooler Manufacturer: No. of sets: Type: Model: Capacity: Tranter International AB 1 Plate - Stainless Steel GC-16P 12,300kcal/h x 3.0m/h

The stern tube LO tank unit is located above the centre line of the propeller shaft. The two circulating pumps take suction from the tank and discharge through the stern tube LO cooler into the lower section of the stern tube. The oil entering the stern tube is maintained at a variable pressure by the air supplied by the air control unit to the pressurised lubricating oil tank. The circulating oil returns to the pump suctions with any losses being made up from the sump tank. The lubricating oil flowing through the stern tube provides lubrication to and absorbs heat from the bearings, therefore increasing the oil temperature. It is essential that an adequate flow of lubricating oil is maintained to reduce friction and assists in removing the heat generated. The excess heat is removed by the following: The circulating oil through the stern tube LO cooler The fresh water in the stern tube cooling tank surrounding the stern tube which in turn is cooled by sea water flowing past. The oil in the stern tube system should periodically be sampled and tested to ensure that its properties are maintained within the manufacturers specifications. The presence of any water in the oil will indicate leakage at the aft stern seal arrangement. If analysis indicates any metal particles in the oil, this may indicate a failure of the forward or aft bearings. The oil in the tank may be pumped out using the LO transfer pump and discharged to the LO settling tank or waste oil system as required. The oil may also be cleaned by use of the main lubricating oil separator. Note: If the quality of the oil has deteriorated to the level that it needs replacement, the contaminated oil can be transferred using the LO transfer pump outlined in section 2.8.6 of this manual.
Stern Tube Air Seal Control Unit Manufacturer: No. of sets: Type: Kobelco Eagle Marine Eng.Co.Ltd 1 3A
Introduction
The stern tube assembly along with its forward and aft seal arrangement is designed to provide support for the propeller shaft in two oil lubricated bearings, and to prevent the leakage of lubricating oil from entering the engine room and leakage to sea. The placement of the aft stern tube seals prevents the ingress of sea water into the stern tube which would result in contamination of the lubrication system with subsequent damage to the bearings and the onset of corrosion. The lubrication system is designed to maintain oil tightness despite varying temperatures. Stern Tube Lubrication System and Operation The principle components of the stern tube lubrication system comprises the following: A pressurised lubricating oil tank which provides adequate hydrostatic pressure to prevent ingress of sea water into the system whilst maintaining the stern tube full of oil. Air control unit to maintain the required regulated air pressure to the seal arrangement and stern tube LO tank. Lubricating oil pumps enabling the oil to circulate through the system (forward and aft bearings) and maintain a positive head of pressure from the stern tube tank. Stern tube air control unit. An emergency stern tube gravity tank. Drain collection tank - A 10 litre tank to collect oil/ water leakage residue from any leakage from the void between No.2 and No.3 aft stern tube seals. The tanks contents are monitored by a high level alarm, alerting the duty engineer of excessive leakage. Stern tube sump tank - collection of oil from the stern tube system, reservoir for the forward seal oil pumps and make-up for losses in the main circulation system. Forward stern tube seal circulating pumps. Fine filter and pump for cleaning the oil in the sump tank.
Stern Tube Lubricating Oil Circulating Pump Manufacturer: No. of sets: Type: Model: Capacity: Taiko Kikai Industries Co. Ltd. 2 Gear NHG-3MT 3.0m/h at 3kg/cm
Forward Stern Tube Seal Lubricating Oil Circulating Pump Manufacturer: No. of sets: Type: Model: Capacity: Namiwa Pump Mfg. Co. Ltd. 2 Gear TLG-2 0.3m/h at 2kg/cm
Sump Tank Lubricating Oil Fine Filter Manufacturer: No. of sets: Type: Model: Capacity: Yoowon Industries Ltd. 1 JGP Cellulose BK-4214A-X/RF 0.4m/h at 1 micron
The Forward and Aft Stern Tube Seal and System Operation
The Forward Stern Tube Seal The forward stern tube seal assembly is a simple arrangement with two seals (Nos.4 and 5 aft to forward) designed to prevent oil leaking from the stern tube into the engine room. The oil system for the forward seal is supplied by No.1 or No.2 forward seal lubricating oil pump operating in duty/ standby mode. The assigned duty pump draws from the sump tank and delivers oil under pressure through an orifice to the forward seal unit. The oil then returns to the sump tank. Monitoring of the oil flow is carried out by observing the sight glass and the pressure gauge on the return line from the forward seal unit. The lubricating oil pumps are also fitted with suction and discharge pressure gauges. The Aft Stern Tube Seal The aft stern tube seal arrangement comprises of four simplex seals manufactured from synthetic rubber. Two of the seals are designed to seal against sea water while the other two are used to seal against the oil in the stern tube. Section 2.8.4 - Page 2 of 8
Sump Tank Lubricating Oil Fine Filter Pump Manufacturer: No. of sets: Type: Model: Capacity: Taiko Kikai Industries Co. Ltd. 1 Gear NHG-0.5M 0.4m/h at 2kg/cm
IMO No: 9315197
Maersk Seletar
LAL MC

LS
V3
Drain Plug
V9
Loaded Water Line
14.7 - 16.9m
Ballast Water Line
PI
CI
V15
W-189V To/From Central Cooling System W-188V PS L-124V
TI
PI
9.95m
4.85m
DPAH MC
PI TI L-123V L-125V
L-126V DPS
PI
CI L-172V 2
L-197V
L-193V
L-119V
DPI
L-194V
L-195V
PI
LAH MC
CI CI PI PI
LAL MC
L-7V L-8V
LS
L-187V
LS
L-150V
IMO No: 9315197
Maersk Seletar
The stern tubes aft seals are numbered No.1, 2, 3 and 3S (aft to forward). The space between No. 2 and No.3 is supplied with compressed air from the control unit. The space between seals No.3 and No.3S is supplied with oil from the stern tube oil circulation pumps. The space between seals No.1 and 2 seal is normally empty except for leakage of the compressed air between seals No. 2 and No.3, any excess then leaks outward to the sea. Note: The amount of through No.1 and 2 seals to the sea enables the control unit to regulate the flow of compressed air pressure to the space between No.2 and No.3 seals.
Illustration 2.8.4b Stern Tube Seals
Air Seal Pressure Pa (Pa = Pw + 0.1 to 0.15kg/cm2) Aft Seal

System Operation
Compressed air from the control air system is supplied to the air control unit. The control unit supplies air at a pressure between 0.6 and 1.2 kg/cm2 to the space between seals No.2 and No.3. The air from the seal leaks through into the space between seals Nos.1 and No.2 and then to the sea. The changes in external pressure (caused by variation in the ships draught) acting on seal No.1 dictates the back pressure and flow of air into the seal. The action of the air control unit is to maintain the pressure supplied to the space between No.2 and No.3 seal within the stipulated range and above the sea water pressure. Note: The space between seals No.2 and No.3 may be sampled or drained to drain collection tank as necessary. The oil level of the stern tube tank unit is set at 2 metres above the shaft centre line. Compressed air from the air control unit is supplied to the stern tube tank at the same pressure as that provided to the seal space. When running the oil pressure in the space between No.3 and No.3S seals is increased to between 0.3 and 0.5kg/cm above the air pressure in the seal space. The pressure of the oil circulating in the stern tube is 0.15kg/cm2 lower. The pressure increase is carried out by exerting a pressure in the stern tube tank unit by regulated compressed air delivered via the air relay and the changeover valve. The reason for this differential in pressure is to limit wear and increase the life expectancy of the seals. Any oil leakage from between seals No.3 and No.3S into the air space flows to the drain collection tank and not out to the sea. Note: Sea water should never enters the space between No.2 and No.3 seals as the air pressure should always be higher than the sea water pressure. In the event that any leakage occurs the sea water drains into the collection tank. Emergency Operation In the event of a fault with the air seal flow regulating system, at the control panel turn the two changeover switches C1 and C2 from the MAIN to the SUB position. This action will operate the change over air relay and regulator and the back-up system will come into operation. If the air control unit fails completely, the stern tube emergency gravity tank must be brought into operation. This tank places a static head on to the space between No.3 and No.3S seals so preventing contamination of the stern tube lubrication system. The oil pressure pumps are still operational during this emergency operation and in addition to circulating oil through the stern tube bearings they are also used to fill the header tank; this ensures that a constant head is maintained on the sealing arrangement. The procedure for undertaking this emergency operation is covered later in this section. As the air line from the control unit also connects to the stern tube LO tank, the LO in the stern tube is maintained at a pressure equal to the external sea water pressure plus the gravity pressure of the stern tube LO tank less any pressure losses in the lines. The pressure of the oil supplied to the stern tube should be equal to the external pressure of the sea water plus 0.3 to 0.5kg/cm2.
Procedure for Priming the Stern Tube Bearing and the Aft Seal Lubricating Oil Systems
This procedure is normally carried out with the vessel in drydock. When the necessary maintenance/inspections have been carried out, the following procedure takes place: a) Confirm all instrumentation valves are open and the instruments are operating correctly.
Sea Water Pressure Pw Seal No.1
Seal No.2
Oil Supply Pressure Po (Po = Pa + 0.30 to 0.50kg/cm2) Seal Seal Stern Tube No.3 No.3S Oil Circulation Pressure Pc (Pc = Po - 0.15 kg/cm2)
b) Ensure the stern tube duplex filters are clear. c) Ensure power is available to the circulating pumps.
d) Confirm control air is available. Note: Confirm that the air control unit is NOT operational and NO air is being supplied to the aft seal. e) Check that there is sufficient oil in the stern tube LO gravity header and stern tube sump tanks and replenish as necessary. Observe that there are no leaks. Ensure there is sufficient oil within the stern tube system. Prime the stern tube and the stern tube LO tank by setting the system valves in accordance with the following valve table: Description No.1. stern tube LO circulating pump suction valve No.1. stern tube LO circulating pump discharge valve No.2. stern tube LO circulating pump suction valve No.2. stern tube LO circulating pump discharge valve Isolating valve to differential pressure switch (4-DPS-1) located downstream of the circulating pump Isolating valve to differential pressure switch (4DPS-1) located before suction to the circulating pump Valve L-206V L-173V L-172V L-174V L-126V
To Stern Tube Lubricating Oil Sump Tank
f)
Aft Seal
Forward Seal
Position Open Open Open Open Open
From Forward Seal Lubricating Oil Pumps
Key
Lubricating Oil Compressed Air Stern Tube Oil Circulation Pressure Pc Forward Seal Oil Supply Pressure Po (Po = Pa + 0.30 to 0.50kg/cm2) Seal No.4 Seal No.5
Open
L-197V
IMO No: 9315197
Maersk Seletar
LAL MC

LS
V3
Drain Plug
V9
Loaded Water Line
14.7 - 16.9m
Ballast Water Line
PI
CI
V15
W-189V To/From Central Cooling System DPAH

MC
TI
PI
9.95m
4.85m
L-193V
L-119V
DPI
W-188V PS L-124V
PI TI L-123V L-125V
L-126V DPS
PI
CI L-172V 2
L-197V
L-194V
L-195V
PI
LAH MC
CI CI PI PI
LAL MC
L-7V L-8V
LS
L-187V
LS
L-150V
IMO No: 9315197
Maersk Seletar
Position Close Open Open Set to circulate Close Open Close Open Description Stern tube LO cooler bypass valve (locked closed) Inlet valve to stern tube LO cooler Outlet valve from the stern tube LO cooler 3-way valve from circulating pump discharge Outlet valve from the stern tube tank to 3-way valve and stern tube (locked closed) Stern tube tank isolating valve to circulating pump suction Drain valve from circulating pump discharge located before the stern tube inlet Inlet valve for oil supply to the aft seal space Nos.3/3S (locked open) from the oil circulating line Drain valve located on branch line from valve L180V to aft seal space Nos.3/3S Outlet valve from oil the aft seal space Nos.3/3S to the oil circulating line back to the stern tube tank Outlet valve from the stern tube bearing assembly to the stern tube LO gravity tank No.2. stern tube LO circulating pump discharge valve Inlet/ return line valve to the stern tube tank unit Supply valve to the forward stern tube bearing from the lubricating oil pump Supply valve to the stern tube bearing aft from the lubricating oil pump Drain valve from the stern tube to the sump tank Drain valve from seal space No.2/3 to the drain collection tank Drain valve from aft seal space No.2/3 (locked closed) Gauge valve on drain line from seal space No.2/3 Sample valve from stern tube system (locked closed) Oil collection tank inlet valve (located after the 3-way valve) Gauge valve to pressure gauge on collection tank Valve L-125V L-123V L-124V L-129V L-141V L-143V L-187V L-180V f) Start No.1 stern tube lubricating oil pump supply oil to: No.3/3S seal space Stern tube bearings Stern tube LO tank unit g) When the level in the stern tube LO tank unit has stabilised at the correct level, stop the LO pump and replenish the system as necessary. Once the level has settled, the system is ready to be set into the normal operating mode. Position Open Set

Description Valve Isolating valve for the forward seal return pressure L-175V indicator (6-PI-5) 3-way valve positioned to supply aft seal space 3MU No. 2/3
g) Start No.1 forward seal lubricating oil pump and supply oil to: No.4/5 forward stern seal space h) Observe the flow of lubricating oil by observing the flow through return sight glass. Monitor pressure gauges and instruments for correct readings.
Procedure for the Normal Operation of the Forward Seal System

a) c) Confirm all instrumentation valves are open and the instruments are operating correctly. Ensure power is available to the forward seal lubricating oil pumps.
Procedure for the Normal Operation of the Stern Tube Lubricating Oil system and the Aft Seal System
With the system fully primed with lubricating oil, the system may be lined up to operate in its normal condition as follows: a) c) Verify that control air is available to the air control unit. Ensure cooling water is flowing to the stern tube LO cooler.
Close Open
L-207V L-195V
d) Ensure sufficient oil is in the sump tank. Replenish as necessary. e) f) Ensure the lubricating oil pump suction filters are clear. Set the system valves in accordance with the following valve table: Description No.1 forward seal LO circulating pump suction valve No.1 forward seal LO circulating pump discharge valve No.2 forward seal LO circulating pump suction valve No.2 forward seal LO circulating pump discharge valve No.1 and 2 forward seal circulating pump bypass valve (return to sump tank) Isolating valve to differential pressure switch (3DPS-1) located downstream of the circulating pumps Isolating valve to differential pressure switch (3DPS-1) located before suction to the circulating pumps Drain valve from the forward seal assembly Valve L-147V L-148V L-149V L-150V L-160V L-163V
Open Open Open Open Open Close Close Close Open Close Open Open
L-194V L-174V L-142V L-192V L-122V L-188V L-203V L-204V L-202V L-201V V-49 V-48
Position Open Open Open Open Close Open
d) Start the duty stern tube lubricating oil pump ensuring the pressure stabilises and the stern tube tank unit level is stable. e) Set the air control unit valves as follows:
Position Close Close Open Open Open Open Open Open Set Close Open f)
Open
L-198V
Description Air control unit drain valves Differential pressure filter bypass valve Outlet from flow controller Air delivery valve from the flow controller to the 3-way valve (supply to aft seal space 2/3) Air supply to change-over valve C2 Air supply valve to the stern tube tank unit Air supply inlet valve to the filter Air outlet valve from the filter Fresh water flow control valve Fresh water flow inlet valve Instrumentation valves
Valve V3, V8, V15 V10 V4 V5 V9 V13 V1 V2 V12-A V12-B V6, V7, V14
Close
L-167V
Supply power to the air control unit and open the air supply. Check that both changeover switches are set to MAIN. Section 2.8.4 - Page 6 of 8
IMO No: 9315197
Maersk Seletar
LAL MC

LS
V3
Drain Plug
V9
Loaded Water Line
14.7 - 16.9m
Ballast Water Line
PI
CI
V15
W-189V To/From Central Cooling System DPAH

MC
TI
PI
9.95m
4.85m
L-193V
L-119V
DPI
W-188V PS L-124V
PI TI L-123V L-125V
L-126V DPS
PI
CI L-172V 2
L-197V
L-194V
L-195V
PI
LAH MC
CI CI PI PI
LAL MC
L-7V L-8V
LS
L-187V
LS
L-150V
IMO No: 9315197
Maersk Seletar
g) Observe the air pressure to the aft seal by monitoring pressure indicator P4. If the pressure is not within the range of 0.2 to 0.4 bar, when the stern tube LO circulation pump is running, ensure the oil pressure to the stern tube is 0.3 to 0.5 bar higher than the air pressure in the aft stern seal space Nos.2/3 chamber. Adjustment is carried out by altering the air relay in the control unit.
Procedure for the Emergency Operation of the Stern Tube Lubricating Oil system and the Aft Seal System
If a problem has been encountered with No.3 oil seal resulting in oil being collected in the drain tank, it can be temporarily be replaced in service by using seal No.3S as an alternative. However repairs must be undertaken at the earliest opportunity. This seal is brought into operation by closing the oil valves to and from seals No.3/3S, oil inlet valve L-180V and return valve L-195V (to the stern tube lubricating oil sump tank); this will prevent oil being supplied to the aft seal space No.3/3S. In the event of there being a problem with the air seal flow regulating system at the control panel the changeover switches C1 and C2 from the MAIN to the SUB position. This will operate the changeover air relay and regulator and the back-up system will come into operation. If the air control unit fails completely, the stern tube emergency gravity tank must be brought into operation. This tank puts a constant static head onto the space between aft seals No.3 and No.3S.
IMO No: 9315197
Maersk Seletar
Illustration 2.8.5a Lubricating Oil Separating System
GE Lubricating L-14V Oil Measuring Tank (0.1m3) GE LO Transfer Pump L-40V
LAL MC LS PI CI

Port To Bilge Shore Connection Upper Deck L-2V L-1V Starboard
L-25V
TI
TC
TI
TC
TI
TC
L-37V
L-36V Generator L-35V Engine Lubricating Oil Storage Tank L-42V L-73V L-71V (25.4 m3) L-44V L-12V L-13V L-3V
Main Lubricating Oil Storage Tank (113.9 m3)
Main Lubricating Oil Settling Tank (99.7 m3)
Main LO Separator Heater L-72V

TI TI PI
No.2 GE LO Separator Heater

TI TI TX TAH MC PI

TI TI TX TAH MC PI
No.1 Generator Engine Lubricating Oil Sump Tank
L-60V L-15V L-20V
L-39V
Condensate Steam
Condensate Steam
Condensate Steam
L-45V L-4V
TX TAH MC
L-48V
L-27V L-66V L-61V

LAL MC LS
L-26V
Air
Air
L-65V
Air
L-64V
L-16V L-21V L-79V Main Lubricating Oil Separator Supply Pump (8.9 m3/h PI x3kg/cm2) L-46V GE Lubricating Oil Separator Supply Pumps PI (0.9 m3/h 2 x3kg/cm )
CI
L-34V
L-33V
L-78V
Lubricating Oil Transfer Pump (10 m3/hx3kg/cm2)

PI
L-56V
PAL
PI
FI
L-52V
PAL
PI
FI
L-51V
PAL
PI
FI
PI
2
CI CI CI
L-54V
Main LO Separator (8,900 litres/h)

MS
No.2 G.E LO Separator (900 litres/h)

MS

MS
L-62V
LAL MC LS
L-17V L-22V
L-32V L-19V
L-31V
L-77V
L-76V
L-43V
F-69V
F-68V
F-67V
L-29V L-28V L-5V L-63V

LAL MC LS
L-49V L-6V L-8V

LAL MC LS
L-10V L-7V L-11V L-38V Main Engine T/C LO Tank (5.7m3) L-24V
LAH MC LS
Key Lubricating Oil Sludge Tank (178.6 m3) Compressed Air Steam Condensate Waste Oil/Sludge
L-9V
Main Lubricating Oil Sump Tank (98.2 m3)
Stern Tube Lubricating Oil Sump Tank (3.6m3)
Main Engine Crankcase
IMO No: 9315197
Maersk Seletar
2.8.5 lubricating oil separating Systems
Main Lubricating Oil Separators Manufacturer: No. of sets: Type: Model: Capacity: Westfalia Separator Korea Ltd. 1 Automatic self-cleaning OSD 35-91-067 8,900 litres/h The main lubricating oil separator is supplied with oil by an LO separator supply pump which passes the LO through a steam heater before it enters the separator. Control air is supplied to the separator to control the supply of oil to the bowl. Domestic fresh water is supplied for sealing, actuation and flushing purposes.

The monitoring and control system provides two basic monitoring systems. 1) Water monitoring system (WMS) 2) Sludge space monitoring system (SMS) Water Monitoring System Water which is separated from the oil collects in the outer part of the bowl. The separating disc in the bowl continuously directs a small flow from the outer part of the bowl to the sensing liquid pump, which discharges this flow to a conductivity sensor. If the conductivity sensor detects the presence of water it means that a reasonable amount of water is present in the bowl. The control system then opens a solenoid operated valve to discharge the water through the dirty water outlet; the separator is operating as a purifier. When the water has been discharged the valve is closed and the separator resumes operation as a clarifier. Under normal circumstances very little water should be present in lubricating oil but leakage at cooler, etc. can result in large quantities of water being present. If more than small quantities of water are detected in the lubricating oil the operator should suspect a water leakage into the LO system and take immediate steps to detect the source of water leakage. Sludge Monitoring System Desludging of the bowl normally takes place at timed intervals, which are changed to suit the quality of the oil being treated. A sensor in the sludge monitoring system detects the buildup of sludge/water in the sludge space of the bowl. If the amount of sludge becomes excessive, the system will activate the automatic desludging procedure even though a timed desludging operation is not due. If there are more than two untimed desludging operations between normal timed desludging operations an alarm is activated and this requires the intervention of an engineer. The illuminated Liquid Crystal Display (LCD) provides information about the operating parameters of the separator; all the relevant process data and alarm conditions are displayed. The components which are controlled or monitored by the control system include: Oil inlet/bypass valve (three-way circulation valve) Flushing water Operating water Circuit and water discharge valve Water sensor Oil inlet temperature Audible alarms Software assignment for each separator is carried out in the factory using a password function. Any alterations to the set parameters should only be carried out by a person authorised to make such changes. Changes in parameter settings are not an operational requirement of the separators and are not normally necessary once the system has been configured for the type of lubricating oil being treated. If any change in parameter setting is required this must only Section 2.8.5 - Page 2 of 10
Separator Operation
The heated dirty oil enters the separator and the centrifugal force created by the rotating bowl causes the liquid mixture to separate into its different constituents within the disc stack. The solid particles suspended in the oil settle on the underside of the discs and slide down into the solids holding space at the periphery of the bowl. 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 will determine the position of the interface between the oil and the collected separated water and is set according to the density of the oil to be cleaned. As the separator is of the self-cleaning type, the accumulated solids within the holding space are ejected at predetermined intervals depending on the quality of the oil. The cleaning cycle is achieved automatically; a number of control valves act to allow the oil to bypass the separator and to open the bowl for a set period of time. There is a water monitoring system (WMS), which controls the discharge of water and a sludge monitoring system (SMS), which controls the ejection of sludge.
Main Lubricating Oil Separator Heater Manufacturer: No. of sets: Type: Model: Capacity: DongHwa Entec 1 Shell and tube 650CZ-2 8.9m3/h x 400,500 kcal/h
Main Lubricating Oil Separator Supply Pump Manufacturer: No. of sets: Model: Capacity: Control Unit: Manufacturer: Model: Westfalia Separator Ag Simatic D10 Taiko Kikai Industries Co. Ltd. 1 NHG-10MT 8.9m/h at 3.0kg/cm
Introduction
There is one centrifugal self-cleaning LO separator dedicated to clean the lubricating oil associated with the following: Main engine LO sump tank Stern tube LO sump tank Main engine turbocharger LO tank Note: The self-cleaning separator is also capable of taking suction via the main LO separator supply pump direct from the main engine crankcase chamber. The separator cannot return the cleansed LO directly to the tank. Except for the main engine crankcase the separator can be used for batch treatment or for continuous treatment. Cleansed oil from the separator can be discharged to the main engine LO sump or to the main engine LO settling tank; or the stern tube LO sump tank if LO from the stern tube system is being treated.
WARNING
Care must be taken when operating the separator system. Hot oil and steam are present and can result in serious injury if leakage occurs. There is a fire risk from the presence of hot oil and all precautions must be taken to prevent a fire and to deal with one should an outbreak occur. The extinguishing system must be checked frequently.
Separator Control System

The D10 control unit is used for the automatic ejection control and condition monitoring of the fuel oil separator. Each fuel oil separator has its own D10 control unit. The control unit has three modes of operation. 1) Partial ejection 2) Total ejection 3) Preselected partial ejection followed by total ejection
IMO No: 9315197
Maersk Seletar
LAL MC LS PI CI

L-25V
TI
TC
TI
TC
TI
TC
L-37V

TI TI PI

TI TI TX TAH MC PI

TI TI TX TAH MC PI
L-60V L-15V L-20V
L-39V
Condensate Steam
Condensate Steam
Condensate Steam
L-45V L-4V
TX TAH MC
L-48V
L-27V L-66V L-61V

LAL MC LS
L-26V
Air
Air
L-65V
Air
L-64V
CI
L-34V
L-33V
L-78V

PI
L-56V
PAL
PI
FI
L-52V
PAL
PI
FI
L-51V
PAL
PI
FI
PI
2
CI CI CI
L-54V

MS

MS

MS
L-62V
LAL MC LS
L-17V L-22V
L-32V L-19V
L-31V
L-77V
L-76V
L-43V
F-69V
F-68V
F-67V
L-29V L-28V L-5V L-63V

LAL MC LS
L-49V L-6V L-8V

LAL MC LS
LAH MC LS
L-9V
IMO No: 9315197
Maersk Seletar
be carried out with the approval of the Chief Engineer and after consultation with the control system manual. It is essential that the correct separating temperature is set for the grade of lubricating oil being centrifuged. Too low a temperature can result in inefficient separation but too high a temperature can have a damaging effect on the lubricating oil. The desludging time interval is initially set so that the bowl will open and discharge the sludge and water before the sludge space if filled. If the desludging time interval is too short there is excessive sludging and performance of the system can suffer. Each separator discharges sludge to the LO sludge tank when a sludging of the separator bowl is activated. There is an inlet valve to the LO sludge tank for each separator and these valves should normally be left open. The lubricating oil separators require compressed air and fresh water supplies for control and bowl operation/flushing. Supply systems for these are covered in the relevant control air system and fresh water sections of this machinery operating manual, 2.10.3 and 2.14.1 respectively. Position Closed Closed Closed Open Open Set Operational Closed Open Closed Open Closed Open Closed Note: The separator is controlled by the D10 control unit. This controller controls the sludging of the bowl according to information received from the separator and the water and sludge monitoring systems. For separating main engine LO from the main engine LO sump tank back to the main engine sump the separator normally operates continuously on the main engine sump when the main engine is running. a) Check and record the level of oil in all LO tanks. Description Main engine turbocharger LO sump tank suction valve LO transfer pump suction valve from main engine systems Crossover valve from LO storage and settling tanks Main LO separator supply pump suction valve Main LO separator supply pump discharge valve Separator inlet flow control valve from heater Main LO separator three-way valve Main LO separator bypass valve Main LO separator outlet line valve Main LO separator discharge valve to the main LO settling tank Main LO separator discharge valve to the LO sump tanks Filling valve from the main LO storage tank and the main LO settling tank to the main LO sump Filling valve from the LO separator to the main LO sump tank Cross connection valve from separator discharge to the filling line for stern tube and turbocharger sump tanks Filling valve to stern tube LO sump tank Filling valve to main engine turbocharger LO tank Valve L-11V L-31V L-85V L-77V L-9V j) i)

suction and discharge pressures and check that they are within normal operating values. Start the separator by pressing the SEPARATOR (symbol) pushbutton on the control panel. Ensure that the bowl runs up to speed smoothly before continuing. Observe the separator motor current and check that it falls to the normal value and is stable at that value. When the separator bowl reaches its normal operating speed the LED in the control panel separator pushbutton will stop flickering and have a steady illumination. Using the manual valves on the solenoid valves ensure the operating water opens and closes the bowl
L-48V L-56V L-54V L-5V L-9V L-49V
k) Check that the control unit is fully functional. The LAMP TEST pushbutton must be pressed to test all illuminated indicators. l) Slowly open the steam supply for the separator heater; the drain valve is normally left open.
Procedure for Operating the Main Engine Lubricating Oil Separating System Taking Oil from the Sump and Returning it to the Sump
m) Check that the automatic controller has taken control of the system and is maintaining the oil at the correct temperature.
Illustration 2.8.5b Lubricating Oil Separator Control Panel
Closed Closed
L-7V L-10V
R S M
Westfalia Separator AG Pa r t i a l E j ec t i on : 4 St ep : Ci r cu l a t i on P r o d u c t T emp : 098 C S e p . T i me : 1 800 s
b) All valves in the separator system should be initially closed. c) Open the control air valves and fresh water supply valve to the separator.
The separator heater utilises steam as the heating medium and the condensate valve from the heater should always be open. The heater is controlled by the control system and the main separator control system regulates the steam supply to give the correct temperature for the grade of oil. This temperature will have been set to 90C at commissioning and should not require adjustment unless the grade of the main engine LO is changed. The separator regulating discharge valve should be set for the desired discharge pressure and should not be adjusted during normal running conditions. f) Ensure that there is power at the separator panel and the separator supply pump panel. Check that the separator control panel is active.
F1
F2
F3
F4
SF DC5V FRCE RUN STOP
1
Process STOP
2
Process START
4
SERIES 1 2 HELP
Lamp Test
ESC
0
6
FEED
7
SLUDGE
8
PID
9
HOME
d) Ensure that there is electrical power at the separator control box. e) Set the valves, as shown in the following table. Description Main engine LO sump suction valve Main engine crankcase chamber suction valve Stern tube LO sump tank suction valve Valve L-6V L-38V L-8V
EDIT
ENTER
Position Open Closed Closed
g) Ensure the separator brake is off and that the separator is free to rotate. Check the separator gearbox oil level. Ensure that there is an operating water supply to the separator. h) Start the separator feed/supply pump by pressing the feed pump START pushbutton (marked FEED) on the separator control panel. The three-way valve will ensure the LO bypasses the separator and returns to main engine sump tank. Observe the IMO No: 9315197 Section 2.8.5 - Page 4 of 10
Maersk Seletar
LAL MC LS PI CI

L-25V
TI
TC
TI
TC
TI
TC
L-37V

TI TI PI

TI TI TX TAH MC PI

TI TI TX TAH MC PI
L-60V L-15V L-20V
L-39V
Condensate Steam
Condensate Steam
Condensate Steam
L-45V L-4V
TX TAH MC
L-48V
L-27V L-66V L-61V

LAL MC LS
L-26V
Air
Air
L-65V
Air
L-64V
CI
L-34V
L-33V
L-78V

PI
L-56V
PAL
PI
FI
L-52V
PAL
PI
FI
L-51V
PAL
PI
FI
PI
2
CI CI CI
L-54V

MS

MS

MS
L-62V
LAL MC LS
L-17V L-22V
L-32V L-19V
L-31V
L-77V
L-76V
L-43V
F-69V
F-68V
F-67V
L-29V L-28V L-5V L-63V

LAL MC LS
L-49V L-6V L-8V

LAL MC LS
LAH MC LS
L-9V
IMO No: 9315197
Maersk Seletar
n) Once the LO temperature is above the minimum setting, start the programme by pressing the PROCESS START pushbutton on the control panel. This will initiate a start sequence including a sludge and discharge test and operate the separator in automatic mode. Once the separator is running and no signs of abnormal vibrations are evident, all temperatures and pressures should be recorded. The back pressure should be set to 1.9 bar. Check the levels of the fuel tanks in use. The main LO separator may be operated continuously as required but it requires shutting down periodically for cleaning and inspection according to the manufacturers recommendations. The controller has been preprogrammed to perform the desired cycle for LO separation. A change in the programmed settings may be required if the specification of the LO is changed. The controller handbook must be consulted for instructions on changing system parameters. Parameters must only be changed by approved personnel.

Procedure for Separating Lubricating Oil from the Stern Tube Lubricating Oil Tank and Returning it to the Stern Tube Lubricating Oil Sump Tank
The procedure for separating stern tube LO is the same as the for main engine LO except for the setting of line valves, which are positioned as follows: Position Closed Closed Open Closed Closed Open Open Set Operational Closed Open Open Open Closed Closed Open Description Main engine LO sump suction valve Main engine crankcase chamber suction valve Stern tube LO sump tank suction valve Main engine turbocharger LO sump tank suction valve LO transfer pump suction valve from main engine systems Main LO separator supply pump suction valve Main LO separator supply pump discharge valve Separator inlet flow control valve from heater Main LO separator three-way valve Main LO separator bypass valve Main LO separator outlet line valve Main LO separator outlet valve to the main LO settling tank Main LO separator discharge valve to the LO sump tanks Filling valve from the main LO storage tank and the main LO settling tank to the main LO sump Filling valve from the LO separator to the main LO sump tank Cross connection valve from the separator discharge to the filling line from the main LO storage tank and the main LO settling tank Filling valve to the stern tube LO sump tank Filling valve to main engine turbocharger LO tank Valve L-6V L-38V L-8V L-11V L-31V L-77V L-79V

a) Press the PROCESS STOP pushbutton. Two total ejections will be triggered and the separator will stop automatically. The LO will be automatically recirculated through the three-way valve back to the LO settling tank.
L-48V L-56V L-54V L-5V L-9V L-49V
b) Regulate the steam to the heater and allow the oil to cool. c) The feed pump must to be stopped if running in manual mode.
d) Close the control air and operating water valves to the separator along with any other valves opened prior to start up. e) Once the separator has come to a complete stop the brake may be applied and preparations made for cleaning if required.
CAUTION It is essential that the manufacturers instructions regarding the stopping and dismantling of the separator are followed exactly to avoid the risk of damage. Separator bowls rotate at very high speed and any imbalance or loose connections can have serious consequences. Note: Oil in the main engine crankcase chamber may be drawn through the separator system by opening valve L-38V rather than the sump suction valve L-6V. The oil return is to the main engine sump as normal.
Open Close
L-7V L-10V
The main LO separator is operated as the preceding procedure e.g. Procedure for Operating the Main Engine Lubricating Oil Separating System Taking Oil from the Sump and Returning it to the Sump The lubricating oil in the turbocharger system may be cleaned in a similar manner. Turbocharger system valves L-10V and L-11V are open and stern tube system valves L-7V and L-8V are closed.
IMO No: 9315197
Maersk Seletar
LAL MC LS PI CI

L-25V
TI
TC
TI
TC
TI
TC
L-37V

TI TI PI

TI TI TX TAH MC PI

TI TI TX TAH MC PI
L-60V L-15V L-20V
L-39V
Condensate Steam
Condensate Steam
Condensate Steam
L-45V L-4V
TX TAH MC
L-48V
L-27V L-66V L-61V

LAL MC LS
L-26V
Air
Air
L-65V
Air
L-64V
CI
L-34V
L-33V
L-78V

PI
L-56V
PAL
PI
FI
L-52V
PAL
PI
FI
L-51V
PAL
PI
FI
PI
2
CI CI CI
L-54V

MS

MS

MS
L-62V
LAL MC LS
L-17V L-22V
L-32V L-19V
L-31V
L-77V
L-76V
L-43V
F-69V
F-68V
F-67V
L-29V L-28V L-5V L-63V

LAL MC LS
L-49V L-6V L-8V

LAL MC LS
LAH MC LS
L-9V
IMO No: 9315197
Maersk Seletar
Generator Engine Lubricating Oil Separating System
Generating Engine Lubricating Oil Separator Maker: No. of sets: Model: Type: Control device: Capacity: Westfalia 2 OSD-6-91-067 Automatic self-cleaning D10 0.9m3/h and a system of linked three-way valves. These valves ensure that suction and return applies to the same generator engine sump thus preventing oil being taken from one generator engine sump and returned to another generator engine sump. The LO supply pump circulates the LO through the heater and then supplies it to the separator. From the separator the cleaned oil returns to the generator engine sump tank. Sludge from the generator engine LO separators flows to the LO sludge tank. Under normal circumstances a separator will operate continuously when the generator engine is running, taking LO from the engine sump tank and returning it to the same sump tank. Generator engine sumps are supplied with make-up LO from the generator engine LO storage tank via the generator engine LO measuring tank. The generator engine sumps may be pumped out using the LO transfer pump; the oil is pumped to the bilge shore connection from where it can be discharged ashore or to the waste oil service tank. Separators may be programmed to perform particular functions at preset times. The generator separator controllers are programmed at commissioning and should not require reprogramming unless the grade of generator LO is changed. Position Operational Closed Open Open Closed Closed Open Set

Description Main LO separator three-way valve No.2 generator engine LO separator bypass valve Generator engine LO separator outlet line valve No. 2 generator engine LO separator outlet valve Crossover return valve to No.3 and No.4 generator engines Filling valve from the generator LO measuring tank to No.1 generator LO sump. Return valve from LO separator to No.1 generator LO sump Return 3-way valve from No.2 generator LO separator positioned to discharge to No.1 generator LO sump (valve interlinked with suction 3-way valve L-27V) Filling valve from the generator LO measuring tank to No. 2 generator LO sump Return valve from LO separator to No.2 generator LO sump Cross-connection valve isolating Nos. 1 and 2 generator sumps suctions form Nos. 3 and 4 sump suctions) Sump suction valve from No. 2 generator sump Suction 3-way valve to No.2 generator LO separator positioned to draw LO from No.1 generator LO sump (valve interlinked with suction 3-way valve L-26V) Sump suction valve from No. 1 generator sump LO transfer pump suction valve Valve L-65V L-52V L-66V L-60V L-15V L-26V
Generating Engine Lubricating Oil Separator Heater Maker: No. of sets: Type: Model: Capacity: DongHwa Entec 2 Shell and tube 630CZ-2 0.9m3/h x 45,000kcal/h
Closed Closed Closed
L-61V L-16V L-19V
Generator Engine Lubricating Oil Separator Supply Pump Maker: No. of sets: Type: Model: Capacity: Taiko Kikai Industries Co. Ltd. 2 Gear NHG-1MT 0.9m3/h at 3.0kg/cm2
Procedure for Separating Generator Engine Lubricating Oil from a Generator Engine Lubricating Oil Sump Tank and Returning it to the same Generator Engine Sump
As each separation process is typical, the following procedure outlines the steps required to separate the lubricating oil in No.1 generator sump using No.2 generator LO separator and No.2 generator LO separator supply pump. a) Check and record the level of oil in No.1 diesel generator LO sump.
Closed Set
L-21V L-27V
Introduction
The generator engine LO separators operate on the same principle as the main engine LO separator. The two generator engine LO separators have their own supply pumps which operate when the separator is running. No. 2 generator engine LO separator is arranged to take suction from No.1 and No. 2 generator engine sumps, and No.1 generator engine LO separator is arranged to take suction from No.3 and No.4 generator engine sump tanks. However only one generator sump in each group may be separated at a time. This is dictated by the suction and discharge 3-way valves directing the LO to and from the individual sumps. The generator separation system is also designed to allow No.1 or No. 2 LO separator to be used by taking suction from either No.1 or 2 LO generator supply pump from/ to anyone of the diesel generator sumps. To enable this operation to take place cross-connection suction valve L-19V and cross-connection discharge valve L-66V have to be opened, allowing suction and discharge to No.1, 2, 3 or 4 diesel generator sumps. Under normal circumstances the crossover system will only be used when a generator engine LO separator is not operational. Lubricating oil from the generator engine sump tank flows from the sump tank to the suction side of the relevant separator supply pump, via a suction filter Issue: Draft 1 - July 2007
Open Closed e)
L-22V L-32V
b) Ensure that No.2 generator supply pump suction strainer is clear. c) Open the control air valves to the separator three-way valve and the fresh water supply for separator operation. Ensure that there is electrical power at the separator control box.
Verify that the link operated sump suction and return three-way valves for the generator engine sump are correctly orientated.
Note: Three-way valves at the generator engine sump suction and return lines allow an engine sump to be selected for each of the separators. No.1 separator serves No.1 and No.2 generator engines whilst No.2 separator serves No.3 and No.4 generator engines. The separator heater is supplied with steam as the heating medium and the drain valve from the heater must always be open. The heater is controlled by the control system and the generator engine LO separator control system regulates the steam supply to give the correct temperature for the grade of oil. This temperature will have been set to 95C at commissioning and will not require changing unless the grade of the generator engine LO is changed. The separator regulating discharge valve should be set for the desired discharge pressure and should not be adjusted during normal running conditions.
d) Set the valves, as shown in the following tables. Position Description Valve No.1 Generator Engine Open No.1 generator engine LO separator supply pump L-76V suction valve Open No.1 generator engine LO separator supply pump L-78V discharge valve Set Separator preset inlet flow control valve IMO No: 9315197
Maersk Seletar
LAL MC LS PI CI

L-25V
TI
TC
TI
TC
TI
TC
L-37V

TI TI PI

TI TI TX TAH MC PI

TI TI TX TAH MC PI
L-60V L-15V L-20V
L-39V
Condensate Steam
Condensate Steam
Condensate Steam
L-45V L-4V
TX TAH MC
L-48V
L-27V L-66V L-61V

LAL MC LS
L-26V
Air
Air
L-65V
Air
L-64V
CI
L-34V
L-33V
L-78V

PI
L-56V
PAL
PI
FI
L-52V
PAL
PI
FI
L-51V
PAL
PI
FI
PI
2
CI CI CI
L-54V

MS

MS

MS
L-62V
LAL MC LS
L-17V L-22V
L-32V L-19V
L-31V
L-77V
L-76V
L-43V
F-69V
F-68V
F-67V
L-29V L-28V L-5V L-63V

LAL MC LS
L-49V L-6V L-8V

LAL MC LS
LAH MC LS
L-9V
IMO No: 9315197
Maersk Seletar
f) Ensure that there is power at the separator panel and the separator supply pump panel. Check that the separator control panel is active. for instructions on changing system parameters. Parameters must only be changed by approved personnel.
g) Ensure the separator brake is off and that the separator is free to rotate. Check the separator gearbox oil level. Ensure that there is a water supply to the separator. h) Start the separator feed/supply pump by pressing the feed pump START pushbutton (marked FEED PUMP) at the separator local panel. The three-way valve will ensure the LO bypasses the separator and returns to the selected generator engine sump tank. Observe the suction and discharge pressures and check that they are within normal operating values. i) Start the separator by pressing the SEPARATOR START pushbutton at the local panel. Ensure that the bowl runs up to speed smoothly before continuing. Observe the separator motor current and check that it falls to the normal value and is stable at that value. When the separator bowl reaches its normal operating speed the LED in the control panel separator pushbutton will stop flickering and have a steady illumination. Using the manual valves on the solenoid valves ensure the operating water opens and closes the bowl

a) Press the PROCESS STOP pushbutton. Two total ejections will be triggered and the separator will stop automatically. The LO will be automatically recirculated through the three-way valve back to the generator engine LO sump tank.
b) Regulate the steam to the heater and allow the oil to cool. c) The feed pump will need to be stopped if it is running in manual mode.
d) Close the control air and operating water valves to the separator along with any other valves opened prior to start up. e) Once the separator has come to a complete stop the brake can be applied and preparations made for cleaning if required.
j)
k) Check that the control unit is fully functional. The LAMP TEST pushbutton must be pressed to test all illuminated indicators. l) Slowly open the steam supply for the separator heater; the drain valve is normally left open.
CAUTION It is essential that the manufacturers instructions regarding the stopping and dismantling of the separator are followed exactly to avoid the risk of damage. Separator bowls rotate at very high speed and any imbalance or loose connections can have serious consequences.
m) Check that the automatic controller has taken control of the system and is maintaining the oil at the correct temperature. n) Once the LO temperature is above the minimum setting, start the programme by pressing the PROCESS START pushbutton on the control panel. This will initiate a start sequence including a sludge and discharge test and operate the separator in automatic mode. Once the separator is running and no signs of abnormal vibrations are evident, all temperatures and pressures should be recorded. The back pressure should be set to 1.9 bar. The generator engine LO separator should be operated continuously when an associated generator engine is operating but it must be shut down periodically for cleaning and inspection according to the manufacturers recommendations. The controller has been preprogrammed to perform the desired cycle for LO separation. A change in the programmed settings may be required if the specification of the LO is changed. The controller handbook must be consulted
IMO No: 9315197
Maersk Seletar
Illustration 2.8.6a Lubricating Oil Filling and Transfer System
Port Upper Deck

Starboard
L-25V
L-183V
L-111V
L-116V

PI CI
L-37V
L-39V
LAL MC LS
L-60V L-15V L-20V L-27V L-26V L-61V L-66V
Cylinder Oil Cylinder Oil Service/ Measuring PI Storage Tank Tank for L-205V (2.6 m3) L-115V L-186V L-184V L.S.H.F.O. L-185V LS (34.0 m3) Generator L-133V L-171V Engine Lubricating Oil Cylinder Oil Storage Tank L-42V L-164V Hand Pump 3 L-73V (25.4 m ) L-165V To Oily Bilge Tank L-12V (Dirty Side) To Main Engine L-1V L-2V L-13V To Bilge Shore Connection L-36V From Generator Engine Separator System L-44V L-35V L-71V Main Lubricating Oil Storage Tank (113.9 m3) Main Lubricating Oil Settling Tank (99.7 m3)
CI
Cylinder Oil Transfer Pump
No.2 Cylinder Oil Storage Tank (107.0 m3) L-118V
L-117V
L-130V
L-127V
L-121V
L-114V
L-113V
L-45V L-72V
LAL MC LS
L-16V L-21V L-33V To Oily Bilge Tank (Dirty Side) L-34V

PI
L-3V
L-4V To Main Engine Oil Separator System To No 2 Generator Engine Oil Separator System L-79V
PI
L-62V
LAL MC LS
CI
Main Lubricating PI Oil Separator Supply Pump (8.9 m3/h x3kg/cm2) CI
L-78V 2 GE Lubricating Oil Separator Supply Pumps (0.9 m3/h x3kg/cm2)
To No 1 Generator Engine Oil Separator System

PI
L-46V 1 L-56V From Main Engine Lubricating Oil Separator L-54V
L-17V L-22V L-32V L-19V L-29V L-28V L-5V L-63V L-9V L-49V L-6V
LAL MC LS
CI
CI
L-31V
L-77V
L-76V
L-43V
Key L-11V L-10V L-38V Main Engine T/C LO Tank (5.7m3) Lubricating Oil Compressed Air Steam Main Engine Crankcase Condensate Waste Oil/Sludge
L-8V
L-7V
LAL MC LS
IMO No: 9315197
Maersk Seletar
2.8.6 Lubricating Oil Filling and Transfer System
Main Lubricating Oil Transfer Pump Manufacturer: No. of sets: Type: Model: Capacity: Taiko Kikai Industries Co. Ltd. 1 Gear NHG-10MT 10m/h at 3kg/cm Tank No.2 LO daily tank Separator LO tank Outlet valves from the main LO settling tank, No.1 and 2 cylinder oil storage, cylinder oil service/storage tank for LSHFO and the cylinder oil measuring tanks are equipped with remote quick-closing valves with a collapsible bridge, which can be operated from the fire station. After being tripped the valves must be reset locally. Each tank is also fitted with a self-closing test cock to test for the presence of water and to drain any water present. Tundishes under the selfclosing test cock drain any test liquid to the waste oil tank. Lubricating oil is moved from these tanks to the main engine sump, the main engine cylinder lubrication system and the generator diesel engine sumps. The main engine sump LO can be pumped or centrifuged to the LO settling tank before being centrifuged back to the sump. A heating coil is fitted to the main engine lubricating oil settling tank. All storage tanks are filled from connections on both sides of the ship at the upper deck level; the main and generator LO tanks use the same connection line and the cylinder oil storage tanks a separate line in order to prevent contamination. Except for the generator engines and cylinder oil system, lubricating oil is transferred from the storage to the operating or sump tanks by means of gravity. The main LO storage tank is filled by means of a line valve (L-2V) and tank quick-closing valve (L-3V) closes the main LO storage tank. f) Volume 100% (m3) Outlet Valve Position Closed Closed Closed Closed Open Open Close Open Closed

Description Main engine turbocharger LO tank suction valve LO transfer pump suction valve from the diesel generator LO systems LO transfer pump suction valve from storage/ settling tanks Main LO separator supply pump suction valve LO transfer pump discharge valve to sump tanks LO transfer pump discharge valve LO transfer pump to the bilge shore connection LO transfer pump line discharge valve to the main LO settling tank LO transfer filling deck filling valve to the main LO settling tank Valve L-11V L-32V L-85V L-77V L-34V L-33V L-35V L-36V L-1V
Generator Lubricating Oil Transfer Pump Manufacturer No. of sets: Type: Model: Capacity: Taiko Kikai Industries Co. Ltd. 1 Gear NHG-1MT 0.9m/h at 2.0kg/cm
d) Ensure the quick closing valve (L-4V) from the main settling tank discharge is closed. e) Start the LO transfer pump at the local control box and pump oil from the LO main engine sump to the main engine LO settling tank. During pumping check that LO is being taken from the main engine LO sump tank and transferred to the main LO settling tank. If LO is not being pumped as required stop the LO transfer pump and rectify the cause of the problem. When the desired quantity of LO has been transferred from the main engine LO sump to the main LO settling tank, stop the LO transfer pump and close all valves. If the entire contents of the main engine LO sump are being transferred to the main LO settling tank, the operator must be prepared to stop the LO transfer pump as soon as the sump is empty and the pump loses suction.
Cylinder Oil Transfer Pump Manufacturer No. of sets: Type: Model: Capacity: Taiko Kikai Industries Co. Ltd. 1 Gear NHG-3MT 3.0m/h at 3.0kg/cm
Introduction
Lubricating oil is stored in the following main storage tanks, located in the engine room. Tank Main engine sump Main LO storage tank Main LO settling tank No.1 cylinder oil storage tank No.2 cylinder oil storage tank Cylinder oil service/ storage LSHFO Cylinder oil measuring tank Generator engine LO storage tank Generator engine LO measuring tank Stern tube LO sump tank Main engine turbocharger LO tank No.1 LO daily tank Issue: Draft 1 - July 2007 Volume 100% (m3) 98.20 113.90 99.7 130.60 107.00 34.00 2.60 25.40 0.10 3.60 5.70 Outlet Valve L-3V L-4V L-114V L-121V L-184V L-171V L-12V L-37V L-120V L-11V
Procedure for Transferring Main Engine Lubricating Oil to the Settling Tank from the Main Engine Sump
Oil is pumped from the main engine sump to the main engine LO settling tank by means of the LO transfer pump. The pump can take suction from the main engine sump (or if necessary from the main engine crankcase chamber, stern tube sump tank or the main engine turbocharger LO tank). a) Ensure that the main engine and LO pumps are stopped and that there is sufficient capacity in the main LO settling tank.
CAUTION If the pump is allowed to operate for prolonged periods with no oil flow through the pump, serious damage will occur to the pump.
b) Ensure that all instruments and gauges are reading correctly. c) Set the valves as in the following table: Description Main engine LO sump suction valve Main engine crankcase chamber suction valve Stern tube LO sump tank suction valve IMO No: 9315197 Valve L-6V L-38V L-8V Section 2.8.6 - Page 2 of 6
Maersk Seletar
Port Upper Deck

Starboard
L-25V
L-183V
L-111V
L-116V

PI CI
L-37V
L-39V
LAL MC LS
L-60V L-15V L-20V L-27V L-26V L-61V L-66V
Cylinder Oil Cylinder Oil Service/ Measuring PI Storage Tank Tank for L-205V (2.6 m3) L-115V L-186V L-184V L.S.H.F.O. L-185V LS (34.0 m3) Generator L-133V L-171V Engine Lubricating Oil Cylinder Oil Storage Tank L-42V L-164V Hand Pump L-73V (25.4 m3) L-165V To Oily Bilge Tank L-12V (Dirty Side) To Main Engine L-1V L-2V L-13V To Bilge Shore Connection L-36V From Generator Engine Separator System L-44V L-35V L-71V Main Lubricating Oil Storage Tank (113.9 m3) Main Lubricating Oil Settling Tank (99.7 m3)
CI
L-117V
L-130V
L-127V
L-121V
L-114V
L-113V
L-45V L-72V
LAL MC LS

PI
L-3V
PI
L-62V
LAL MC LS
CI

PI
LAL MC LS
CI
CI
L-31V
L-77V
L-76V
L-43V
L-8V
L-7V
LAL MC LS
IMO No: 9315197
Maersk Seletar
Procedure for Transferring Main Engine Lubricating Oil by Gravity
All valves should be in the closed position. a) Check the contents in the oil storage tank and record f) e) Start the cylinder oil transfer pump and transfer oil from the selected cylinder oil storage tank to the cylinder oil measuring tank. The cylinder oil measuring tank is fitted with a float switch which stops the cylinder oil transfer pump automatically when the tank reaches the high level provided that the pump is selected for semi-automatic operation. The cylinder oil measuring tank overflows to No.2 cylinder oil storage tank. Record the quantity of LO transferred and close all valves.

h) When the desired amount of oil has been transferred to the selected generator engine sump, stop the generator engine LO transfer pump. i) j) Close the generator engine transfer pump suction and discharge valves. Record the quantity of oil transferred.
b) Open the main engine LO storage tank outlet valve L-3V and then the following valves depending on the service selected. Position Closed Closed Closed Closed Closed As required As required As required c) Description Main LO settling tank quick closing outlet valve Cross-connection valve from LO transfer pump discharge to filling line Cross-connection valve to LO transfer pump suction line Discharge valve from the main LO separator to the main LO sump Cross-connection valve between the main LO separator discharge to main LO filling line Filling valve to the main engine LO turbocharger tank Filling valve to the stern tube LO tank Filling valve to the main engine LO sump Valve L-4V L-34V L-85V L-9V L-49V L-10V L-7V L-5V
Note: In the event of failure of the cylinder oil transfer pump the hand pump can be used to transfer cylinder oil from the storage tanks to the measuring tank. The transfer pump suction and discharge valves must be closed and the hand pump suction valve L-130V and discharge valve L-133V must be open. The hand pump is operated to transfer the desired quantity of oil.
Procedure for Transferring from the Lubricating Oil Measuring Tank to the Generator Engine Sumps
Oil from the generator engine LO measuring tank to the appropriate generator engine sump by gravity. a) All valves are initially closed.
Procedure for Transferring Generator Engine Lubricating Oil from the Generator Storage Tank to the Generator Measuring Tank
To fill the generator engine LO measuring tank, the electrically driven generator LO transfer pump is used. The procedure is as follows: a) All valves should be initially closed.
b) Determine the level of LO in the generator engine sump and estimate the amount of LO which needs to be transferred. c) Ensure that the generator engine LO measuring tank has been filled.
When the desired quantity of lubricating oil has been transferred close all valves and record the quantity of oil transferred.
b) Ensure the transfer pump suction strainer is clear. c) Ensure power is available to the transfer pumps and all instrumentation is operating correctly.
d) Ensure that the outlet valve L-12V from the generator engine LO storage tank is closed and that the three-way valve L-13V is open between the measuring tank and engine sumps. e) Open the required generator engine sump filling valve: Description Generator LO measuring tank outlet valve No.1 generator engine sump filling valve No.2 generator engine sump filling valve No.3 generator engine sump filling valve No.4 generator engine sump filling valve Valve L-37V L-60V L-61V L-62V L-63V
Procedure for Transferring Cylinder Oil from the Storage Tank to the Cylinder Oil Measuring Tank
Cylinder oil is pumped from the cylinder oil storage tanks to the cylinder oil measuring tank. Gravity feed takes the cylinder oil from the measuring tank to the lubricator pump box. a) Ensure that all valves are initially closed.
d) Ensure all the transfer pump gauge valves are open e) f) Check how much oil is in the generator engine LO measuring tank and how much is to be transferred. Set the valves in the table as follows Description Generator engine storage tank outlet valve Generator LO measuring tank outlet valve Inlet valve to the generator engine LO transfer pump Outlet valve from the generator engine LO transfer pump Valve L-12V L-37V L-39V L-40V
Position Open As required As required As required As required f) i)
b) Open the electrically driven cylinder oil transfer pump suction valve L-131V and discharge valve L-134V. c) Open the quick-closing outlet valve from the selected cylinder oil storage tank: No.1 tank valve L-121V or No.2 tank valve L-114V.
Position Closed Closed Open Open
Note the level of oil in the generator engine LO measuring tank and record the quantity of oil transferred. When the desired amount of oil has been transferred to the selected generator engine sump close the tank valve and the appropriate filling valve
d) Check and record the level in the cylinder oil measuring and storage tanks.
g) Start the generator LO transfer pump. Oil will be transferred from the generator engine LO storage tank to the generator LO measuring tank. IMO No: 9315197
It is also possible to fill the generator engine sumps direct from the storage tank by changing the position of the three-way valve L-13V and opening tank valve L-12V as well as the appropriate sump filling valve.
Maersk Seletar
Port Upper Deck

Starboard
L-25V
L-183V
L-111V
L-116V

PI CI
L-37V
L-39V
LAL MC LS
L-60V L-15V L-20V L-27V L-26V L-61V L-66V
Cylinder Oil Cylinder Oil Service/ Measuring PI Storage Tank Tank for L-205V (2.6 m3) L-115V L-186V L-184V L.S.H.F.O. L-185V LS (34.0 m3) Generator L-133V L-171V Engine Lubricating Oil Cylinder Oil Storage Tank L-42V L-164V Hand Pump 3 L-73V (25.4 m ) L-165V To Oily Bilge Tank L-12V (Dirty Side) To Main Engine L-1V L-2V L-13V To Bilge Shore Connection L-36V From Generator Engine Separator System L-44V L-35V L-71V Main Lubricating Oil Storage Tank (113.9 m3) Main Lubricating Oil Settling Tank (99.7 m3)
CI
L-117V
L-130V
L-127V
L-121V
L-114V
L-113V
L-45V L-72V
LAL MC LS

PI
L-3V
PI
L-62V
LAL MC LS
CI

PI
LAL MC LS
CI
CI
L-31V
L-77V
L-76V
L-43V
L-8V
L-7V
LAL MC LS
IMO No: 9315197
Maersk Seletar
Procedure for Bunkering Lubricating Oil
The preparation and operation procedures for bunkering should be followed as described in section 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System. The precautions to be observed when loading lubricating oils are the same as for loading fuel and diesel oil. There are two lubricating oil filling connections on both the port and starboard sides of the ship; one is for filling the main and generator engine LO storage tanks, the other is for filling the cylinder oil tanks. Main engine crankcase oil may be directed to the main LO storage tank or the main LO settling tank. a) Check that there is sufficient capacity in the tank to accommodate the quantity of oil to be received. j) Check and record the levels in all lubricating oil tanks and record the amount of oil received.
k) Enter details of the transfer in the Oil Record Book.
b) Agree with the supplier the amount and specification of the oil to be supplied. c) Remove the blank flange on to the required filling line.
d) Connect the loading hose and open the appropriate tank valve. Note: Absolute cleanliness is essential when loading lubricating oil and it is important that no contaminants are allowed to enter the filling system. e) Set the valves in the following table as required Valve L-2V L-1V L-25V L-116V L-111V L-183V
Position As required As required As required
Description Main LO storage tank filling valve Main LO settling tank filling valve Generator engine LO storage tank filling valve As required No.1 cylinder oil storage tank filling valve As required No.2 cylinder oil storage tank filling valve As required LSHFO cylinder oil service/storage tank filling valve f) Proceed with the bunkering operation.
g) Ensure that oil is being received in the selected tank. h) When the required quantity of oil has been received, signal for the pumping to stop. Allow the pipe to drain and then close all valves. i) Remove the supply pipe and refit the blank flange. IMO No: 9315197 Section 2.8.6 - Page 6 of 6
2.9 Bilge System

2.9.1 Engine Room Bilge System 2.9.2 Engine Room Bilge Oil/Water Separator 2.9.3 Cargo Hold and Forward Bilge Systems
Maersk Seletar
Illustration 2.9.1a Engine Room Bilge System
S S

Bilge Shore Connection Port BG-63 Starboard BG-62 From No 1 Ballast Eductor From No 2 Ballast Eductor Electric Heater 1st Stage PPT-BWS Unit
S S
B-20V
B-42V
S
PI
LS
DPS
From Control Air System
To Fire Main
PI
LS B-92V (L-35V) To Boiler Waste Oil Service Tank From Lubricating Oil Transfer Pump To Sludge Tank B-15V B-17V PI B-76V
Port Forward LAH Bilge Well MC B-25V

LS
Electric Heater B-69V
Bilge Oil/Water Separator
CI B-75V B-3V B-7V
2nd Stage MESB Unit Electric Heater Oil Monitor CI B-68V B-67V B-70V PI
B-91V
No.1
B-79V B-39V B-38V B-37V B-80V B-55V PI Sludge Pump (35m3/h x 3.5kg/cm2) CI PI Sludge Collection Pump (5m3/h x CI 3.5kg/cm2)
Bilge, Fire and GS Pumps (400/220m3/h x Port 3.0/9.0 kg/cm2)
B-26V
Bilge Water Pump 5m3/h x 3.5kg/cm2
PI
B-44V
Oily Bilge Pump (5m3/h x 3.5 kg/cm2) CI
B-18V PI B-16V B-78V CI B-77V B-4V Sea Suction Crossover
B-66V B-41V
Set 1.5kg/cm2
No.2
B-93V B-94V Main Engine Turbocharger Washing Drain Main Lubricating Oil Cooler Drain Steering Gear Room Auxiliary Boiler Washing Drain Soot Collecting Tank Drain Aft Peak Tank B-89V B-48V B-9V
LAH MC
B-43V
B-53V From Sludge Tank B-58V B-36V B-35V B-34V Sea Suction Crossover Engine Room Bilge Main B-54V
PI
CI B-61V
B-11V Forward Hold Bilge Main B-13V Ballast Main Starboard

Normally Closed
B-62V
Hold Bilge Stripping Pump (30m3/h x 3.0kg/cm2) Aft Hold Bilge Main
Feed Filter Tank Drain B-49V
B-10V
B-8V B-23V B-30V B-21V B-22V Overflow

LS LAH MC LS
B-45V B-46V
LAH MC LS
B-24V Stb'd Fwd Bilge Well

LAH MC LS
B-40V
B-50V
Stern Tube Cooling Water Tank
B-47V Shaft Tunnel Bilge Well
B-59V
LAH MC LS
LS
B-52V
LAH MC LS LS
B-26VA Hold Bilge Collecting Tank (87.5m3)
Aft Bilge Well Bilge Holding Tank (66.6m3) B-31V Main Engine Leakage Drain Sludge Oil Trap
Double Bottom Void B-63V Main Engine Scavenge Air Receiver Drain Main Engine Scavenge Air Cooler Washing Drain
Engine Recess
LAH MC LS
Main Engine LO Sump Tank
Key Bilge / Drain Sea Water Fresh Water Compressed Air Fire Main
B-64V
B-51V
Double Bottom Void Main Engine Bed Plate Drain Lubricating Oil Saveall Drains Fuel Oil Save-all Drains
Main Engine Stuffing Box Oil Drain
IMO No: 9315197
Maersk Seletar
2.9 Bilge Systems
2.9.1 Engine Room Bilge System
Oily Bilge Pump Manufacturer: No. of sets: Type: Model: Capacity: Sludge Pump Manufacturer: No. of sets: Type: Model: Capacity: Taiko Kikai Industries Co. Ltd. 1 Progressive cavity, tri-lobe rotor AGM190/2 35m3/h at 3.5kg/cm2 Shinko 1 Centrifugal ??? 5m3/h at 3.5kg/cm2 Oil Monitoring Device Manufacturer: No. of sets: Type: Model: Range: Set point: Bilge Water Pump Manufacturer: No. of sets: Type: Model: Capacity: Seepex GmbH 1 Progressive cavity, tri-lobe rotor BN 5 - 6L/A1-C1-A7-F0-A-X 5m3/h at 3.5kg/cm2 Deckma Hamburg GmbH 1 Optical OMD 2005 0 - 15 ppm (IMO specification) 5 ppm oil in water

The bilge water pump draws water from the four bilge holding/collecting tanks listed above and discharges overboard through the bilge oil/water separator, separated oil being returned to the dirty section of the oily bilge tank. Under normal operating conditions the engine room oily bilge pump is used to pump from the engine room bilge main to the bilge holding tank or the oily bilge tank (dirty section). The hold bilge stripping pump is used to transfer from the cargo hold bilges to the hold bilge collecting tank. The bilge, fire and general service pumps discharge water overboard or to the fire and deck wash system. As these pumps discharge water directly overboard and they should only be used to pump clean bilge water or in an emergency. The cargo hold bilge main may be connected to the suction side of the ballast pumps and eductors through the starboard ballast main. This may be used to pump bilges with caution as the discharge is directly overboard. See section 2.4.2 of this manual. No.2 ballast pump is provided with an engine room emergency bilge suction, via valve B-14V with the operating handwheel 460mm above the lower platform. As this pump also discharges directly overboard it is intended for use only in an emergency. See section 5.1 of this manual CAUTION The overboard discharges are not to be used for discharging bilge water except in emergency situations. The sludge pump draws direct from the sludge tank and discharges through the appropriate isolating valve to the boiler waste oil service tank, the sludge tank and to the bilge shore connection facilities. The sludge collecting pump draws from the two oily bilge tanks and discharges to the boiler waste oil service tank and the sludge tank.
Introduction
The vessels bilge system consists of two sections: Engine room bilge system Cargo hold bilge system The engine room bilge system and cargo hold bilge systems are considered as separate systems which may be connected if required. The engine room and cargo hold bilge systems are served by five pumps or groups of pumps: The bilge water pump The engine room oily bilge pump The cargo hold bilge stripping pump The two bilge, fire and general service pumps The two ballast pumps and associated eductors There are four holding/collecting tanks associated with the bilge system, together with the sludge tank which may be used to collect oily residues prior to burning in the boiler or for discharge to shore facilities. Tank Bilge Holding Tank Hold Bilge Collecting Tank Oily Bilge Tank - Clean Oily Bilge Tank - Dirty Sludge Tank Capacity m3 66.6 87.5 17.1 19.3 178.6
Sludge Collecting Pump Manufacturer: No. of sets: Type: Model: Capacity: Taiko Kikai Industries Co. Ltd. 1 Progressive cavity, tri-lobe rotor ??? 5.0m3/h at 3.5kg/cm2
Hold Bilge Stripping Pump Manufacturer: No. of sets: Type: Model: Capacity: Taiko Kikai Industries Co. Ltd. 1 Progressive cavity, tri-lobe rotor AGM 190/2 30m3/h at 3.0kg/cm2
Bilge, Fire and General Service Pump Manufacturer: No. of sets: Type: Model: Capacity: Shinko 2 Vertical centrifugal self-priming RVP200MS 400/220m3/h at 3.0/9.0kg/cm2
Procedure for Pumping the Engine Room Bilges to the Bilge Holding Tank using the Oily Bilge Pump
a) Clean all suction strainers.
b) Check that all instrumentation is working correctly. c) Set the pump valves as in the following table:
Bilge Oil/Water Separator Manufacturer: No. of sets: Type: Model: Capacity: Nordeutsche Filter Vertriebes GmbH 1 Two stage PPT-BWS/MESB Deoiler 2000 5m3/h at 5 ppm
The valve settings assume suction from the bilge main. Bilge spaces are pumped via the bilge main and the appropriate valves must be opened.
IMO No: 9315197
Maersk Seletar
Illustration 2.9.1a Engine Room Bilge System
S S

Bilge Shore Connection Port BG-63 Starboard BG-62 From No 1 Ballast Eductor From No 2 Ballast Eductor Electric Heater 1st Stage PPT-BWS Unit
S S
B-20V
B-42V
S
PI
LS
DPS
From Control Air System
To Fire Main
PI
LS B-92V (L-35V) To Boiler Waste Oil Service Tank From Lubricating Oil Transfer Pump To Sludge Tank B-15V B-17V PI B-76V
Port Forward LAH Bilge Well MC B-25V

LS
Electric Heater B-69V
Bilge Oil/Water Separator
CI B-75V B-3V B-7V
2nd Stage MESB Unit Electric Heater Oil Monitor CI B-68V B-67V B-70V PI
B-91V
No.1
B-79V B-39V B-38V B-37V B-80V B-55V PI Sludge Pump (35m3/h x 3.5kg/cm2) CI PI Sludge Collection Pump (5m3/h x CI 3.5kg/cm2)
Bilge, Fire and GS Pumps (400/220m3/h x Port 3.0/9.0 kg/cm2)
B-26V
Bilge Water Pump 5m3/h x 3.5kg/cm2
PI
B-44V
Oily Bilge Pump (5m3/h x 3.5 kg/cm2) CI
B-18V PI B-16V B-78V CI B-77V B-4V Sea Suction Crossover
B-66V B-41V
Set 1.5kg/cm2
No.2
B-93V B-94V Main Engine Turbocharger Washing Drain Main Lubricating Oil Cooler Drain Steering Gear Room Auxiliary Boiler Washing Drain Soot Collecting Tank Drain Aft Peak Tank B-89V B-48V B-9V
LAH MC
B-43V
B-53V From Sludge Tank B-58V B-36V B-35V B-34V Sea Suction Crossover Engine Room Bilge Main B-54V
PI
CI B-61V
B-11V Forward Hold Bilge Main B-13V Ballast Main Starboard

Normally Closed
B-62V
Hold Bilge Stripping Pump (30m3/h x 3.0kg/cm2) Aft Hold Bilge Main
Feed Filter Tank Drain B-49V
B-10V
B-8V B-23V B-30V B-21V B-22V Overflow

LS LAH MC LS
B-45V B-46V
LAH MC LS
B-24V Stb'd Fwd Bilge Well

LAH MC LS
B-40V
B-50V
Stern Tube Cooling Water Tank
B-47V Shaft Tunnel Bilge Well
B-59V
LAH MC LS
LS
B-52V
LAH MC LS LS
B-26VA Hold Bilge Collecting Tank (87.5m3)
Aft Bilge Well Bilge Holding Tank (66.6m3) B-31V Main Engine Leakage Drain Sludge Oil Trap
Double Bottom Void B-63V Main Engine Scavenge Air Receiver Drain Main Engine Scavenge Air Cooler Washing Drain
Engine Recess
LAH MC LS
Main Engine LO Sump Tank
Key Bilge / Drain Sea Water Fresh Water Compressed Air Fire Main
B-64V
B-51V
Double Bottom Void Main Engine Bed Plate Drain Lubricating Oil Saveall Drains Fuel Oil Save-all Drains
Main Engine Stuffing Box Oil Drain
IMO No: 9315197
Maersk Seletar
Position Open Closed Closed Open Closed Closed Description Oily bilge pump suction from bilge main Oily bilge pump suction from bilge holding tank Oily bilge pump suction from sea suction main Oily bilge pump discharge to bilge holding tank Oily bilge pump discharge to the oily bilge (dirty section) tank Oily bilge pump discharge to the shore connections discharge lines Valve B-35V B-36V B-34V B-39V B-38V B-37V Open Closed Open Closed Position Closed Closed Closed Closed Closed Description Oily bilge pump suction from sea suction main Oily bilge pump suction from the bilge main Oily bilge pump discharge to bilge holding tank Oily bilge pump suction from oily bilge tanks and hold bilge collecting tank Oily bilge pump discharge to the oily bilge tank (dirty section) Oily bilge pump discharge valve to the bilge shore connection Sludge pump discharge valve to the bilge shore connection Port shore connection discharge valve Starboard shore connection discharge valve Valve B-34V B-35V B-39V B-58V B-38V B-37V B-80V BG-63 BG-62

water will be discharged overboard. If the discharge water to the overboard connection is contaminated with an oil content above 15ppm it will be diverted automatically back to the bilge holding tank. The oil is then removed from the oily bilge tank with the sludge collecting pump and transferred to the sludge tank or the boiler waste oil tank.
Sludge Pump
The sludge pump is used for pumping sludge and waste oil from the sludge tank for burning in the boiler. This is covered in section 2.6.4 of this machinery operating manual.
d) If a bilge well or another compartment is to be pumped out, the appropriate pump suction valves must be opened. The following table indicates valves connected to the bilge main. Position Description Bilge Main Suction Valves As required Shaft tunnel bilge well As required Stern tube cooling water tank (locked closed) As required Aft bilge well As required Main engine recess As required Engine room double bottom void space As required Forward bilge well starboard As required Forward bilge well port Valve B-59V B 47V B-9V B-45V B-46V B-8V B-7V
Emergency Bilge Suction

The emergency bilge suction is provided to deal with serious flooding of the machinery spaces. Under such circumstances when the situation threatens the safety of the vessel, it is permissible to use this means to pump the bilge water directly overboard. The emergency bilge suction valve (B-14V) is part of the ships safety equipment and must be maintained operational with at least weekly testing and greasing
In the arrangement above it is assumed that the bilge holding tank will be discharged ashore via the port shore connection. b) Remove the line blank and connect the shore discharge hose. Arrange with the reception facility the procedure for discharge. Ensure that the blank on the other shore discharge connection is secure. Determine the quantity and pumping rate of bilge water to be discharged and agree this with the reception facility. c) Agree a discharge starting time and start the oily bilge pump in order to pump out the bilge holding tank.
Sewage Collecting Tank

The contents of the sewage collection tank may be discharged by using No.1 ballast eductor to discharge the sewage collection tank contents directly overboard. The motive power to the eductor is from No.1 ballast pumps, by correctly positioning the appropriate valves.
Valves are to be open when pumping a particular space/well and otherwise closed. The steering gear compartment bilge is drained to the shaft tunnel bilge well by manually operated self-closing drain valve B-49V via the manually operated valve B-89V. Engine room bilge wells, void spaces, the main engine recess and other spaces may be pumped to the bilge holding tank using the oily bilge pump. The oily bilge pump may also pump these spaces to the oily bilge tank (dirty section), sludge tank and the deck connections for discharge to shore or barge.
d) Stop the oily bilge pump when the bilge holding tank is dry. Disconnect the discharge pipe after it has drained, close all valves and return the spectacle blank to the closed position. e) Record the discharge of bilge water in the engine room log and oil record book.
Main Engine Air Cooler Mist Collection System

Air Cooler Mist Catcher Drain Pump Manufacturer: No. of sets: Type: Model: Capacity: Shinko 1 Horizontal single stage centrifugal ??? 5.0m3/h at 3.0kg/cm2
Note: Bilge suction strainers should always be maintained in a clean condition so that they are able to allow bilge pumping at all times.
Procedure for Pumping the Bilge Holding Tank to the Shore Connection using the Oily Bilge Pump
a) Check that the oily bilge pump strainer is clear.
In Port or Coastal Waters

Any bilges which require pumping when in port, should only be pumped to the bilge holding tank using the oily bilge pump. The contents of the bilge holding tank may then be processed when the vessel is in open water.
Description
Atmospheric air contains moisture and when this air is compressed in the turbocharger and then cooled in the air cooler the moisture condenses to form water droplets. If these water droplets enter the cylinders with the scavenge air they can remove the oil film from the liner resulting in excessive cylinder liner and piston ring wear. Additionally removal of water droplets from the air minimises the risk of sulphuric acid formation in the cylinders and uptakes due to the dissolving of acid products of combustion in the water droplets. Section 2.9.1 - Page 4 of 5
b) The bilge pump valves should be arranged as follows: Position Open Open Description Bilge holding tank suction valve Oily bilge pump suction from bilge holding tank Valve B-40V B-36V
At Sea
The engine room bilges and the contents of the bilge tank should only be pumped overboard through the oily water separator system. Any oil will then be separated out and discharged to the oily bilge tank (dirty section) and the clean IMO No: 9315197
Maersk Seletar
In order to prevent these problems water is removed from the combustion air by water separators fitted after the scavenge air coolers. The water droplets are directed from the air coolers, via drain traps, to the air cooler mist catcher drain tank. This tank is pumped overboard by the mist catcher drain pump, the discharge from this pump going to the main sea water cooling overboard discharge line. The mist catch pump is normally selected for automatic operation and is started and stopped by means of level switches in the turbocharger mist catch drain tank, the high level switch starting the pump and the low level switch stopping the pump.
Operation of the Main Engine Air Cooler Mist Catcher Drain System
a) Open the turbocharger mist catch drain tank pump suction valve W-113V and discharge valve W-121V.
b) Ensure that the main sea water circulation system is operating and that overboard discharge valve S-15V is open. c) Select the turbocharger mist catch drain tank pump for automatic operation at its control panel; the pump mode switch must be set to AUTO. The pump will start and stop according to the level of water in the turbocharger mist catch drain tank.
The turbocharger mist catch drain tank is fitted with a high level alarm and this will be activated should the discharge pump fail and the level in the tank rises.
IMO No: 9315197
Maersk Seletar
2.9.2 Bilge Oil/Water Separator
The NFV Bilge Water Separator works by gravity and coalescence. It consists of two main units, a Multi Phase Separator (MPS) and a Mechanical Emulsion and Foam Breaker (MESB). In addition to the main units there is a rotary supply pump which feeds bilge water into the 1st stage unit (the PPT-BWS unit) and a control cabinet. An OMD-2005 5ppm oil monitoring unit is located in the discharge line from the 2nd stage MESB unit. The OMD continuously monitors discharge from the oily water separator and if the discharge water oil content exceeds the set point the three-way controlled valve is turned so that the discharge water is directed to the dirty section of the oily bilge tank rather than overboard. An alarm is activated at the same time. Multi Phase Separator (MPS) (1st Stage) This is a horizontal pressure vessel with phase insert plates for separation of oil and solids with the following ancillary components: Automatic oil discharge valve Oil level sensor Test cock at the oil collecting dome Safety valve (setting 3.8kg/cm2) Pressure gauge (0-4.0kg/cm2) Operation of the Mechanical Emulsion Breaker (MESB) (2nd Stage) The oily water from the 1st stage flows through the MESB, where emulsified oil droplets are separated from the water. De-emulsification is by means of a coalescing action in the fibre bed of the 2nd stage unit. During passage of the bilge water through the fibre bed, very fine droplets of the oil attach themselves to the surface of the fibres. With the passage of more oily water the oil droplets become larger and eventually break away from the fibres. These larger oil droplets rise to the 2nd stage oil collecting dome due to the differing densities of oil and water. The collected oil in the 2nd stage is automatically discharged to oily bilge (dirty side) tank via the discharge valve, which is activated by a signal from the oil level sensor located in the oil dome. An oil monitor sampling point is located at the clean water outlet of the 2nd stage. The oil content of the water discharged from the 2nd stage is continuously monitored and when this result is 15ppm or less, the cleaned water is directed to the overboard discharge valve but if the oil content of the water is greater than 15ppm the bilge water is directed to the dirty section of the oily bilge tank. The oil levels in the collecting domes of the 1st stage and 2nd stage are monitored by the level sensors. At maximum oil level, the level electrode initiates a signal for the corresponding oil discharge valve to open and the oil is discharged to the dirty section of the oily bilge tank. IMO No: 9315197 Solenoid valve for the scavenger line Mechanical Emulsion and Foam Breaker (MESB) (2nd Stage) This is a horizontal pressure vessel with emulsion foam breaker elements for separation of very fine mechanically emulsified oil droplets. This unit has the following ancillary parts: Automatic oil discharge valve Oil level sensor Test cock at the oil collecting dome Differential pressure switch (setting 1.5kg/cm2) Pressure gauge (0-4.0kg/cm2) Solenoid valve for scavenger line Spring loaded non-return valve (0.7kg/cm2) Three-way valve with actuator drops and solids are separated by gravity with the oil flowing upwards into the collecting dome. The remaining oily water mixture flows through the Multi Phase Separator (MPS) where it passes through an arrangement of parallel wave-form plates. Under the influence of gravity and the coalescing effects, the smaller oil droplets collect on the undersides of the MPS plates where they form larger drops. These larger drops of oil flow upwards to the tops of the plates and they then pass out of the plate pack through holes in the plates and then to the oil collecting dome. As a result of different densities, suspended solids fall down to the top side of the MPS plates, from where they slide to the ends of the plates and then fall through the open gaps to the solids collecting area in the bottom of the MPS separator. These solids may then be removed through the drain valves. The collected oil in the 1st stage oil collecting dome is automatically discharged into the oily bilge tank (dirty side) via the outlet valve, which is activated by a signal from the oil level sensor located in the dome. After passing through the 1st stage, the remaining oily water mixture is discharged to the 2nd stage of the oily water separator, the Mechanical Emulsion and Foam Breaker (MESB).

As the level sensors also react to air, the vessels are also vented through the oil drain valves. The oil drain time is monitored by a time relay in the control cabinet. If the oil drain valve is open longer than a certain preset time, it is either an indication that the feed pump is running dry, or an indication of excessive oil content in the feed. In both cases the unit will stop automatically and a general alarm will be given. The oil discharge valves may also be manually operated, by activating the corresponding pushbutton on the control unit. If the bilge water pump loses suction due to the holding tank becoming empty it will draw air which will enter the separator and be trapped in the oil collecting domes. The level electrode of the first or the second oil dome will sense the air and then open the oil discharge valve together with the solenoid valve of the respective scavenger line. The opening time is monitored by a time relay in the control cabinet. After exceeding a preset time, the unit will automatically be stopped and an alarm will be activated. By means of the scavenger line, bilge water from the oily water separator is used to prime the bilge water pump, but only if the valve in the suction line valve is closed or the suction strainer is clogged. The solenoid valves of the scavenger line are installed on both the 1st stage and 2nd stage. The function of the scavenger line is not only for the dry-run protection of the oily water separator feed pump, it is also for the automatic residual oil return for any oil collects in this area. The pressure drop over the fibre bed elements in the 2nd stage is monitored by a differential pressure switch. If the maximum allowed differential pressure is exceeded, eg. if the elements are blocked by dirt, the unit is automatically switched OFF and the necessary replacement of elements will be indicated by the indicator light ALARM. After replacement of the elements, the alarm must be reset by pushing the ALARM reset pushbutton at the control cabinet. An oil-in-water monitor is connected to the clean water outlet of the 2nd stage via a sample water line and a three-way ball valve. The ball valve is connected to a flushing line from the hydrophore system for flushing and zero-setting of the monitor.
Preparation for Operation of the Oily Water Separator

a) Open the control air supply valve (there should be an air pressure of 4.5 bar to 6.0 bar at the supply line).
Operation
Operation of the Multi Phase Separator (MPS) (1st Stage) The helical rotary pump transfers the bilge water from the oily bilge tanks (clean or dirty), the bilge holding tank or cargo hold bilge collecting tank into the 1st stage of the oily water separator. In this MPS stage the larger oil Issue: Draft 1 - July 2007
The following steps must be carried out during the first filling of the unit and after maintenance. Only use clean oil free water for the filling of the unit. b) Ensure that the valve in the piping connection between the PPTWS and the MESB is in OPEN position.
Maersk Seletar
c) Open all valves in the feed and discharge lines to and from the bilge water separator unit. d) e) f) Open the filling line to the suction side of the pump. Turn the manometer cock to the VENT position. Close the ball valves in the scavenger lines to the suction side of the bilge water pump. Position Open Closed Closed Closed Closed Operational Open Set Operational Open Open Open Closed Open Set Open Set Description Bilge holding tank suction valve Bilge suction valve from the bilge hold collecting tank to the bilge suction manifold Bilge suction valve from the oily bilge tank (clean section) to the bilge suction manifold Bilge suction valve from the oily bilge tank (dirty section) to the bilge suction manifold Bilge suction valve to the oily bilge pump Bilge suction check valve to the bilge water pump Fresh water supply valve to the bilge water pump from the fresh water hydrophore system Manual three-way discharge valve (set for overboard discharge line) Oily water separator automatic discharge three-way valve Overboard discharge valve from the OWS OWS discharge valve from the OWS automatic 3way valve to the bilge holding tank (locked open) OWS discharge valve from the OWS to the automatic 3-way valve (locked open) Bilge water pump discharge valve to the OWS 1st stage Flushing water valve to oil monitoring device Oil monitoring device three-way valve (set for OWS discharge input) Fresh water supply valve to the oil/water separator system from the fresh water hydrophore system Fresh water supply reducing valve (set to 1.5kg/ cm) Valve B-40V B-24V B-23V B-30V B-36V B-66V B-41V

Note: At the first operation with new MESB fibre elements the elements need a conditioning period, which may last several operating hours, depending on the oil content in the waste water. During this conditioning period, the special fibres in the elements are wetted by oil. Only after a certain oil film has been built on the fibre surface will the MESB elements have reached their maximum separation efficiency. Until the MESB elements are fully conditioned some fine oil droplets may pass through the fibre bed resulting in frequent OMD alarms.
g) Turn the main switch to the ON position. Start the bilge water pump by pressing the pump START pushbutton. The bilge water separator unit will now be filled through the service line and the pump. Air is vented automatically until the water level reaches the upper level electrode and the oil discharge valve is closed automatically. h) Stop the bilge water pump immediately if water comes out of the manometer cock. i) j) Close the filling line and switch the manometer cock to the MEASURE position. Open the ball valves in the scavenger lines to the suction side of the pump.
Procedure for Stopping the Oily Water Separator

The oily water separator unit must be flushed with fresh water before stopping in order to manually discharge the separated oil from the oil collecting domes. a) Open the clean water filling line valve B-41V while the separator unit is still in operation. The supply valve B-48V from the fresh water hydrophore system must also be open. b) Close the valve in the suction line from the bilge water tank to the pump. In this procedure it is assumed that bilge water is taken from the bilge holding tank and so the suction valve from bilge pump (B-66V) and the tank valve (B-40V) must be closed. c) Allow clean water from the hydrophore system to flow to the oily water separator feed pump for about 15 minutes and manually activate the oil discharge valves two or three times, in order to drain the oil domes of any remaining oil. The oil discharge valves are manually operated by pressing the valve pushbuttons on the control panel. d) After flushing for about 15 minutes stop the oily water separator feed pump by pressing the pump STOP pushbutton. e) Close the valve in the clean water filling line (B-44V) and close the overboard discharge valve (B-42V) and lock it in the closed position. Close the valves opened as in the table above f) The main power switch should always remain in the ON position in order to operate the standstill heaters. g) Record the bilge pumping operation in the engine room log book and oil record book.
B-42V B-43V
B-70V B-67V
The bilge oil/water separator unit is now filled and ready for operation.
Procedure for Operating the Oil/Water Separator

The procedure assumes that bilge water is being taken from the bilge holding tank and being discharged overboard after passing through the oil/water separator. a) Ensure that there is a control air supply at the oily water separator. b) Ensure that the valve in the piping connection between the PPTBWS and the MESB is in the OPEN position. c) Set the valves as in the following table.
B-44V B-68V
d) Turn the main control panel power switch to the ON position. Start the bilge water pump by pressing the pump START pushbutton. The pump will start and take suction from the bilge holding tank. Bilge water will be pumped through the oily water separator. Discharge from the separator will be monitored by the oil content monitor and if the oil content is 15ppm or less the three way discharge valve will be set for overboard discharge. If the oil content exceeds 15ppm the three-way discharge valve will be turned automatically and the outlet water from the OWS will be directed to the bilge holding tank from which it has been taken.
The description assumes that bilge water is being taken from the 66.6m holding bilge tank.
IMO No: 9315197
Maersk Seletar
CAUTION The oily water separator is designed to separate oil from water, not water from oil. If the bilge supply to the separator contains excessive amounts of oil it will render the equipment useless and result in unnecessary maintenance. Solids may be drained from both units of the oily water separator by means of the drain valves at the bottom of the tanks. The maximum flow capacity should not be exceeded as excess flow will prevent effective separation. The bilge water pump suction strainer should be kept clean in order to avoid large solid particles entering the separator as these will have a detrimental effect on separation. Note: The oily water separator feed pump may also take suction from the hold bilge collecting tank via suction valve B-24V, the oily bilge tank (dirty section) via valve B-30V and the oily bilge tank (clean section) via valve B-23V. The bilge water in any of these tanks may be processed through the oily water separator in the same way as water from the bilge holding tank as described above.

Oily Water Separator Oil Content Monitor (OMD-2005)
The oily water separator is fitted with an oil content monitor which continuously samples the cleaned water being discharged from the oily water separator. Only water which has an oil content of 15ppm or below may be discharged overboard. The oil content monitor regulates the three-way discharge valve in the discharge line; if the oil content of the discharge water is 15ppm or below the valve directs the water overboard but if the content exceeds 15ppm the valve directs the water to the bilge holding tank. The oil content monitor is automatic in operation but is must be tested periodically and flushed through with fresh water after each operation of the oily water separator. Functional Test a) Open the fresh water flushing valve B-67V and run fresh water through the unit to purge the system.
Routine Oily Water Separator Maintenance

Weekly Clean the measuring cell of the OMD with clean water and zero the unit MPS (1st stage); drain sludge (more frequently if necessary) Monthly MPS (1st stage); check the oil discharge system using the test cocks The MESB (2nd stage) elements must be replaced when the maximum differential pressure (1.5kg/cm2) is reached. Bilge alarms must be tested at monthly intervals or more frequently.
b) Adjust the flow through the unit by means of the small screws in the cell cap. The flow rate must be checked on both the clean water supply and the bilge separator discharge water supply. Flow rate does not influence the accuracy of the unit but does influence the time interval between sample testing. c) Switch on the oil content monitor and check that the POWER LED is illuminated and that the display indicates the initialising screen for about 15 seconds. After 15 seconds the initialising screen will change to the normal display showing the actual measurement.
d) When clean water is flowing through the unit check the zero adjustment; the display should show a value between 0 and 2 and the status will indicate FW. If the value varies it indicates air entrapment and the unit must be vented. If the zero needs adjusting this is undertaken by setting the unit to programme mode. Calibration a) Turn off the power supply to the unit and stop the water flow.
b) Clean the sample tube using the cell cleaning brush provided. The offset should be +/- 0. c) Return the unit to operational condition and turn on the power. Run clean fresh water through the instrument and the reading should be 0ppm +/- 2ppm.
IMO No: 9315197
Maersk Seletar
Illustration 2.9.3a Cargo Hold Bilge System
BG-68 BG-65 Sewage Shore Connection BG-63
Bilge Shore Connection

LS LS
Upper Deck Stabiliser Space BG-58 BG-15 BG-17 BG-13 BG-10

LS LS LS
BG-45 BG-53
Void Space (Port)
No.9 Void Space (Port)
No.8 Sea Water Ballast Tank (Port)

LS
BG-60
BG-56
BG-44 BG-50 BG-07

LS PI PI
To Overboard Discharge Starboard
CA-15
Air
LS
LS
BG-82 BG-23 BG-20 BG-61 BG-54 BG-18

LS LS
BG-47 BG -04 BG-05
BG-43 BG-48
LS
Steering Gear Room BG-80 No.9 Bilge Hold BG-26

LS
BG-51 BG-11
LS
BG-48 BG-08
LS
BG-40 BG-02 BG-01 Fore Peak Void
BG-25 No.8 Bilge Hold BG-24
Engine Room
BG-21 No.7 Bilge Hold BG-19 No.6 Bilge Hold No.5 Bilge Hold No.4 Bilge Hold No.3 Bilge Hold No.2 Bilge Hold BG-03
LS LS
BG-41
Bow Thruster Room
BG-79
To Ballast System BG-22
No.1 Bilge Hold
BG-39
LS
LS
LS
BG-81 BG-06
BG-47
Void Space (Starboard)
LS
No.9 Void Space (Starboard)
No.8 Sea Water Ballast Tank (Starboard)
BG-16 BG-59
LS LS
BG-12 BG-14 BG-57 Stabiliser Space BG-55

LS LS
BG-09
LS
BG-49
BG-52
Key Bilge Compressed Air Hydraulic Oil
Sewage Shore Connection BG-64
BG-62
Bilge Shore Connection
IMO No: 9315197
Maersk Seletar
2.9.3 Cargo Hold and Forward Bilge Systems

Position Closed Closed As required As required As required As required As required As required As required As required As required As required As required As required As required As required As required As required As required As required As required As required As required As required As required As required As required e) B-61V B-11V B-12V BG-21 BG-43 f) Description No.1 void space port (manual valve) No.1 void space starboard (manual valve) No.1 cargo hold bilge well No.2 cargo hold bilge well forward No.2 cargo hold bilge well aft port No.2 cargo hold bilge well aft starboard No.3 cargo hold bilge well forward No.3 cargo hold bilge well aft port No.3 cargo hold bilge well aft starboard No.4 cargo hold bilge well forward No.4 cargo hold bilge well aft port No.4 cargo hold bilge well aft starboard No.5 cargo hold bilge well forward No.5 cargo hold bilge well aft port No.5 cargo hold bilge well aft starboard Fin stabiliser space port Fin stabiliser space starboard No.6 cargo hold bilge well aft port No.6 cargo hold bilge well aft starboard No.7 cargo hold bilge well forward No.7 cargo hold bilge well port No.7 cargo hold bilge well starboard No.8 cargo hold bilge well port forward No.8 cargo hold bilge well port aft No.8 cargo hold bilge well starboard forward No.8 cargo hold bilge well starboard aft No.9 cargo hold bilge well Valve BG-40 BG-39 BG-01 BG-02 BG-04 BG-03 BG-05 BG-07 BG-06 BG-08 BG-10 BG-09 BG-11 BG-13 BG-12 BG-15 BG-14 BG-17 BG-16 BG-18 BG-20 BG-19 BG-23 BG-25 BG-22 BG-24 BG-26
Pumping Cargo Hold Bilges to the Hold Bilge Collecting Tank using the Hold Bilge Stripping Pump
Cargo hold bilges (from cargo holds No.1 - 9) are normally using the hold bilge stripping pump, discharging direct to the 87.5m hold bilge collecting tank. If a cargo hold bilge well has been contaminated with oil or similar substances the oily bilge pump may be used by opening the cross-connection valve B-10V between the hold and engine room bilge mains. The discharge being selected for the bilge holding tank or the dirty section of the oily bilge tank. Note: The cargo hold bilges may be also pumped directly overboard by utilising the bilge, fire and general service pumps by opening the cargo hold bilge main suction valves B-3V and B-4V. Alternatively the ballast pumps and eductors are to draw the cargo hold bilge main through cross connection suction valve B-13V . a) Clean all suction strainers.
Procedure for Pumping Bilges using the Bilge, Fire and General Service Pumps
CAUTION The use of the bilge, fire and GS pumps for bilge pumping is an emergency procedure and should only be undertaken in extreme circumstances when the stability of the vessel is in danger. These pumps may be used for pumping the cargo hold bilges and other bilges connected to the bilge mains. The pumps also supply sea water to the fire and wash deck system. The bilge, fire and GS pumps are used to pump the bilges directly overboard and so they are not the main means by which the bilges will be pumped out. They should only be used in circumstances where it is permitted to pump bilge water directly overboard. CAUTION As the pumps are connected to the fire main great care is needed in operation after the pumps have been used for bilge pumping in order to ensure that no oil or other residues enter the fire main. The three-way suction and discharge valves are hydraulically linked so that discharge to the fire main is only possible when the suction valve is open to the sea suction. The following assumes that the bilge, fire and GS pumps are drawing from the cargo hold bilge main. If suction from the engine room bilge main was required then cross-connection valve B-10V would have to be open. a) Check that the bilge strainers are clear.
b) Check that all instrumentation is working correctly. c) Set the pump valves as in the following table: Valve B-3V B-4V B-13V B-62V
Position Description Cargo Hold Bilge System Closed No.1 bilge, fire and general service pump cargo hold bilge main suction valve Closed No.2 bilge, fire and general service pump cargo hold bilge main suction valve Closed Starboard ballast main to cargo hold bilge main cross-connection suction valve Open Hold bilge stripping pump discharge valve to hold bilge collecting tank Open Hold bilge stripping pump suction valve Open Manual isolating valve for forward hold bilge main Closed Drain valve on forward hold bilge main Open Isolating valve for No. 1 and No.2 cargo holds. Closed Forward bilge pump suction valve
b) Determine which pump is to be used for pumping the bilges. c) Set the bilge, fire and GS pump valves as in the following table: Description Overboard discharge valve Cross-connection from engine room bilge main No.1 bilge, fire and general service pump direct bilge suction valve from the forward port bilge well No.1 bilge, fire and general service pump bilge suction valve from cargo hold bilge main No.1 bilge, fire and general service pump bilge suction valve from hold bilge collecting tank No.1 bilge, fire and general service pump discharge valve to the fire main Valve B-20V B-10V B-25V
Check the valves for the hold bilge stripping pump are open. Start the hold bilge pump and check that the correct bilge well is being emptied and that the bilge water is discharging to the hold bilge collecting tank.
g) When the bilge well is empty, stop the bilge pump or select another bilge well for draining.
The bilge valves outside the engine room and prefixed BG are remotely operated unless stated otherwise. These valves are operated via the bilge mimic panel in the engine control room and the individual cargo hold bilge valves would be operated from there. d) Set the cargo hold remote operated bilge valves as in the following table: Issue: Draft 1 - July 2007 IMO No: 9315197
Open Open Closed
B-3V B-26V B-17V
Maersk Seletar
Position Open Set Set Open Open Closed Set Set Closed Open Closed Description No.1 bilge, fire and general service pump discharge valve to overboard No.1 bilge, fire and general service pump suction changeover No.1 bilge, fire and general service pump discharge changeover No.2 bilge, fire and general service pump bilge suction valve from cargo hold bilge main No.2 bilge, fire and general service pump discharge valve to overboard No.2 bilge, fire and general service pump discharge valve to the fire main No.2 bilge, fire and general service pump suction changeover No.2 bilge, fire and general service pump discharge changeover Cargo hold bilge stripping pump suction valve Forward cargo hold bilge main isolating valve Drain valve from forward cargo hold bilge main Valve B-15V B-75V B-76V B-4V B-16V B-18V B-77V B-78V B61V B-11V B-12V
PI BG-44 Port Bilge Well CI BG-43 Starboard Bilge Well Hold Bilge Pump (25m3/h x 2.5kg/cm2) CA-15 BG-45 No.2 Cargo Hold From Working Air System

Illustration 2.9.3b Cargo Hold Bilge System No.1 and No.2 Hold
Forward Hold Bilge System

No.1 and 2 cargo holds are designated as the holds into which IMDG classified cargo may be loaded according to type. In the event of leakage of a liquid type IMDG cargo in the hold space, the liquid collected in the bilge wells can be pumped out using the diaphragm pump and directed overboard, or to a discharge line on deck for transfer to shore for controlled disposal. The pump and discharge lines are located in No.2 cargo hold above the floor level. The pump suction connects to forward section of the hold bilge main, there is an isolating valve for this section at the aft end of No.2 hold. The suction valve is remotely operated from the port working passageway adjacent to the manual overboard valve and the compressed air supply valve for the pump. The individual bilge suction valve are operated as normal through the bilge mimic panel. If there is a leakage of IMDG type cargo into the bilges, then all safety and environmental precautions must be taken before discharge is carried out. If required all personnel carrying out the operation should be wearing a full chemical protection suit and CABA set.
Shore Connection BG-68
Shore Connection BG-67
Procedure for Operating the Forward Bilge Pump

a) Ensure that there is a deck working air supply available.
d) Open the cargo hold bilge well suction valves as indicated in the previous table: f) Start the selected bilge, fire and GS pump and pump the contents of the selected bilge overboard. The bilge, fire and GS pumps may be started and stopped from the mimic panel in the engine control room console.
Bilge Main
b) Set the valves as shown in the following table: Position Closed Open As required As required Closed As required As required As required As required As required c) Description Bilge main isolating valve Diaphragm bilge pump suction valve Diaphragm bilge pump overboard discharge valve Diaphragm bilge pump deck discharge valve Discharge line drain valve No.1 cargo hold bilge well No.2 cargo hold bilge well forward No.2 cargo hold bilge well aft port No.2 cargo hold bilge well aft starboard Compressed air supply valve Valve BG-21 BG-43 BG-45 BG-68 BG-77 BG-01 BG-02 BG-04 BG-03 CA-15
Key Bilge
WARNING Before any bilges are pumped directly overboard, it must be ensured that no local or international anti-pollution regulations will be contravened except where safety of the ship or personnel is involved.
Fresh Water Compressed Air Hydraulic Oil
Open the air valve to pump and use the air supply valve CA-15 to control the rate of discharge.
d) On completion of discharge, flush system through with water supplied by hose and shut all valves. e) Drain discharge line into a container and dispose of contents in a similar manner to the liquid discharged through the pump.
IMO No: 9315197
Maersk Seletar
Illustration 2.9.3c Forward Bilge Eductor Systems
Focsle Deck Bosun Store From Fire and Deck Wash System
Passageway 2nd Deck

Forward Bilge Eductor Systems
There are three separate eductors driven from the fire main for removing water from the non cargo space bilges at the forward end of the vessel. The spaces served are: The bow thrust motor room, this eductor also draws from the fore peak tank void space. The focsle store and the paint/lamp store. The combined anchor chain locker for the port and starboard windlasses. d) When the chain locker is empty shut the supply valve from the fire main and close the overboard discharge valve.
Upper Deck Chain Locker
BF-83
BG-78
Procedure for Draining Water from the Focsle Bosuns Store and the Paint/Lamp Store
There are two bilge wells in the bosuns store and one inside the paint/lamp store. The same eductor is used to empty the three bilge wells. a) Ensure that the duty bilge, fire and GS pump is running and supplying the fire main and wash deck system.
BG-30
BF-07 BG-37
Procedure for Draining Water from the Bow Thrust Room and Fore Peak Void Space
Fore Peak Void
b) Open the overboard discharge valve from the bilge eductor (BG-28) and the water supply valve from the fire and wash deck line (BF-11). c) Check that the eductor is operating correctly and providing a vacuum on the suction side. Open the suction valve from the paint store (BG-3) and from the port bosuns store bilge well (BG-33) and the starboard bosuns store bilge well (BG-32), as required in order to pump the bilges.
BG-34
BG-34
BG-34
a)
Ensure that the duty bilge, fire and GS pump is running and supplying the fire main and wash deck system.
BF-04
BF-05
Bow Thrust Room
Emergency Fire Pump 72m3/h x 9.0kg.cm2
b) From the working passageway open the overboard discharge valve from the bilge eductor (BG-37) and the water supply valve from the fire and wash deck line (BF-07). c) Check that the eductor is operating correctly and providing a vacuum on the suction side. Open the suction valve from the bilge well (BG-34) or the void space suction valve (BG-34), as required.
d) When the bilge wells and chain locker are empty close the bilge suction valves, shut the supply valve from the fire main and close the overboard discharge valve.
BG-33
BF-83 BF-11
d) When the bilge well or void space is empty close the bilge suction valves, shut the supply valve from the fire main and close the overboard discharge valve.
Procedure for Draining Water from the Chain Locker

BG-28 BG-78
BG-3
The chain locker is drained by means of a dedicated eductor located on the second deck below the bosuns store. a) Ensure that the duty bilge, fire and GS pump is running and supplying the fire main and wash deck system.
Paint/Lamp Store
Chain Locker
BG-29
Bosun Store
Key Sea Water Fire Main Bilge Water Hydraulic Oil BG-32
b) Open the overboard discharge valve from the bilge eductor (BG-78) and the water supply valve from the fire and wash deck line (BF-83). c) Check that the eductor is operating correctly and providing a vacuum on the suction side. The eductor should now draw water from the combined chain locker.
IMO No: 9315197
2.10 Compressed Air Systems

2.10.1 Starting Air System 2.10.2 Working Air System 2.10.3 Control Air System
Maersk Seletar
Illustration 2.10.1a Starting Air System
To Funnel Casing To Control and Working Air Systems

30/8kg/cm2 A-19V A-20V A-21V A-22V
PIAL
MC
PS PI
To Emergency Diesel Oil Pump F-206V
PX
No.1 Main Air Reservoir (15.5m3)
A-27V
PS
A-26V
PS
A25V A-6V
A-25V
PI
A-169V
Auxiliary Air Reservoir (0.25m3)
A-5V
PIAL
MC
PX
PI
To Auxiliary Boiler Sootblower
A-23V A-170V Main Engine

PX PIAL
MC
A-173V
PX
PAL
MC
To Bilge Well
To Bilge Well
A-171V A-114V
A-115V From Control Air System

TI
A-4V
TI
A-157V Oil/Water Separator A-3V A-2V

TI
A-172V A-24V
Key Compressed Air Vent / Drain To Bilge Well No.3 Main Air Compressor To Bilge Well No.2 Main Air Compressor
To Bilge Well To Bilge Well No.1 Main Air Compressor
IMO No: 9315197
Maersk Seletar
2.10 Compressed air systems
2.10.1 starting air System
Main Air Compressors Manufacturer: No. of sets: Type: Model: Capacity: Main Air Reservoir Manufacturer: No. of sets: Type: Model: Capacity: Auxiliary Air Reservoir Manufacturer: No. of sets: Type: Model: Capacity: Kangrim 1 Vertical cylindrical AR04017V 0.25m3 Kangrim 2 Vertical cylindrical AR43AA7V 15.5m3 Jonghap Pneutec 3 Two stage reciprocating, fresh water cooled H-274 350m3/h at a pressure of 30kg/cm2 the automatic control system stops the compressor should the LO pressure fall below a predetermined value. The bearings are lubricated by a gear pump fitted at the end of the crankshaft. A high temperature sensor is located at the compressor outlet and this will trip the compressor if the temperature exceeds a predetermined limit. Each main air compressor has an automatic unloader arrangement which operates when the compressor starts and stops. This allows the compressor to start and stop off load, thus reducing the loading on the electric drive motor and the compressor running gear. The compressors are started and stopped by pressure switches situated on the inlet line to the starting air reservoirs, one switch for each compressor. Starting air is supplied to the main and generator engines through separate lines from the main starting air reservoirs. An auxiliary starting air reservoir is provided for the generator engines and this is filled by the main starting air compressors via the main air receivers. Alternatively the auxiliary air receiver can be filled direct from No.1 main air compressor. Normally the auxiliary starting air reservoir will be maintained in the full condition with the outlet valve closed, starting air for the generator engines being supplied by the main starting air reservoirs; normally one main air reservoir is designated as the duty air reservoir and the other is fully pressurised with its outlet valves closed when at sea. When the ship is manoeuvring both main air reservoirs will be in use. Switches at the local starter panel enable the compressors to be manually started and stopped. Each compressor has a pressure switch connected to the control system which allows for auto start/stop and manual start/auto stop. The compressors are selected for automatic operation at the selector switch with one compressor being selected as the lead compressor and the others as the first follow on and the second follow on. The lead compressor will start first to maintain the pressure in the starting air reservoirs but if the pressure continues to fall the first follow on compressor will start and then the second follow on compressor as required. No.1 main starting air compressor is supplied from the emergency switchboard. The selected lead compressor should be changed periodically in order to arrange the running hours on the compressors to suit maintenance requirements. The lead and follow-on compressors are selected at the Control Mode switch on No.1 main air compressor starter panel. The control air system may be supplied from the main air reservoirs. The auxiliary users are supplied by the service air compressors and the supply from the main air reservoirs is available as a backup. c)

Ensure that the LT central cooling water system is operating as described in section 2.5.2 of this machinery operating manual.
d) Set up valves as in the following table: Assuming that all three compressors are operational and filling both main air reservoirs which are both in use. Position Open Open Open Open Open Close Close Open Open Open Description No.1 main air compressor discharge valve No. 1 main air compressor line discharge valve to the oil/water separator No.2 main air compressor discharge valve No.3 main air compressor discharge valve Oil/water separator drain trap inlet valve Oil/water separator drain trap bypass valve Oil/water separator manual drain valve No.1 main air reservoir inlet valve No.2 main air reservoir inlet valve Compressor pressure switch valves Valve A-2V A-157V A-3V A-4V
A-25V A-26V A-27V
Open Close Open Open Closed Close Open Open
Introduction
The starting air system is supplied by three starting air compressors which provide air to the two starting air reservoirs. The compressed air is used to start the main engine and the four generator engines; the generators may also be supplied with starting air from the auxiliary air reservoir which is replenished by the main air compressors and direct from No.1 main air compressor as required. Compressed air from the main compressed 30kg/cm air system can, when required, supply the working air and control air systems via the 30kg/ cm/ 8kg/cm air reduction station : Compressed air from the main 30kg/cm compressed air system also supplies directly to the generator engine diesel oil emergency pump and auxiliary boiler sootblower. The two starting air reservoirs are supplied through an oil/water separator situated on the common discharge from the main air compressors. Each main compressor is fitted with two safety valves, one after the first stage compression and the other after the second stage compression. The cylinder block cooling water jacket is provided with a safety plate which blows out if the cooling water system is subjected to excessive pressure. Cooling water is supplied by the low temperature central FW cooling system (see section HOLD of this machinery operating manual). A pressure switch connected to Issue: Draft 1 - July 2007
Procedure for Filling the Starting Air Reservoirs and Supplying the Main and Generator Engines with Starting Air
a) Ensure that all pressure gauge and instrumentation valves are open and that gauges and instruments are reading correctly.
Open Open Close
b) Check the oil level in the compressors and check the compressor sumps for water. IMO No: 9315197
No.1 main air receiver automatic drain trap inlet valve No.1 main air receiver automatic drain trap outlet valve No.1 main air receiver automatic drain trap bypass valve No.1 main air receiver local pressure indicator isolating valve No.2 main air receiver automatic drain trap inlet valve No.2 main air receiver automatic drain trap outlet valve No.1 main air receiver automatic drain trap bypass valve No.1 main air receiver local pressure indicator isolating valve No.1 main air reservoir valve to main engine start air control, sootblower and 30kg/cm/8kg/ cm reducing valve and air consumers No.1 main air receiver air discharge to the main engine start air system No.2 main air receiver air discharge to the main engine start air system Main engine starting air line drain valves A-23V Section 2.10.1 - Page 2 of 4
Maersk Seletar
Illustration 2.10.1a Starting Air System
To Funnel Casing To Control and Working Air Systems

30/8kg/cm2 A-19V A-20V A-21V A-22V
PIAL
MC
PS PI
To Emergency Diesel Oil Pump F-206V
PX
A-27V
PS
A-26V
PS
A25V A-6V
A-25V
PI
A-169V
Auxiliary Air Reservoir (0.25m3)
A-5V
PIAL
MC
PX
PI
To Auxiliary Boiler Sootblower
A-23V A-170V Main Engine

PX PIAL
MC
A-173V
PX
PAL
MC
To Bilge Well
To Bilge Well
A-171V A-114V
A-115V From Control Air System

TI
A-4V
TI
A-157V Oil/Water Separator A-3V A-2V

TI
A-172V A-24V
Key Compressed Air Vent / Drain To Bilge Well No.3 Main Air Compressor To Bilge Well No.2 Main Air Compressor
To Bilge Well To Bilge Well No.1 Main Air Compressor
IMO No: 9315197
Maersk Seletar
Position Open Description Line isolating valve from Nos.1 and 2 main air reservoir to No.1, 2, 3 and 4 generator engines air start system Starting air inlet valve to No.1 generator engine Starting air inlet valve to No.2 generator engine Starting air inlet valve to No.3 generator engine Starting air inlet valve to No.4 generator engine Generator engine starting air line drain valves Auxiliary boiler sootblower inlet valve Main engine automatic starting air valve Main engine control air valve 30/8kg/cm2 pressure reducing valve inlet valve 30/8kg/cm2 pressure reducing valve 30/8kg/cm2 pressure reducing valve outlet valve 30/8kg/cm2 pressure reducing valve bypass valve Valve A-6V pressure is available to meet demand. The duty engineer needs to assess the rate at which compressed air is being used (eg, during manoeuvring there may be excessive demand due to frequent stops and starts) and the rate at which the reservoirs are being replenished. Auxiliary Air Reservoir The auxiliary air reservoir acts as air storage for starting the generator engines and it is replenished from the main air compressors through valve A-6V which supplies the generator engines direct. Alternatively the compressed air may be delivered direct from No.1 main air compressor through the dedicated delivery line. The auxiliary air reservoir does not have any separate pressure switches for controlling the main air compressors but the pressure switches fitted to the main air reservoir filling line act to control the main air compressors. Note: The compressed air delivered direct to the auxiliary reservoir from No.1 main air compressor will not respond to the pressure switches). The inlet valve for the auxiliary air reservoir must be open when filling the auxiliary air reservoir. The outlet valve from the auxiliary air reservoir to the generator engines should normally be closed as air for starting the generator engines is normally supplied from the main air reservoirs. The auxiliary air reservoir acts as a backup air supply for starting the generator engines. The automatic drain trap valves for the auxiliary air reservoir should be open at all times and the manual drain valve is normally closed.
As required As required As required As required Close As required Operational Open As required As required As required Close e)
A-169V A-170V A-171V A-172V A-24V A-5V A-114V A-19V A-20V A-21V A-22V
Check that the starting air compressors are receiving water from the low temperature central cooling system and that the circulation is correct. Check that all automatic drain traps are operational and that the unloader gear is functioning.
f)
g) Check that the starting air reservoir automatic drains are functioning correctly and that the compressor automatic drains are functioning correctly. h) Select the air compressors for lead and follow on duty as required. The Mode Control switch is located at No.1 main air compressor starter panel and has three positions as follows: Position 1 2 3 i) j) Lead 1 2 3 First Follow On 2 3 1 Second Follow On 3 1 2
Drain any liquid from the reservoirs and oil/water separator. Observe the system for any leaks and remedy as necessary
The duty compressor will operate and supply air to the main air reservoirs. Under normal operating conditions only one air reservoir would be in use at any time, with the second reservoir fully charged and isolated, but under certain circumstances both might be opened to ensure that adequate air at the correct Issue: Draft 1 - July 2007 IMO No: 9315197 Section 2.10.1 - Page 4 of 4
Maersk Seletar
Illustration 2.10.2a Working Air System
To Funnel Casing
From Starting Air System A-19V A-20V A-21V 30/8kg/cm2 A-22V
A-41V A-42V
PI
A-43V Working Air Reservoir (2m3 x 8kg/cm) A130V
To Air Horn To Air Reservoir for Quick-Closing Valves A-47V
A-53V
Second Deck Starboard
PI
To Control Air System
A-45V
To Deck Service (Starboard)
To Accommodation Second Deck Port To Casing A-58V To Air Conditioning Room
A-48V A-54V A-130V
To CO2 Room Floor (Starboard)
Workshop (Near Work Bench) Main Engine Fuel Valve Test Device
A-46V
A-167
Partial Deck (Starboard)
Auto-Drain
A-163V
To Deck Service (Port)
A-59V
Third Deck (Starboard) Generator Engine Workbench (Starboard)
A-57V To Fuel Oil Davit To Emergency Generator Room A-162V A-49V Third Deck (Port) To Generator Engine Workbench (Port) To Water Mist System Partial Deck Port A-158V
A-161V
To Auxiliary Boiler Burner To Main Engine Turbocharger Soft Blast
A-116V
A-52V A-139V S No.1 Service Air Compressor 155.4m3/h x 8kg/cm2 S No.2 Service Air Compressor 155.4m3/h x 8kg/cm2 A-166V
Key A-50V Floor (Port) Compressed Air Vent / Drain
IMO No: 9315197
Maersk Seletar
2.10.2 working air System
Working Air Compressors Manufacturer: No. of sets: Type: Model: Capacity: Working Air Reservoir Manufacturer: No. of sets: Type: Model: Capacity: Kangrim 1 Vertical cylindrical AR16012V 2.0m3 Tamrotor Marine Compressors AS 2 Screw, air cooled with belt drive EMH 21 EANA 155.4m3/h at 8.0kg/cm2 Local fire fighting water mist system valve control Quick-closing air reservoir and fire flap damper control Engine room services Accommodation service Air conditioning room Separator room Emergency generator room Turbocharger cleaning unit Boiler burner unit Workshop and fuel valve test assembly Engine room air horns and ships main air horn e) Position Open Open As required As required As required Close

Description Service air manifold pressure indicator valve Main working air isolating valve to air consumers located on the air manifold 30/8kg/cm2 pressure reducing valve inlet valve from the main air receivers 30/8kg/cm2 pressure reducing valve 30/8kg/cm2 pressure reducing valve outlet valve to air consumers 30/8kg/cm2 pressure reducing valve bypass valve Valve A-42V A-44V A-19V A-20V A-21V A-22V
Set up the consumer valves as in the following table: Description Air supply valve to the air whistle (locked open) Air supply valve to the air bottle to the emergency air receiver for the emergency shut-off valves Air supply valve to the accommodation air consumers Air supply valve to the 2nd deck air consumers Air supply valve to the casing Air supply valve to the workshop located near the work bench Air supply valve to the fuel valve test device Air supply valve to the deck service and the emergency generator room air consumers Air supply valve to the 3rd deck (port) Air supply valve to the G/E workshop bench (port) Air supply valve to the water mist pump system Air supply valve to the partial deck (port) Air supply valve to floor (port) Air supply valve to 2nd deck (starboard) air consumers Air supply valve to deck device (starboard), air conditioning room and the CO2 room Air supply valve to floor (starboard) Air supply valve to the partial deck (starboard) Air supply valve to the 3rd deck (starboard) Air supply to G/E work bench (starboard) Air supply to the auxiliary boiler burner Air supply to the main engine turbocharger cleaning unit Valve A-43V
Procedure for Preparing the Working Air System for Operation

a) Ensure that all instrumentation valves are open and that the instrumentation is reading correctly.
Position Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open Open
A-45V A-48V A-54V A-130V A-46V A-163V A-49V A-52V A-139V A-166V A-50V A-53V A-47V A-58V A-167V A-59V A-57V A-158V A-116V
Introduction
The working (general service) compressed air system is supplied from the working air reservoir. This reservoir is replenished by the two service air compressors. A supply from the main air reservoirs, via the 30/8.0kg/cm2 reducing valve, provides a backup air supply in the event of the working air compressors not being able to meet demand. The compressors are of the belt driven screw type which are air cooled with a free air delivery of 155.4m3/h at a pressure of 8.0kg/cm2. The working air compressors are provided in a package form containing the electric drive motor, the compressor, cooler and the compressor control system. This type of compressor has the ability to modulate (load/unload) dependent on maximum demand (pressure), while still running. The compressor is designed to stop when the demand pressure is achieved and stable for a preset period of time. The machine will restart again on a predetermined pressure drop. The assigned standby compressor operates when the line pressure has dropped to a pre-determined value and will shutdown when the high shutdown pressure value has been attained. The loading and un-loading values, and loading times may be adjusted through the appropriate menu on the control panel display. The service air compressors discharge to the working air reservoir and are controlled by the pressure in the reservoir, loading and unloading as required. The working (general service) air system supplies the following services: Deck services CO2 room Issue: Draft 1 - July 2007
b) Check the oil level in the compressors. c) Set the compressor valves for operation ensuring that the drains are operational.
d) Set up compressor, receiver valves as shown in the table below: Outlet air supply valves at locations are shown as open but this will only be the case when air is being used at that location. Position Description System Supply Valves Open No.1 working air compressor outlet valve Open No.2 working air compressor outlet valve Open Working air reservoir inlet valve Open Working air reservoir automatic drain trap inlet valve Open Working air reservoir automatic drain trap outlet valve Close Working air reservoir automatic drain trap bypass valve Closed Working air reservoir manual drain valve Open Working air reservoir outlet valve Open Service air reservoir pressure indicator valve IMO No: 9315197 Valve A-161V A-162V
A-130V
e)
Select the service air compressors for LOCAL or REMOTE control as required at their local panels. Select one compressor Section 2.10.2 - Page 2 of 4
Maersk Seletar
Illustration 2.10.2b Deck Working Air System
Horn/Whistle
A
CA-49 CA-52 CA-51 CA-50 Steering Gear Room CA-47 Hold CA-03 CA-53 CA-04 Nav. Deck Bow Thruster Space
Focsle Deck
CA-01
Upper Deck
C.L. CA-02 C L C.L.
Shaft Tunnel
Bunker Davit CA-34 A Deck A Deck
Sea Chest
Capstan CA-49 CA-45 CA-41 CA-39 CA-33
Pilot Ladder CA-29 CA-27 CA-23 CA-21 CA-17
Capstan CA-14 CA-12 CA-08 CA-06
Stabiliser Space CA-47 CA-43 CA-31 CA-25 CA-19
CA-15
CA-10
Bilge Pump CA-51 No.9 Hold No.8 Hold Engine Room No.7 Hold No.6 Hold No.5 Hold No.4 Hold No.3 Hold No.2 Hold No.1 Hold
Bow Thruster and Emergency Fire Pump Space
C.L. C L C.L.
CA-50
Stabiliser Space CA-46 CA-42 CA-30 CA-24 CA-18 CA-09
Key CA-48 CA-44 CA-40 Capstan A Deck CA-32 CA-26 CA-28 Pilot Ladder CA-22 CA-20 CA-16 CA-11 CA-13 Capstan CA-07 CA-05 Compressed Air
Bunker Davit CA-38
IMO No: 9315197
Maersk Seletar
as the duty compressor and the other the standby compressor. Start the duty working air compressor. f) Check the system drain traps are operational and that the compressor(s) start and stop automatically as required.
g) Ensure that remote user outlets are receiving air. Air valves to user locations should be opened periodically to blow them through in order to remove condensate and prevent seizure. Note: The working air system is normally supplied with compressed air by the service air compressors via the service air reservoir. The working air system may be supplied from the main starting air reservoirs via the pressure reducing valve A-20V and its associated inlet and outlet valves A-19V and A-21V. In an emergency the compressed air may be supplied through the bypass valve A-22V but continuous and careful attention must be paid to the system pressure.
IMO No: 9315197
Maersk Seletar
Illustration 2.10.3a Control Air System
A-113V A-154V For Hydrophore Tank To Stern Tube Lubricating Oil System A-112V A-111V

To Funnel Casing
PI
For No.3 For No.4 Generator Generator Engine Engine Operating Cabinet for Generator Engine Fuel Oil / Diesel Oil Inlet Isolating Valves
For Main For No.1 For No.2 Engine Generator Generator Engine Engine Operating Cabinet for Main Engine and Generator Engine Fuel Oil / Diesel Oil Inlet Isolating Valves
Working Air Reservoir (2m3 x 8kg/cm Control Air Dryer (100m3/h)
A-117V
A-118V
A-119V
A-127V
Remote Changeover Valves for Main Engine Cylinder Oil Boiler Burner Unit
A-123V
O.B. Separator Remote Changeover Valve for Fuel Oil Return (F-139V) Remote Changeover Valve for Low Sulpher Heavy Fuel Oil Return (F-139V) Fuel Oil Supply Unit (Filter and Viscorator) Heavy Fuel Oil Separator Unit
Main Engine LO Discharge Filter A-121V Main Engine LO Temperature Control Valve (L-105V) Main Engine Jacket Fresh Water Temperature Control Valve (W-5V) Central Fresh Water Cooler Temperature Control Valve (W-43V) Reefer Fresh Water Cooler Temperature Control Valve (W-71V) Reefer Fresh Water Heater Temperature Control Valve (T-167V) Feed Filter Tank Temperature Control Valve (T-25V) Spare S S Auto-Drain
A-138V Boiler Feed Water Control Valves Econo Steam Dump Valve A-142V Draught Gauge System and Air Purge Unit Spare
A-126V
A-122V
A-141V
A-128V
A-124V
A-132V
A-125V
A-162V
A-161V
A-143V
A-133V
A-145V
Lubricating Oil Separator Unit
A-150V
A-134V Tank Level Gauge (Electrical Dept)
A-146V
A-153V
A67V Spare
A-147V
A34V A57V Key Compressed Air Vent / Drain
A-148V A58V
No.1 Service Air Compressor 155.4m3/h x 8kg/cm2
No.1 Service Air Compressor 155.4m3/h x 8kg/cm2
IMO No: 9315197
Maersk Seletar
2.10.3 control air System
Control Air Dryer Manufacturer: Model: No. of sets: Type: Capacity: Samkun Century Co. Ltd. Max-10 1 Refrigerant with air-cooled condenser 100m3/h

Procedure for Preparing the Control Air System for Operation
a) Ensure that all instrumentation valves are open and that the instrumentation is functioning correctly. Position Open Open Open Open Open Open Open Open Description Inlet valve to control air manifold Bilge oil/water separator Remote changeover valve for the HFO return Remote changeover valve for the LSHFO service to the main engine FO filter unit (filter and viscorator) HFO separator unit LO separator unit Tank level gauge Valve A-118V A-123V A-126V A-128V A-132V A-133V A-134V A-144V
b) Check that there is electrical power at the control air dryer. Start the dryer operating and ensure that it is functioning correctly. c) Ensure that there is air in the service air reservoir at the desired pressure and that the service air compressors are operating.
Introduction
The control air system is supplied from the service air reservoir and is replenished by the service air compressors or from the starting air system through a pressure reducing valve; the pressure in the control air system is 8.0kg/cm2. The arrangement for operating the service air compressors has been described in section 2.10.2 previously. The compressed air from the working air system is processed through a refrigerated control air dryer and associated filters before supplying the control air services. The processed air from the control system air dryer supplies the three air control outlets, each outlet is equipped an isolating valve and a drain valve to ensure that any residual moisture is released from the system. Apart from the three air control manifolds, the processed air from the dryer supplies via direct lines to the fresh water hydrophore, the stern tube lubricating oil control system and two control cabinets which supply the following: Cabinet for the operation of the main engine and generator fuel oil inlet isolating valves (port). Cabinet for the operation of the generator fuel oil inlet isolating valves (starboard) The consumers supplied by the processed control air to the three manifolds are as follows: First control air manifold - Main engine LO filter and heater/ cooler control valves Second control air manifold - Bilge separator; fuel oil system, separators and tank gauges Third control air manifold - Boiler and steam system, draught gauges and ballast console Note: It is essential that the control air is dried as any moisture in the control air can cause problems at actuators or other parts leading to failure at these devices. Only in the event of failure of the control air dryer should the dryer bypass valve be opened.
d) Set up the control dryer and distribution valves as shown in the following table: Position Open Open Closed Open Closed Open Open Open e) Description Control air dryer inlet valve Control air dryer outlet valve Control air dryer bypass valve (locked closed) Supply valve to stern tube seal system Supply valve to main engine Supply valve to the fresh water hydrophore tank Main/generator engine FO inlet valve control cabinet (port) - control valve for FO valve F-234V Main/generator engine FO inlet valve control cabinet (port) - control valve for FO valves F-235/236V Generator engine FO inlet valve control cabinet (starboard) control valve for FO valve F-237/238V Valve A-63V A-112V A-113V A-114V A-154V
g) Set up valves in the third control air manifold as shown in the following table Position Open Open Open Open Open Open Description Valve Inlet valve to control air manifold A-117V Remote changeover valve for the main engine A-127V cylinder oil valve Boiler burner unit A-138V Boiler feed water control valve A-141V Economiser steam dump valve A-142V Draught gauge system and purge unit (to ballast A-143V console)
Note: Although valves are shown as open this is their normal operating condition and they will be closed if the service is not being used. h) Check that the control air dryer drain is open and operating, draining water from the dryer. This will normally be done automatically but it is important to ensure that the valve is operating effectively. i) Check that control air is available at all outlets as required.
Set up valves in the first control air manifold as shown in the following table Description Inlet valve to control air manifold Main engine LO discharge filter Main engine LO temperature control valve Main engine jacket water temperature control valve Central fresh water cooler temperature control valve Reefer fresh water temperature control valve Reefer fresh water heater temperature control valve Feed filter tank temperature control valve Valve A-119V A-121V A-122V A-124V A-125V A-145V A-146V A-147V
Position Open Open Open Open Open Open Open Open f)
Note: The valve arrangement given in the preceding tables indicates that control air is being supplied by the service air compressors and is being taken from the service air reservoir. If this system is inoperative for any reason air may be taken from the starting air system via the 30/8.0kg/cm2 reducing valve. j) Check the operation of the control air system periodically and ensure that the dryer is working effectively.
Set up valves in the second control air manifold as shown in the following table IMO No: 9315197 Section 2.10.3 - Page 2 of 2
2.11 Steering Gear, Thruster Unit and Stabilisers

2.11.1 Steering Gear 2.11.2 Bow Thruster 2.11.3 Stabilisers
Maersk Seletar
Illustration 2.11.1a Steering Gear Hydraulic System
Stop Valve D Bypass Valve C Stop Valve F

Hydraulic By-pass Valve Safety Valves
No.2 Valve Block
R Cylinder No.3 Cylinder No.1
TM
No.2 Pump Unit

Servo Controller
No.2 Transfer Valve
Auxiliary Pump M
Steering Gear No.2 Automatic Isolation Valve
Janney Pump No.2 Sump Tank
LS
LS
Low Speed Solenoid Valve No.1 Automatic Isolation Valve
Hydraulic By-pass Valve
Cylinder No.4
Cylinder No.2
No.1 Valve Block
Stop Valve
TM
Key
Hydraulic Oil 1 2 TM A C E Q B D F R Level Switch for Low level Alarm Level Switch for Activating Low and Low Low Level Signal to Automatic Isolation System Torque Motor Stop Valves Bypass Valves Pins Connecting Torque Motors to Sevo Controllers
No.1 Pump Unit

Servo Controller
B Bypass Valve A Stop Valve No.1 Transfer Valve
Auxiliary Pump M 2-Speed Motor (pole change) No.1 Sump Tank
Safety Valves
Janney Pump
LS
LS
IMO No: 9315197
Maersk Seletar
2.11 Steering Gear, Thruster Units and Stabilisers
2.11.1 Steering Gear
Steering Gear Manufacturer: Designer: Model: Torque: Main pump model: Motor No.1: Motor No.2: Torque motor type: Yoowon Industries Ltd. Mitsubishi Heavy Industries Ltd. YDFT-530-2 5,492kNm at 35 6V-FH2B-MK x 2 160/30kW 160kW TM-60 The steering gear is remotely controlled by the autopilot control or by hand steering from the wheelhouse. All orders from the bridge to the steering compartment are transmitted electrically. Steering gear feedback transmitters supply the actual position signal for the systems. The rudders operational angle of movement is restricted by limit switches to between 35 port and 35 starboard, mechanical stops are also fitted that physically limit any movement more than 37.5 port or starboard. The variable-flow pumps are controlled by an electric torque motor which is connected by the control lever to the servo valve which activates the servo piston of the tilting lever for the piston thrust (swash) plate. This moves the pistons from the neutral position and causes oil to be discharged to a particular pair of hydraulic rams whilst suction is taken from the other pair. As the rudder turns the feedback linkage causes the pumps tilting lever to move, thus reducing the stroke on the pump. When the rudder reaches the desired angle the tilting lever is restored to the neutral position and oil delivery from the pump ceases. No.1 pump unit is supplied by two supplies from the emergency switchboard whilst No.2 pump is supplied by a single supply from the main switchboard. The two supplies for No.1 unit are such that under normal condition power is supplied for use at full power and when the emergency generator is in use the pump runs at half speed and reduced power. In normal operation all four rams will be in use, with one pump unit running and the second pump unit ready to start automatically. Tests of the steering gear should be carried out by the duty engineer, in the steering gear compartment, and by the duty navigating officer in the wheelhouse before the vessel departs. The steering gear can be started from the bridge, but the duty engineer should be present in the steering gear room when the pumps are started and the system tested from the wheelhouse. The rudder carrier and upper/lower rudder stock bearings are supplied with grease from an automatic electrically driven double pump unit. Only one pump is required to be in service at a time. This unit should be started when the steering gear is started and the level in the grease reservoirs checked daily. A low level alarm is provided for each reservoir. A hand pump is provided for refilling the pump grease tanks when required as indicated by the level indicators on top of the pump tanks. (check)

The solenoid valves, located at the pump units and which direct oil to and from the actuators, are controlled from the bridge by means of the steering control or the autopilot unit. Should there be a failure of the bridge steering system the steering gear can be controlled locally in the steering compartment. The steering gear pump must be set to local operation by means of the REMOTE/ STOP/LOCAL (Check terminology) switch in the steering compartment. Wheelhouse Control Panel Authors Note: Details of the wheelhouse panel to be included when information becomes available. Engine Control Room Panel Authors Note: Details of the ECR panel to be included when information becomes available. Steering Gear Compartment Starters Authors Note: Details of the steering gear compartment starter panels to be included when information becomes available.
Introduction
The major components of the steering gear comprise two rams with four hydraulic cylinders driven by oil supplied by two electrically driven pumps. The pumps are of the variable displacement axial piston type and with separate hydraulic oil tanks. Each main pump is directly coupled to a gear type auxiliary pump supplying control oil to the servo system. The steering gear is capable of operating as two totally separate steering systems. Each pump unit is capable of putting the rudder through the working angle in the specified time. In normal operation at sea only one pump is required, but the second pump unit can be connected at any time by starting the motor. When manoeuvring or operating in confined waters, both pump units should be in service. Both pump units are capable of turning the rudder through the working angle of 65 in an IMO specified time of 28 seconds. In emergency mode No.1 pump unit is able to turn the rudder stock through 30 in 60 seconds. The steering gear is provided with an automatic isolation system. Both hydraulic systems are interconnected by solenoid operated isolating valves, which in normal circumstances allow both systems to operate together to produce the torque necessary for moving the rudder. In the event of a failure that results in a loss of hydraulic fluid from one of the systems, the float switches in the affected hydraulic tank are actuated. This initiates a signal to the isolation system which automatically divides the steering gear into two separate systems. The defective system is isolated and the pump stopped, whilst the intact system remains fully operational. Steering capability is maintained but with only 50% of the rudder torque available. This situation requires that the vessels speed be reduced to half speed.
Emergency Steering
This involves the local control of one of the pumps by means of either operating the servo controller handle manually or control of the torque motor from the direction pushbuttons on the starter panel. Instructions must be transmitted to the steering gear room from the bridge by telephone. As the pumps are controlled individually by hand, it is not possible to ensure that control of two pumps will take place at exactly the same time, therefore only one pump unit may be operating when in emergency control from the steering gear room. To operate the emergency steering system the MANUAL/AUTO switch must be in the MANUAL position. The starting and stopping of the pumps will then take place in the steering gear compartment. Operation from the Steering Compartment via the Torque Motor a) Contact the bridge by telephone and follow the instructions regarding rudder movement.
Steering Gear Operation

The steering gear pumps may be started and stopped from the bridge or locally from the steering gear room. Although normal starting is via the bridge, a watch keeping engineer should be present in the steering compartment at least once per week when starting the pumps to assess any problems which might occur during remote starting. Prior to leaving port, the steering gear operation should be checked and observed by an engineer in the steering compartment whilst operating from the bridge.
b) On the control panel transfer the control from the AUTO position to the MANU position. c) Start a pump if not already running (only one pump to be in operation).
d) Press the port or starboard pushbuttons as directed by the bridge, the buttons are colour coded red and green. This system is termed as non follow up. Section 2.11.1 - Page 2 of 6
IMO No: 9315197
Maersk Seletar
Illustration 2.11.1b Steering Gear Instruction Plate
OPERATION INSTRUCTIONS CASE 1 2 3 4 5 WORKING PUMP 1 OR 2 1 AND 2 1 2 1 1 WORKING CYLINDER 1, 2, 3, 4 1, 2 3, 4 1, 2, 3, 4 STOP VALVE A B C D BY-PASS AUTO. ISO VALVE LATION VALVE E F No.1 No.2 NOTICES
O O O O
O O O O
O O O O
O O O O
X X X X
X X X X
O X O O
O O X O
O X
VALVE TO BE OPEN VALVE TO BE SHUT
REMARKS 1. 2. 3. THE CASES OF 1, 2 ARE ORDINARY USE AND 3, 4, 5 ARE EMERGENCY USE. IN CASES OF 3, 4 THE SPEED OF VESSEL SHOULD BE HALF OF FULL SPEED. IN CASES OF 5 USING EMERGENCY GENERATOR THE SPEED OF VESSEL SHOULD BE HALF OF FULL SPEED AND THE RUDDER ANGLE SHOULD BE LIMITED WITHIN 15 DEGREES THE AUTOMATIC ISOLATION VALVES ARE AUTOMATICALLY OR MANUALLY OPERATED
4.
IMO No: 9315197
Maersk Seletar
Operation from the Steering Compartment via the Servo Controller Lever a) Contact the bridge by telephone and follow the instructions regarding rudder movement.

Automatic Isolating System
Should the oil-hydraulic piping failure etc. take place resulting in leakage of working oil, the oil level in either one of the oil tanks will go down, causing the tank level switch to become actuated. The tank level switch, when actuated, issues an electrical signal which causes the pump motor to start or stop and the auto-isolation valve to be operated for alternative system isolation, so that the intact power actuating system will be brought into service to ensure the retention of continuous steering capability. The auto-isolation system operates as follows to enable each pump unit to serve its designated purpose. 1. With No. 1 or No.2 Pump in Service a) When leakage of working oil occurs due to oil-hydraulic piping failure, No.1 (No.2) oil tank level goes down and consequently the tank low level switch is actuated. The signal from the low level switch causes No.1 (No.2) isolation valve to automatically shut and No.1 (No.2) pump to stop running. At the same time, it causes No.2 (No.1) pump to start running, and also No.2 (No.1) isolation valve to shut. Simultaneously the oil low level switch for visible and audible alarms is actuated, and an alarm sounds in the bridge and engine control room to announce the emergency. The signal from the low level switch causes the No.1 and No.2 isolation valves to automatically shut. At the same time it causes No.1 (No.2) pump to stop,. At the same time No.1 (No.2) isolation valve is opened and the No.2 (No.1) system in operation to maintain 50% steering capability.
b) Disconnect the control box from the electrical supply. c) Start a pump if not already running (only one pump to be in operation).
d) Pull out the corresponding pin (Q or R) and operate the manual control lever in accordance with the steering command. Move the lever to the neutral position once the rudder has reached the ordered angle.
b) With the steering operation continued in this state, if it is in No.1 (No.2) system that the oil-hydraulic piping failure has taken place, the oil level in No.1 (No.2) oil tank goes down to the point where the tank low level switch is actuated. The No.1 (No.2) oil tank low level switch causes No.1 (No.2) isolation valve to open automatically and No.1 (No.2) pump to stop running. Consequently, the failed No.1 (No.2) system is isolated and No.2 (No.1) system is in operation to maintain 50% steering capability. If it is in No.2 (No.1) system that the oil-hydraulic piping failure has taken place, the oil level in No.2 (No.1) oil tank goes down further to the point where the tank Low-Low level switch is actuated. The Low-Low level switch signal causes No.2 (No.1) isolation valve to open automatically and No.2 (No.1) pump to stop running. Consequently, the failed No.2 (No.1) system is isolated and then No.1 system with a combination of No.1 pump and No.1 and No.2 cylinders goes into operation to maintain 50% steering capability.
Procedure for Testing Steering Gear Prior to Leaving Port

a) Check the level and condition of the oil in the tanks and refill with the correct grade as required. Turn on the rudder greasing system and check the level of grease in the pump tanks.
b) Check that the pin in the servo control lever is correctly fitted. c) Ensure that the rudder is in the mid position.
c)
d) Start one electro-hydraulic motor from the bridge and wait for the oil in the system to warm through. e) f) Confirm communication with the bridge through the sound powered telephone giving a gyrocompass heading. Watch the rudder angle indicator and confirm full travel of rudder. Check for any abnormal noises. Check for any leakages and rectify if necessary. Check the operating pressures.
b) With the steering operation continued in this state, if it is in No.1 (No.2) system that the oil-hydraulic piping failure has taken place, the oil level in No.1 (No.2) tank goes down to the point where the tank Low-Low level switch is actuated. The Low-Low level switch signal causes No.1 (No.2) isolation valve to open automatically and No.1 (No.2) pump to stop running. Consequently, the failed No.1 (No.2) system is isolated and No.2 (No.1) system is in operation to maintain 50% steering capability. If it is No.2 (No.1) system that the oil-hydraulic piping failure has taken place, once the oil-hydraulic circuit has been separated by a signal from the No.1 oil tank low level switch, the oil level in the No.2 (No.1) oil tank goes down and consequently the No.2 (No.1) oil tank low level switch is actuated.
g) Start the second electro-hydraulic pump and stop the first soon after. h) Repeat the checks in d) above with the second pump. i) Restart the first electro-hydraulic pump again and carry out the same tests with both pumps operating. When the test is complete, if all is in order, leave the pumps running for manoeuvring. c)
Note: 1. When the oil-hydraulic piping failure causes the Low level switch to be actuated, the isolation valve goes into operation to separate the oilhydraulic circuit into No.1 system and No.2 system, thereby reducing the steering capability to 50%. Therefore, upon sounding of the Low level alarm, either promptly reduce the ship speed to a halt or, if the ship continues going full ahead, limit the steering angle to within 15. 2. The oil tank Low level switch for visible and audible alarms is provided in accordance with ship classification society rules and regulations and the one for auto-isolation of the system are separately installed and are independent from each other. Both, nevertheless, are actuated upon reaching the same oil level.
2. With No.1 and No.2 Pumps in Use a) When leakage of working oil occurs due to oil-hydraulics piping failure, No.1 (No.2) oil tank level goes down and consequently the tank low level switch is actuated. IMO No: 9315197
Maersk Seletar
Illustration 2.11.1c Steering Gear Emergency Operating Instructions OPERATING INSTRUCTION ELECTRO - HYDRAULIC STEERING GEAR
ACTUATOR
POWER UNIT
STARTER ELECTRIC MOTOR TORQUE MOTOR JANNEY PUMP JANNEY PUMP
POWER UNIT
ELECTRIC MOTOR TORQUE MOTOR STARTER
. . . .
. .
EMERGENCY MANUAL CONTROL LEVERS
STEERING METHOD
PROCEDURE OF OPERATION 1. SERVE THE REMOTE STEERING GEAR CONTROL SYSTEM AND POWER UNITS WITH ELECTRICAL POWER. 2. OPERATE THE MODE SELECTION SWITCH OF THE REMOTE STEERING GEAR CONTROL SYSTEM. 3. OPERATE THE POWER UNITS BY MEANS OF E/M START SWITCHES.
REMOTE STEERING (BRIDGE)
EMERGENCY MANUAL CONTROL LEVER STEERING (S/G COMPARTMENT)
1. PUT THE SELECTOR SWITCH OF AUTO PILOT CONTROL BOX (RUDDER SERVO UNIT) TO LOCAL OR OFF POSITION. 2. SELECT WHICH JANNEY PUMP IS TO BE USED FOR MANUAL STEERING. 3. WITH EMERGENCY MANUAL CONTROL LEVER IN MID POSITION OPERATE THE SELECTED JANNEY PUMP. 4. OPERATE EMERGENCY MANUAL CONTROL LEVER IN ACCORDANCE WITH STEERING COMMAND. 5. EMERGENCY MANUAL CONTROL LEVER TO BE RETURNED TO NEUTRAL POSITION ON ACHIEVING ORDERED RUDDER ANGLE.
NOTES 1. 2. CHANGE-OVER THE POWER UNITS SHOULD BE DONE BY OPERATING ELECTRIC MOTOR START/STOP SWITCHES WHEN AN ALARM IS GIVEN FOR FAILURE IN ANY POWER UNIT ; a) b) IN THIS CASE INVESTIGATE THE DEFECTIVE PART 3. IN CASE OF ANY FAILURE IN THE HYDRAULIC CIRCUIT, OPERATE THE POWER UNIT AND VALVES SUITABLY IN ACCORDANCE WITH THE OPERATING INSTRUCTION MOUNTED IN THE STEERING GEAR COMPARTMENT.
IMO No: 9315197
Maersk Seletar
Procedure for Filling a Steering Gear Hydraulic Oil Pump Tank
Authors Note: To be confirmed on verification visit
System Checks
Daily Checks Check the oil level in the pump tanks and refill as necessary. The level should not exceed of the glass at the normal working temperature. Check the system pipework and valves for leakage. Check the lubrication system and replenish the grease injection pump tank as required. Note the temperature of the oil in the hydraulic system. Visually check the components such as the indicators and linkage arms. Check the gauges for any abnormal readings. Check for abnormal noise when the rudder is moving.
Monthly Checks Check the tightness of all coupling bolts and pipe connections. Check the settings of the limit switches. Carry out a function test on the entire alarm system (see operating manual). Check that the rudder indicator is functioning correctly. Hydraulic Oil Samples of the hydraulic oil used should be sent for analysis on a regular basis. The results can give early indication of material failure allowing remedial action to be taken before major problems occur.
IMO No: 9315197
Maersk Seletar
Illustration 2.11.2a Thruster Hydraulic Circuit

Hydraulic Oil Gravity Tank 80 Litres LI Remote Control System
LAL
Hydraulic Unit
Test GP
Pressure Switch
Relief Valve Amplifier Unit
PI To Waste Oil Tank
M
Solenoid Valve Block Vent Plug TI PI Hand Pump
Test GA
Pilot Check Valves
Test GB
Suction Strainer
Blade Angle Transmitter
Key Hydraulic Oil Electrical Signal
Thruster Unit
IMO No: 9315197
Maersk Seletar
2.11.2 Bow Thruster
Manufacturer: No. of sets: Type: Power: Kawasaki Heavy Industries Ltd. 1 Kawasaki KT-255B5 2,500kW by solenoid valves. The pressurised oil from the solenoid valve is fed to the hydraulic servomotor through the pipes in the propeller shaft, resulting in the reciprocating movement of the servomotor piston. The movement of the piston is converted into a turning movement by the sliding block mechanism and this turns the propeller blades. The vent side of the servomotor piston drains to the oil bath, in the thruster body. From this pressurised oil bath oil returns to the header tank. The actuator power pack pump takes oil from the header tank and supplies it to the thruster unit via the solenoid control valves. A shaft sealing mechanism is attached to the gear case in order to prevent leakage of oil out of the system. The bow thruster has a capacity of 910 litres of oil and the gravity tank has a capacity of 80 litres. A hand pump is provided for draining the thruster unit. The thruster hydraulic system is shown in illustration 2.11.2a. c)

Procedure for Operating the Thruster Units
Under normal circumstances the main power supply is activated by the engineering department and after that the thruster operation and control is undertaken by the deck department from the bridge panels. The main switch at the local thruster control panel should be set at REMOTE in order to allow for this. Control of the thruster on the bridge is either at the wheelhouse control stand or the control stands on the bridge wings. Starting a) Ensure that the selector switch on the local control panel is set to the REMOTE position.
Introduction
The purpose of the thruster unit is to turn the ship when operating at slow speeds or when not under way, to keep the ship in position in a cross wind and to move the ship towards or away from a mooring position as required. The thrust is produced by rotation of a propeller unit which is housed in a transverse cylindrical duct; the propeller unit is rotated by means of a vertical electric motor via bevel gears. The propeller blade pitch is controllable in order to obtain the desired magnitude and direction of thrust. The thruster comprises of a number of separate sections: The electric motor unit with drive shaft and bevel gearing driving the propeller unit hub The propeller unit with four blades mounted in the hub The hydraulic unit which changes the pitch of the propeller blades The control system which regulates the blade pitch in accordance with demand from the bridge At speeds greater than 5 knots there is a risk of drawing air into the thruster, particularly when operating at shallow draught. This will degrade the performance and can cause cavitation damage; it can be detected by hunting of the main motor ammeter and should be avoided.
b) Check the oil level in the hydraulic gravity tank. Switch on the main power source and confirm this by means of the main source lamp. When the main power is switched on at the thruster controller, the thruster may be operated and controlled from the bridge.
Lubricating Device
The bevel gear and all the bearings inside the gear case are lubricated by the bath lubricating method. The lubrication oil in the gear case is slightly pressurised by the connection with the gravity tank, which is positioned above the waterline to prevent sea water from leaking into the oil system.
d) The READY TO START indicator in the wheelhouse control panel should now be illuminated. e) At the main wheelhouse panel the POWER REQUEST pushbutton is pressed. This sends a signal to the power management system requesting power to operate the thruster.
Operating Limits
The thruster unit must be operated within specific limits of draught and speed. The draught of the ship at the thruster must exceed 4.1m and the ships speed through the water must not be above 5 knots. If the draught is less than this or the speed is exceeded, there is a risk of air being drawn into the thruster unit and this can result in blade cavitation or vibration. When air is drawn into the thruster, the load on the propeller fluctuates and this is indicated by hunting of the main motor ammeter. The main motor must only be started when the blades are in the neutral position (zero pitch), or in the allowable zone (blade pitch of 3). The system is interlocked to prevent the main motor from starting if the blade pitch is outside of the set limits. The interlock switches also prevent the main motor from starting when: The cooling fan is stopped The power pack gravity tank level is low The control oil pressure is low
Note: If there is insufficient power capacity available at the switchboard an additional generator is started by the power management system. The thruster drive motor cannot be started until sufficient power is available at the switchboard. f) Press the CONTROL POWER ON pushbutton and confirm that power is available by illumination of the indicator lamp.
Side Thruster Unit

Power is transmitted from the electric motor through the flexible coupling, input shaft and bevel gears to the propeller shaft, rotating the propeller in a single direction. The propeller part consists of four propeller blades and a propeller hub. The propeller hub and gear case house a hydraulic servomotor and sliding block mechanism. The propeller blades are connected to blade carriers by blade bolts and this ensures easy exchange of blades in the thruster tunnel. The gear case, which carries the propeller parts, is connected to the thruster tube by bolts and this ensures easy overhauling of all parts inside the thruster tube. The hydraulic power pack unit provides oil under pressure and this is used to change the pitch of the thruster unit blades. The flow of oil is controlled Issue: Draft 1 - July 2007
g) Press the PUMP RUN pushbutton. When the pump is running the lamp in the pushbutton will be illuminated. Note: When the pump is started the fan is also started and the Fan Run indicator in the panel will be illuminated. The main motor is interlocked with the fan and oil pump and will not start unless they are running. h) Check that the pitch of the blades is zero and if it is not, zero the blade angle by means of the control handle. i) Start the main motor by pressing the THRUSTER RUN pushbutton. The main motor will only start if the interlocks Section 2.11.2 - Page 2 of 4
IMO No: 9315197
Maersk Seletar
Illustration 2.11.2b Bow Thruster Control Panels Wheelhouse Panel
BOW THRUSTER CONTROLLER

AC SOURCE FAIL OIL LOW LEVEL MAIN MOTOR OVER LOAD MAIN MOTOR HIGH TEMP MAIN SOURCE ON READY TO START STABILISER FIN HOUSED POWER AVAILABLE MOTOR FULL LOAD DC SOURCE FAIL OIL LOW PRESS MAIN MOTOR TRIP CONTROLLER ABNORMAL PUMP OVERLOAD MAIN MOTOR START FAIL INSULATION LOW FAN RUN CONTROLLER ABNORMAL
POWER REQUEST
Bridge Wing Panel

EMERGENCY STOP
BOW THRUSTER CONTROLLER
INTEGRATED ALARM
CONTROL AVAIL
THRUSTER CONTROL RUN AVAIL
EMERGENCY STOP
DARK
BRIGHT
LAMP BUZZER TEST
BUZZER FLICKER STOP
MOTOR LOAD (%) 0 50 100

DARK BRIGHT
PITCH INDICATOR
10
LAMP BUZZER TEST BUZZER FLICKER STOP
10
CONT MODE
NON FOLLOW UP FOLLOW UP
CONT. STATION
W/H WING
10
PORT
PITCH INDICATOR 5 0 5 0 5 5
10
STBD
PORT
0 5 5
STBD
OPERATION MODE
CONTROL POWER ON PUMP RUN
CAUTION
THRUSTER RUN
CONTROL POWER OFF
10
PUMP STOP THRUSTER STOP
10
1. DON'T USE THE THRUSTER AT THE SHIP SPEED OVER 5 KNOTS 2. SET THE CONTROL DIAL AT THE SAME POSITION AS ORIGINAL TO KEEP A CONSTANT PITCH WHEN CHANGE OVER THE CONTROL STATION.
10
10
CAUTION
PORT STBD
KA W ASAKI Nabtesco
HEAVY INDUSTRIES. LTD.
1. DO NOT USE THE THRUSTER AT THE SHIP SPEED OVER 5 KNOTS 2. SET THE CONTROL DIAL AT THE SAME POSITION AS ORIGINAL TO KEEP A CONSTANT PITCH WHEN CHANGE OVER THE CONTROL STATION.
TO BE VERIFIED
KA W ASAKI Nabtesco
HEAVY INDUSTRIES. LTD.
IMO No: 9315197
Maersk Seletar
have been removed and the motor is ready for starting. When the motor is running the lamp in the pushbutton will be illuminated. j) When the main motor is running the blade pitch may be changed in order to exert the desired thrust.

Bridge Wings
The thruster may be controlled from the bridge wings and control may be taken at a bridge wing by pressing the CONTROL HERE pushbutton in the bridge wing control panel. Only FU control is available at the bridge wings and this is by means of the control handle at the control panel. The main wheelhouse control panel has indicators which are illuminated when the wheelhouse or wings have control. Control is returned to the wheelhouse by pressing the W/H control station pushbutton. Stopping
Note: When the READY TO START indicator in the control panel is illuminated the thruster may be set to start up automatically under microcomputer control, with systems starting sequentially. In order to activate this the THRUSTER RUN pushbutton is pressed after the READY TO START indicator is illuminated. The oil pump, cooling fan and drive motor will start sequentially.
Control Mode
The thruster is controlled remotely via a Nabtesco microcomputer control system and there are two methods of control, FU (Follow Up) pitch control and NFU (Non Follow Up) pitch control. Normally FU pitch control is used and this is selected by pressing the illuminated FOLLOW UP mode selection pushbutton. In FU mode control the pitch control handle is used to control the thruster blade pitch. This handle is moved to the port or starboard side; the magnitude of the thrust may be varied from zero to position 10 for maximum thrust. The handle is connected to a potentiometer and the voltage produced by moving this is amplified and used to activate the appropriate solenoid valve of the hydraulic system. Feedback from the thruster blades cancels the voltage as the blades move to the desired position and when the blades are in the desired position the voltage from the potentiometer is cancelled. The thruster blades effectively follow up the pitch command from the handle. Moving the handle to the zero position removes pitch from the blades. NFU mode is selected by pressing the NON FOLLOW UP mode pushbutton. In the NFU command mode operation is by means of the two pushbuttons, PORT and STBD, which are located at the thruster control panel. The blades will move whilst one of the pushbuttons is pressed and will remain in the position set when the pushbutton is released. In order to return the blades to the neutral position the other pushbutton must be pressed until the blade angle is zero.
a)
Zero the thruster blades by means of the control handle.
b) Press the THRUSTER STOP pushbutton. c) The thruster is now out of operation but the main power panel is still active and this needs to be shut down if any work is to be undertaken on the thruster unit.
The bow thruster drive motor, hydraulic servo pump and gravity tank are located in the bow thruster compartment forward. Note: There are EMERGENCY STOP pushbuttons in the wheelhouse panel and in the bridge wing panels.
IMO No: 9315197
Maersk Seletar
Illustration 2.11.3a Stabiliser Machinery Unit
Bridge Control Panel Main Control Unit
Lubricating Oil Header Tank
Lubricating Oil Header Tank Pump Motor Starter Local Control Unit
STABILISER MACHINERY UNIT
TYPICAL GYROFIN INSTALLATION

Tilting Cylinder Fin Angle Indicator Pump Motor Starter
Rigging Cylinder
Hydraulic Power Unit Stabiliser Fin Box & Machinery Unit Local Control Unit
Rigging Lever
Stabiliser & Fin
EQUIPMENT CONFIGURATION
Local Control Unit (LCU Port)
Ship's Speed
Bridge Control Panel (BCP) Local Control Unit (LCU STBD)
Port Fin
RS-422 Data
Power
Power RS-422 Data
Power RS-422 Data
Hull Insert Plate Movable Trailing Edge Flap
Lift Feedback Angle Feedback Servo Motor Drive Stroke Feedback Pump Start Status Inputs Rig Out Machinery and HPU (Port)
Main Control Unit (MCU)
Ship's Power
Lift Feedback Angle Feedback Servo Motor Drive Stroke Feedback Pump Start Status Inputs Rig Out Machinery and HPU (STBD)
IMO No: 9315197
Maersk Seletar
2.11.3 Stabilisers
Manufacturer: Sperry Marine Systems (Northrop Grumman) Model: Gyrofin Size 4R-SS (16m2) Type: Electro-hydraulic folding fin Maximum Angle: 23 Operating Angle: 15.8 Maximum Operating Time: 120 seconds A rigging cylinder moves a sliding block that rotates the rigging lever via a mechanical linkage. This linkage is arranged so that the fin is locked in position when fully rigged out. A latch is used to lock the sliding block in place when the fin is fully rigged in. The stabilisers are controlled to ensure that they operate without cavitation, thus avoiding erosion problems. A gravity header tank is situated above the ships water line in the respective working passageway to provide lubricating oil to the machinery. The header tank is divided into two sections. One section provides LO for the fin mechanism and the other section provides LO for the rigging system. The pressure generated by the positive head of oil prevents the ingress of sea water into the housing in the event of seal failure.

Local control panels: Individual fin control for maintenance purposes The control system also provides for fin stowage using emergency power. This may be done automatically upon connection of power to the emergency motor starter, or controlled from the local control panels. Note: When the fins are out, they extend beyond the beam of the ship and are angled downwards, with the tip near the keel line. As a result the fins may create a navigational hazard if extended when the vessel is operating in shallow or confined water. The system provides the following features to reduce the risk of damage to the fins: Key locked power control Power ON interlocks that prevent operation of the stabilisers at the same time as the thrusters Alarm indicators that appear on the bridge control panel if the ability to stow the stabilisers is impaired Power OFF and fin NOT IN alarm contacts activate an alarm if the key switch is turned off while the fin is out An alarm that sounds when the ships speed drops below a preset level The control system may be configured to automatically rig in the fin when the ships speed drops below a preset level
Introduction
Stabilisers are active underwater fins designed to reduce the rolling of the ship. Rolling is caused by the effect of sea action on the hull during an ocean passage; this is especially noticeable when the frequency of the waves approach the natural frequency of the ship. Active roll reduction is achieved by tilting the extended fin during a roll. The effect of the ships forward motion on the fin surface produces a lifting moment acting against the roll. The vessel is fitted with two retractable tilting fin units, located port and starboard adjacent to No. 6 hold aft. These are tilted by hydraulic units powered by electro-hydraulic pumps. When the fins are not in use they are housed within the fin boxes located inside the hull, custom designed to form part of the hull and structure of the ship, thus reducing water resistance. A hydraulic ram mechanism allows the fin to be rigged in and out (housed and extended) by folding the fin 90. Fins produce a hydrodynamic lift effect due to the flow of water over the hydrofoil shaped fins, one in the nose up position exerting an upward thrust and one in the nose down position exerting a downward thrust. Because the water flow over the fin produces the up and downwards thrust, the ship must be moving through the water at a minimum speed. In general fin stabilisers are not effective if the vessel is moving at less than 12 knots.
Hydraulic Power Unit

The electro-hydraulic power unit is located on top of the fin housing box. Each unit consists of a main variable delivery piston pump, a tandem vane pump and an oil cooler. The tandem vane pump is provided for control pressure, fin rigging and oil replenishment; this pump is driven by the same electrical motor as the main pump. The variable delivery pump is a servo-controlled axial piston type pump which feeds the oil under pressure to the tilting circuit. The pump feeds oil to the chambers of the tilting cylinder; the chamber which receives oil pressure depends upon the required attitude of the fin at that time and hence the position of the pump stroke control unit. An emergency electrically driven pump is provided with manual controls. This pump is able to rig the fin in or out in the event of the failure of the main hydraulic unit. The emergency circuit is provided with a pressure relief valve and manual control of the rig and tilt valves, this enables the fin to be reset to the zero angle position, rigged in or out and to operate the fin lock. The hydraulic oil is cooled by water from the central fresh water cooling system. A fin stabiliser cooling water booster pump is fitted and this must be running whenever the stabilisers are operated. This pump is started manually at the local starter.
Procedure for Rigging Out the Fins and Commence Stabilising from the Bridge Control Panel The engine room should confirm that: There are no obstructions to the moving parts of the stabilising machinery Cooling water is flowing through the hydraulic power unit coolers (from the central fresh water cooling system via the fin stabiliser cooling water booster pump) All local power isolation switches are turned on to the controls and pumps The switches on the port and starboard local control units are set as follows: Power switch - ON Control switch - NORMAL Fin control switch - AUTO Feedback switch - LIFT Section 2.11.3 - Page 2 of 6
Description
The fins are of symmetrical hydrofoil design, with a rotating shaft mounted in two bearings in the fin shaft housing. The fin shaft housing is also mounted in two bearings that allow the fin to rotate in and out of the fin box. The steel casing supports the fin bearing structure and provides the required housing, linking the fin to the hull. A hydraulic tilting cylinder is coupled to the fin shaft to allow tilting of the fin. The fin has a moveable trailing edge which moves with the fin and increases the hydrodynamic lift effect. The tilting shaft is provided with lip seals to prevent the ingress of sea water into the machinery and also the loss of oil to the sea.
Stabiliser System Operation

The system provides automatic control of the fin extension and stowage (rigging) via LCD touch screens. This may be controlled from three positions as follows: Bridge control panel: Start-up and shutdown operation for the entire system Main control panel (located in the ECR): Start-up and shutdown operation for the entire system and individual fin control for maintenance purpose IMO No: 9315197
Maersk Seletar
Illustration 2.11.3b Stabiliser Hydraulic System
Lock

Tilt Up
Key
Hydraulic Oil Return Line
Rigging Cylinder Fin Out
Unlock Rigging Lock
Tilt Cylinder Red Green Tilt Down
LT Cooling Water Port Valves Starboard Valves
Fin In
PI
PI
Rig Out
Emergency Rig and Tilt Block
Emergency Lock FW-09 FW-07
To /From LT Cooling System FW-10 FW-08
Tilt Block
A P
B T Oil Cooler
PI
Unlock P A
Rig In T B Rig Block

Rotary Servo
Emergency Pump 3.7kW M
55kW M TI Pump Priming Connection
Main and Servo Pumps
Level Switch
TI
TIAH
TIAL
Hydraulic Oil Tank
IMO No: 9315197
Maersk Seletar
a) Turn the power key switch on the bridge control panel to the ON position. The ships rolling motion will be reduced when the fins act The STABILISE indicator will be illuminated The LIFT ORDER, % LIFT, and ANGLE meters will become active The GAIN display will indicate the value of sensitivity gain selected by the automatic gain control Procedure for Rigging In the Fins and Turning Off the Stabiliser from the Bridge a) At the bridge control screen, press the STANDBY pushbutton. The STABILISE indicator will be greyed out, the lift order and fin angle indicators will go to 0 and the STANDBY indicator will be greyed out. c)

Press the LOCAL CTRL pushbutton under the heading PORT FIN. The confirmation box appears and the operator must press ENTER to confirm selection.
Note: If either the port or starboard LOCAL CTRL indicators are on, that fin cannot be controlled from the bridge. In the bridge and main control panels LOCAL CTRL is displayed if local control is on. b) The bridge and main control panels energise and display INITIALISING. The POWER indicator lights on each local control panel. After the initialising is complete, the following indicators will be active in the control screen: FIN IN will be on for both fins The LIFT ORDER and % LIFT meters will be at zero The FIN ANGLE meters will be at 5 - 7, due to the fins resting on the bottom of the fin box The ROLL DISTURBANCE meter will indicate the roll motion of the ship The AUTO GAIN indicator will be illuminated and the gain displayed. There is a MAN (manual) option for gain but this should be greyed out when auto is operating. If manual gain is selected control pushbuttons appear in the fin status box AUTO speed indicator will be illuminated and the ships speed displayed. There is a MAN (manual) option for speed but this should be greyed out when auto is operating c) Press and hold the SEQUENCE START pushbutton for approximately 3 seconds then release. The following occurs: The PUMP ON indicator will be illuminated when the hydraulic oil pump has started and the hydraulic oil pressure has reached the working level The FIN ANGLE indicator will move to 0 The FIN IN indicators will be replaced by a flashing RIGGING OUT indication as the fins move from IN to OUT When both fins are fully OUT, the STANDBY indicator will be illuminated, indicating that the system is ready to begin stabilisation d) Verify that the speed displayed on the bridge control panel matches the actual speed of the ship. If the speed log is in use, press the AUTO pushbutton beside the SPEED indicator. If not see section 2.3.4 in the system instruction manual volume 1. e) Press the STABILISE pushbutton. The following occurs:
d) Press ENTER. The HYD STOP and RIG IN pushbuttons will be illuminated. e) f) Press HYD START. The confirmation box appears and the operator must press ENTER to confirm selection. Press ENTER. The HYD START pushbutton will be illuminated if the HPU motor is running.
g) Press RIG OUT. The confirmation box appears and the operator must press ENTER to confirm selection. h) Press ENTER. The RIG IN pushbutton will be greyed out. The RIG OUT pushbutton will flash as the fin moves out and will be illuminated when the fin is OUT. i) j) Press AUTO. The confirmation box appears and the operator must press ENTER to confirm selection. Press ENTER. The port fin will return to automatic control and begin to stabilise the ship.
b) Press the SEQUENCE STOP pushbutton. The STANDBY indicator will be greyed out and the FIN OUT indicators will be replaced by flashing RIGGING IN indications, as the fins move from OUT to IN. The FIN IN indicators will illuminate when the fins are IN and the rigging lock is closed. After the FIN IN indication is given, the system will turn OFF the electric motor driving the hydraulic oil pump of each fin. The PUMP ON indication will disappear. c) Turn the POWER key switch off. The panel displays will go blank.
k) Press MAIN. The display will return to the main screen. Procedure to Rig In a Fin using Screen 3 on the Main Control Panel (in this example the Port) Initially the port fin is OUT and stabilising. a) Press the NEXT pushbutton on the main screen. The display will change to screen 2.
Note: In the event that the stabiliser power is switched off with the fin not housed, the stabiliser control system will trigger the ships general alarm via the FIN NOT IN alarm relay. The fin control may be transferred from the bridge to the main control panel in the ECR, even when the fins are in operation, by switching the main control panel selector switch to the MCU position. Procedure to Rig Out a Fin using Screen 3 on the Main Control Panel (in this example the Port) Initially the bridge panel key switch is ON, the port fin is IN and the port hydraulic oil power unit is OFF. The system is stabilising with the starboard fin only. a) Press the NEXT pushbutton on the main screen. The display will change to screen 2.
b) Press the NEXT pushbutton on the screen 2. The display will change to screen 3. c) Press the LOCAL CTRL pushbutton under the heading PORT FIN. The confirmation box appears and the operator must press ENTER to confirm selection.
d) Press ENTER. The HYD START and RIG OUT pushbuttons will be illuminated. e) Press RIG IN. The confirmation box appears and the operator must press ENTER to confirm selection.
b) Press the NEXT button on the screen 2. The display will change to screen 3.
IMO No: 9315197
Maersk Seletar
Illustration 2.11.3c Stabiliser Control
GYROFIN STABILISER
LOCAL CONTROL UNIT
EMERGENCY STOP
POWER LCU FAULT RIG LOCK OPEN RIG LOCK CLOSE LOCAL ANGLE EXT STROKE
% LIFT
100 50
PORT FIN
ANGLE
30 15 0 15 30
ROLL DISTURBANCE
100 0 100
% LIFT
100 50
STBD FIN
ANGLE
30 15 0 15 30
FIN IN
FIN OUT
PUMP ON
PUMP OFF
E. TILT UP
TILT KeyE. DOWN
LAMP TEST
LIFT ORDER
100 0 100
0 50 100
POWER
RS-232
LOCAL CONTROL NORMAL TEST AUTO
FIN CONTROL LOCAL
FEEDBACK LIFT ANGLE
DETAIL
50 100
DC POWER OUTPUT
+ 15v
0V
- 15v
TEST +
INPUT -
ANALOG. MON.1 + -
ANALOG. MON.2 + -
PORT FIN STATUS FIN IN PUMP ON
GAIN AUTO
+/- 15V MAX
10
SPEED
MAN
STBD FIN STATUS FIN IN
AUTO
22
MAN
PUMP ON
STABILISE
STANDBY
SEQUENCE START STOP HEEL COMP NEXT
Main Control Screen (Bridge and Main Control Unit Panels)
To Be Verified
Local Control Unit
IMO No: 9315197
Maersk Seletar
f) Press ENTER. The RIG OUT pushbutton will be greyed out. The RIG IN pushbutton will flash as the fin moves in and will be illuminated when the fin is IN. The following indicators on the local control panel should be illuminated: POWER RIG LOCK OPEN FIN OUT PUMP ON a) Ensure that the local control switch is in the NORMAL position.

Stabiliser Emergency Operation
In the event of a failure in the main hydraulic circuit or the electronic circuitry, the fins may be rigged in using the emergency controls in the local control panel. Procedure to Rig In a Fin using the Emergency Circuit Initially the fin is OUT and the main power is OFF. The fin has fallen to the tail down position and emergency power is available at the motor starter, as indicated by a white light on the emergency side of the starter panel. a) Open the front panel access door on the local control panel.
g) Press HYD STOP. The confirmation box appears and the operator must press ENTER to confirm selection. h) Press ENTER. The HYD STOP light will brighten when the HPU pump motor stops. i) Press MAIN. The display will return to the main screen.
Procedure For Starting and Rigging Out a Fin from a Local Panel This procedure is normally only used for maintenance. Initially the control system is powered up by the bridge control panel key switch. The fin is IN and the hydraulic oil pumps are OFF. Electric power is supplied to the motor starter of the fin to be rigged out. The following indicators on the local control panel should be illuminated: POWER RIG LOCK CLOSE FIN IN PUMP OFF a) Ensure that the local control switch is in the NORMAL position and that the Fin Control switch is in the LOCAL position.
b) Set the FIN CONTROL switch to the LOCAL position. The following occurs: The FIN ANGLE indicator will move to 0. The LOCAL indicator on the local control panel will be illuminated. The LOCAL CTRL indicator will appear on the displays of the bridge control panel and the main control panel. c) Press the FIN IN pushbutton. The following occurs: The fin will begin to rig in The FIN OUT indicator will flash as the fin moves inwards When the fin is fully IN the rig lock closes The RIG LOCK CLOSE indicator will be illuminated The FIN OUT indicator will be extinguished The FIN IN indicator will be illuminated d) Press the PUMP OFF pushbutton. The following occurs: The pump will turn off The fin will settle, with the trailing edge down in the fin box
b) Set the FIN CONTROL switch to LOCAL. c) Press the PUMP ON pushbutton. The following occurs: The emergency pump motor will start The PUMP ON indicator on the local control panel will be illuminated d) Press the FIN IN pushbutton. The following occurs: The fin will tilt up to 0 The FIN IN indicator flashes as the fin moves from OUT to IN The FIN IN indicator is illuminated when the fin is IN and the rig lock is closed The RIG LOCK CLOSE indicator will be illuminated The fin is now safely rigged in.
b) Press the PUMP ON pushbutton and hold for 1 second. The PUMP ON indicator lamp will be illuminated when the hydraulic power unit starts. c) Press the FIN OUT pushbutton. The RIG LOCK CLOSED indicator will be extinguished and the RIG LOCK OPEN indicator will be illuminated. The fin will begin to move out and when it is fully extended the FIN OUT indicator will be illuminated.
Procedure For Starting and Rigging In a Fin from a Local Panel This procedure is normally only used for maintenance. However, if there is a malfunction in the automatic control circuits, it is possible to stow the fin using the local control panel. Initially the control system is powered up by the bridge control panel key switch, the fin is OUT and under AUTO control. The hydraulic oil pumps are ON and electric power is supplied to the motor starter of the fin to be rigged out. Issue: Draft 1 - July 2007 IMO No: 9315197 Section 2.11.3 - Page 6 of 6
2.12 Diesel Generators

2.12.1 Main Diesel Generators 2.12.2 Emergency Diesel Generator
Maersk Seletar
Illustration 2.12.1a Generator Local Control Panel
Port Generator Engine Room
1 10 19 2 11 20 3 12 21 4 13 22 5 14 23 6 15 24 7 16 25 8 17 26 9 18 27
Starboard Generator Engine Room
No. 1 D/G CONTROL PANEL
1 2 28 29 30 3 4
TRIP RESET LAMP & HORN TEST
5
ACKNOWLEDGE
6 7 8 9 10
31
32
33
34
35
36
37
34
35
36
37
11 12 13 14 15 16
38
39
38
39
17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
No.1 PRE LUB OIL PUMP STARTER
40 42 43 44 45 41
40 42 43 44 45 41
ALARM HORN
34 35 36 37 46 38 39 40 41 42 43 44 45 46
KUMOH MACH & ELEC CO LTD
No. 1 Diesel Generator Control Panel
Control Source On On Engine Control Local Control Remote Controll Ready To Start Running Stopping Overspeed Trip LO Low Pressure Trip Cooling Water High Temperature Trip Speed Sensor Fail Trip Oil Mist High Density Trip Emergency Stop From Fire Control Station Manual Emergency Stop Start Failure Fuel Oil Leakage Tank High Level Trip Circuit Fail Prelube Oil Pump Starter Fail Prelube Oil Inlet Low Level LO Sump Tank Low Level LO Sump Tank High Level LO Filter Diff Pressure High Tachometer Failure Starting Air Inlet Low Pressure Fuel Oil Filter Differential Pressure High Earth Failure Spare AC Source Fail DC Source and Converter Fail DC Source Bypass Lamp and Horn Test Acknowledge Trip Reset Emergency Stop Start Stop Selector Switch On Eng-Local-Remote Tachometer MCCB Name Plate Prelube Oil Pump MCCB (Prelube Oil Pump) Source Start/Running Stop Selector Switch Manual-Auto Alarm Horn
28 29 30
TRIP RESET
LAMP & HORN TEST
ACKNOWLEDGE
31
32
33
34
35
36
37
34
35
36
37
38
39
38
39
40 42 43 44 45 41
40 42 43 44 45 41
ALARM HORN
46
KUMOH MACH & ELEC CO LTD
IMO No: 9315197
Maersk Seletar
2.12 DIESEL Generators
2.12.1 main Diesel Generators
Generator Engine Manufacturer: No. of sets: Type: No. of cylinders: Bore: Stroke: Speed: Capacity: Specific fuel consumption: Turbocharger Manufacturer: Type: Governor Maker: Type: Oil Mist Detector Manufacturer: Model: Type: Alternator Manufacturer: Type: Output capacity: Hyundai Electrical Engineering Co. Ltd. HFJ5 716-14E - 10 pole, self-exciting brushless 2,900kVA at 0.7pf; 450V, 3,720A, 60Hz, 3 phase Kidde Fire Protction Services Ltd. Graviner Mark 6 Optical Turbocharger System The engine is fitted with an exhaust gas driven turbocharger. The turbocharger draws air from the engine room through a suction filter and passes it through a charge air cooler, before supplying the individual cylinders. Cooling Water System All cooling water requirements for the generators are provided by water from the central cooling fresh water system. There are high and low temperature fresh water cooling circuits in the engine. An engine driven pump circulates the jacket spaces, cylinder heads and the turbocharger; this is the high temperature circuit. The engines are kept warm when on standby by circulating the jacket water through an electric preheater; there is one preheater unit for each pair of generator engines. The preheater unit has two circulating pumps, one of which operates whenever there is an associated engine selected for automatic standby. Circulating water lines from the preheater unit to the diesel generator engines are trace heated and insulated. The engine driven jacket cooling water pump, discharges through the engine jackets, cylinder heads and turbocharger cooling water spaces and then to a IMO No: 9315197 Woodward Governor (Japan) Ltd. UG-15 Dial Governor ABB Turbo Systems Ltd. TPS 61 D01 Hyundai Heavy Industries Co. Ltd. 4 Hyundai-Himsen 9H25/33 9 250mm 330mm 720 rpm 2,160kW at MCR 184g/kWh at MCR The diesel generators supply all of the ships electrical requirements at sea. Under normal circumstances only one diesel generator is required at sea but two are needed when manoeuvring. The number of reefer containers operating will influence the number of diesel generators required to meet the reefer container electrical load. Compressed Air System Compressed air at 25/30kg/cm2 is supplied to the diesel generator engine from either the two main starting air receivers or the auxiliary air receiver. After the engine isolating valve the pressure is reduced to 12kg/cm2 for use in the engine systems. The compressed air is used both for starting the engine and for the operation of the shutdown/emergency stop systems. The engine is started by means of a TDI (Tech Development Inc.) T100-V TurboTwin pneumatic starting motor, the drive pinion of which engages with the toothed rim on the engine flywheel. The master starting air solenoid valve (relay valve) 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 starting air at 12 kg/cm2 to the starting motor. Start blocking is in force if the turning gear is engaged, the prelubrication oil pressure is low, the engine start blocking selector switch is engaged, a stop signal to the engine is active or if the engine is running. A local Emergency Start valve is located at the engine to allow for emergency operating of the air starting motor if necessary.

thermostatically operated three-way valve. If the temperature of the cooling water leaving the engine is below the normal operating temperature, the thermostatically controlled three-way valve will direct the cooling water back to the pump suction. When the cooling water outlet temperature reaches operating temperature, the thermostatically controlled three-way valve will direct some of the jacket cooling water to the central fresh water cooling system and the pump will take some of its suction from the central fresh water cooling system, thus maintaining a constant temperature. The engine cooling system vents to the cooling fresh water expansion tank. The air cooler and LO cooler are circulated with water by means of the engine driven low temperature circulating pump. This low temperature system also has a temperature controlled three-way valve; the low temperature circuit takes suction from and returns water to the central fresh water cooling system. Fuel System The engine fuel oil supply rail, under normal circumstances, is supplied from the fuel preparation module which supplies the main engine (see section 2.6.2 of this machinery operating manual). The generator engines are designed to operate on HFO at all times and will remain with HFO circulating when in standby mode. The fuel supply line between the fuel preparation module and the inlets to each generator engine is trace heated. Heated HFO is circulated around the fuel system when an engine is on standby in order to maintain it in a ready condition for starting. At each engine fuel inlet there is a quick-closing valve which is used to shut fuel off an engine should circumstances dictate. There are stop pushbuttons for the generator engines located outside of the generator engine rooms and in the ships control centre. In addition there are fuel supply quick-closing valves and these are also actuated from outside the generator engine rooms. The high pressure fuel injection pumps take suction from the fuel supply rail. The injection pumps deliver the fuel oil under high pressure through the injection pipes to the injection valves. Cams on the camshaft operate the injection pumps. Each injection pump is fitted with an air operated stop cylinder which lifts the pump when activated by the shutdown system. The fuel circulation pump of the fuel preparation module delivers more fuel than the engine uses and the excess flows back to the fuel preparation unit via the fuel mixing unit. This arrangement ensures that there is always sufficient fuel supplied to the engine no matter what the load and that the fuel rail is always pressurised thus preventing gassing of the fuel injection pumps. The return line from each engine is fitted with a pressure regulating valve. Lubricating Oil System All running gear of each engine is force lubricated by an engine driven gear type pump. The pistons are also supplied with oil as a cooling medium. An electrically driven prelubrication pump is fitted to each engine in order to supply oil to the bearings and other running gear before the engine starts; Section 2.12.1 - Page 2 of 4
Introduction
There are four diesel generators, located on the engine room 3rd deck; No.1 and No.2 generators are located on the port side aft and No.3 and No.4 generators are located on the starboard side forward. The diesel engines operate on the four-stroke cycle in the medium speed range, and they supply electrical power for the ship. Each diesel generator set can develop 2,160kW. The engines are of the unidirectional trunk piston type, have nine in-line cylinders, are turbocharged, and are normally powered by the same HFO which is supplied to the main engine. Issue: Draft 1 - July 2007
Maersk Seletar
when a diesel generator is selected for standby duty the prelubrication pump operates continuously. This prelubrication oil supply reduces wear on the engine by ensuring that all bearing parts are adequately lubricated when the engine is started. The prelubrication pump runs continuously when the engine is on standby and cuts out when the engine has started and the engine driven LO pump is delivering the correct LO pressure. The engine driven lubricating oil pump and the electrically driven prelubrication pump both take suction from the engine sump; the engine driven LO pump discharges through a cooler and duplex filter to the engine lubricating oil supply rail. A pressure regulating valve on the engine driven pump discharge, relieves any excess pressure back to the sump, thus controlling the system supply pressure. The temperature is controlled by a three-way temperature control valve, which regulates how much of the oil passes through the cooler. The turbocharger bearings are supplied with lubricating oil from the main circuit. i) Turn the engine at least one complete revolution using the turning gear with the cylinder indicator cocks open. Remove the turning gear. Close the cylinder indicator cocks. f)

Synchronise and connect the generator to the switchboard. See Main Switchboard and Generator Operation section 2.13.2 of this manual.
j)
k) Vent the jacket cooling water space. If any part of the engine has been drained for overhaul or maintenance, check the level in the fresh water cooling expansion tank and refill with fresh water if necessary. l) Open the vent on the cooling water outlet line on the generator air cooler, and close it again when any air has been expelled.
g) Ensure that the engine temperatures and pressures remain within normal limits as the load is applied to the engine and the engine heats up. h) Check the exhaust gas temperatures for deviation from normal. i) j) Check the exhaust gas for smoke. Check the charge air pressure and that the temperature is being regulated.
If maintenance work has been carried out on the engine, start the engine locally as described below, prior to switching the engine to automatic operation. m) Check that all fuel pump indices are at index 0, when the regulating shaft is in the stop position. n) Check that all fuel pump control linkages are free to move full distance and return to their original stop positions when released. o) Change the engine to remote (automatic) operation by pressing the REMOTE pushbutton on the local panel The generator engine is now ready for operation and may be selected as a standby engine (see section 2.13 of this machinery operating manual).
Procedure to Manually Stop a Diesel Generator Engine

a) Before stopping, run the engine off load for a few minutes allowing the engine to cool down and the turbocharger speed to reduce.
Procedure to Prepare a Diesel Generator for Starting

a) Set the engine to local control by pressing the LOCAL pushbutton at the engine mounted local control panel. The generator engine local panels are situated forward of the generator engines.
b) Set up the fuel oil service system as described in section 2.6.2. c) Set up the auxiliary fresh water cooling system as in section 2.5.2. The jacket water preheater unit should be selected for AUTO and one of the heaters (or both heaters) selected. The preheater pump should be selected for MAIN so that the pump runs and maintains the generator engine in a warm condition.
b) Press the STOP pushbutton at the engine side control panel (the engine control must be set to LOCAL). Under normal circumstances the diesel generators will be started and stopped by the power management system as explained in section 2.13 of this machinery operating manual. To enable the PMS to control starting and stopping of an engine it must be selected for remote operation by pressing the REMOTE pushbutton. The engine may be stopped manually by means of the stop solenoid built into the speed governor or the solenoid valve controlling air supply to the fuel injection pump pneumatic cylinders. In the latter case shutting off air to the fuel injection pump pneumatic cylinders causes the fuel pumps to move to the no fuel position; this fuel pump stop system is independent of the governor control. Operation of one or both of the above solenoids for 60 seconds will cause the engine to stop.
d) Check the level of oil in the sump and top up as necessary with the correct grade of oil (see section 2.8.4). e) Switch the generator engine prelubricating oil pump to automatic (AUTO) operation and check that the lubricating oil pressure builds up. The engine should be prelubricated at least 2 minutes prior to start. The preheater control panel is situated forward of the generator engines. Check that there is no low LO pressure warning at the local panel on the engine and that the READY TO START indicator is illuminated.
Procedure to Start a Diesel Generator Engine Locally

a) Ensure that the engine is ready for starting by completing the procedure above.
b) At the engine side control panel press the LOCAL pushbutton and manually start the engine by pressing the START pushbutton. Allow the engine to run up to normal speed. 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.
Emergency Stops
The engine is automatically shut down in the event of: Low lubricating oil pressure Cooling water temperature high Overspeed Oil mist density high Main bearing temperature high
f)
g) Check the governor oil level. h) Check the air pressure in the starting air receiver.
d) Check that the LO pressures and temperatures are normal. e) Check that the FO pressure and temperature are normal.
IMO No: 9315197
Maersk Seletar
Speed sensor failure of both the control and safety pick-ups Operation of the manual emergency stop pushbutton The engine is fitted with a number of sensors for various systems such as lubricating oil pressure and temperature, cooling water pressure and temperature, charge air temperature, etc.
Engine Control
The diesel generator starting and stopping is normally controlled by the Power Management System. Normally, when the engine is selected for REMOTE operation it is denoted as a standby engine with an order of priority utilising the PMS mimic in the DataChief C20 on the monitor in the engine control room console. It is possible to start and stop the generator engines from the control panels located forward of the engines. In order to allow for this the engine must be selected for LOCAL by means of the cam selector switch on the local control panel. The engine is started by pressing the START pushbutton at the engine panel; the engine is stopped by pressing the STOP pushbutton at the engine panel. Speed is regulated by the Woodward UG-15 governor. The governor speed setting is controlled by servomotor and is normally adjusted automatically by the synchronising system or manually from the synchronising panel of the main switchboard. In an emergency adjustment may also be carried out on the governor itself.
IMO No: 9315197
Maersk Seletar
Illustration 2.12.2a Emergency Generator Control Panel
EMERGENCY GENERATOR SET AUTO START PANEL
Key for Emergency Generator Control Panel

Tacho Fail C.F.W Low Press. Alarm PLC Error
Source
Auto Start St - By
Running
Start Fail
C.F.W L.O. Over Speed High Temp. Low Press Trip Trip Trip
C.F.W L.O. High Temp. Low Press Alarm Alarm
L.O. Battery High Temp. & Charger Alarm Fail Alarm
1 2 3 4
10
11
12
13
14
5 6 7 8 9
DC VOLT
WATER TEMP
TACHO-HOUR
15
10 11 16 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28
15
10
20
LUB OIL PRESS

5 25
LUB OIL TEMP
1 4 5 1 3 0
30
17
18
19
START
STOP
RESET
LAMP TEST
FLICKER STOP
EMERGENCY STOP
Source Auto Start Standby Running Start Fail Overspeed Trip Cooling Water High Temperature Trip LO Low Pressure Trip Cooling Water High Temperature Alarm LO Low Pressure Alarm LO High Temperature Alarm Battery and Charger Fail Alarm Tachometer Fail Cooling Water Low Pressure Alarm PLC Error DC Volt Meter Water Temperature Gauge LO Pressure Gauge Tacho/Hours Run Gauge LO Temperature Gauge Start Pushbutton Stop Pushbutton Reset Pushbutton Lamp Test Pushbutton Flicker Stop Emergency Stop Power (On- Off) Changeover Switch Mode (Manual - Auto) Changeover Switch Speed Adjuster (Raise - Lower) Toggle Switch
20
POWER OFF ON
OFF ON
21
22
MODE AUTO MANUAL
MANUAL AUTO
23
24
25
26
STX Engine Co. Ltd.
27
28
IMO No: 9315197
Maersk Seletar
2.12.2 Emergency Diesel generator
Engine Manufacturer: No of sets: Type: Speed: Power: Alternator Manufacturer: Type: Output: Leroy Somer LSA 46.2 VL12 - 4 pole - self exiting - brushless 250 kW, 312.5kVA, 450V, 60Hz, 3 phase AC STX Engine Co. Ltd. 1 Cummins - NT855-DMGE 4-stroke, turbocharged 6 cylinder diesel engine; 140mm bore by 152mm stroke 1,800 rpm 435 BHP (325kW) being supplied by two 12V 200AH batteries arranged in series, these are on constant charge when power is available at the emergency switchboard. An emergency hydraulic starter is also fitted, the energy to start the engine being stored in the hydraulic accumulator, this is charged by a hand pump. When the trip lever is activated a pinion gear engages on the flywheel and rotates the engine with sufficient speed to start cylinder ignition. This system is utilised when starting the engine from the dead ship condition. The engine can be manually started locally using either the electric or hydraulic starter, but when switched to automatic operation, only the electric starter motor is utilised. The engine should be started weekly and operated on load at least once a month. Whenever the engine has been started, the diesel oil tank must be checked and refilled if the level has dropped to or below the 24 hour operation level. The cooling water level in the radiator and oil level in the sump should be checked each week. The engine local control panel is equipped with the following indicator gauges: Tachometer/Hour counter DC charging voltage Cooling water temperature Lubricating oil pressure Lubricating oil temperature The emergency diesel alternator is a self-contained water cooled diesel generator set located in a dedicated space situated on the port aft side of the accommodation block on the upper deck. Access to this space is through a door opening directly onto the weather deck. The emergency generator set starts automatically on power failure of the main diesel generators and supplies the emergency switchboard providing electrical power to essential services. The emergency generator set may also be used to bring the vessel into operation from a dead ship condition. It enables power to be supplied to essential services selectively, without the need for external services such as starting air, fuel oil supply and cooling water. The engine is an in-line 6 cylinder, turbocharged engine with a self-contained cooling water system. The cooling water is circulated through the air cooled radiator by an engine driven pump. A thermostat maintains a water outlet temperature of 82C to 93C. Air is drawn across the radiator by an engine driven fan. An electric heater is fitted to keep the cooling water at 40C to 50C when the engine is on automatic standby. The engine running gear is force lubricated: pressure being supplied by an engine driven gear pump drawing oil from the integral sump and pumping it through a filter before being supplied to the lubricating oil rail. The engine is normally started by means of an electric starter motor, power to the motor Issue: Draft 1 - July 2007 Auto Start Standby indicator lamp Running indicator lamp Start Fail indicator lamp In addition to the gauges there are alarms for: Start failure Overspeed trip Cooling water high temperature alarm Cooling water high temperature trip Lubricating oil low pressure alarm Lubricating oil low pressure trip Lubricating oil high temperature alarm Battery and charger failure alarm Tachometer failure alarm Cooling water low pressure alarm PLC error

Procedure to Prepare the Emergency Diesel Engine for Automatic Starting
a) Ensure that the Power source switch S1 is turned to the ON position.
b) Ensure that the engine mode switch is turned to MANUAL; it should normally always be in the AUTO position unless testing. c) Check the level of oil in the engine sump and top up as necessary with the correct grade of oil.
d) Check the level of water in the radiator and top up as necessary with clean distilled water. e) f) Check the level of diesel oil in the emergency generator diesel oil service tank and top up as required. Switch the cooling water heater on. This is normally on when the engine is stopped.
Dead Ship Start Equipment Manufacturer: Type: Pressure: Hydrotor Hydraulic stored pressure 172kg/cm2
g) Open the fuel oil supply to the diesel engine. This is normally open when the engine is stopped. h) Press the LAMP TEST pushbutton to check the control panel indicator lamps. i) Turn the mode switch to AUTO operation and then set the E/G SEQ TEST switch on the emergency switchboard to the NORMAL position.
Introduction
The emergency diesel generator is now ready for starting and it will start automatically and supply power in the event of loss of power from the main electrical supply.
Procedure for Manual Start of the Emergency Diesel Engine (using the Electric Starter)
a) Ensure that the power source switch is turned to the ON position.
b) Ensure that the engine mode switch is turned to the MANUAL position. c) Check the level of oil in the engine sump and top up as necessary with the correct grade of oil. Check the level of water in the radiator and top up as necessary with clean distilled water.
IMO No: 9315197
Maersk Seletar
Check the level of diesel oil in the emergency generator diesel oil service tank and top up as required. d) Press the LAMP TEST pushbutton to check the control panel indicator lamps. e) f) Press the START pushbutton on the control panel. Check that the engine is firing smoothly. j) g) Check the engine oil pressure, cooling water pressure and rpm. Investigate any abnormalities. h) Check that the cooling water heater switches off as the engine heats up and that the thermostat operates to allow cooling water to flow to the radiator as the engine heats further. i) j) If required, load the engine, otherwise allow it to run idle or stop it by pressing the STOP pushbutton. When the engine has stopped and cooled, check that the water heater switches on, turn the mode switch to the AUTO position, and restore the engine to automatic standby. Check that the cooling water heater switches off as the engine heats up and that the thermostat operates to allow cooling water to flow to the radiator as the engine heats further. j) g) Check the voltage and frequency on the emergency switchboard. h) Turn the E/G Seq Test key switch back to the NORMAL position. i) Check the engine oil pressure, cooling water pressure and rpm. Investigate any abnormalities.

h) Push in the control valve in order to start the engine. Fluid is released in two stages, the first stage engages the starter pinion and when this is engaged the main fluid flow drives the starter to turn the engine. i) When the engine starts release the control valve and allow the engine to run up to speed. Check the engine for any running abnormalities as for an electric start. After the run period, press the STOP pushbutton on the engine local control panel, the engine will stop. Ready the engine for normal running as in the electric start procedure above.
k) Stop the emergency generator by pressing the STOP pushbutton on the engine panel. l) When the engine has stopped and cooled, check that the heater switches on, turn the mode switch to the AUTO position, and restore the engine to automatic standby.
Procedure for Stopping the Engine after Running on Load

a) Shed load from the alternator and trip circuit breaker.
Procedure to Manual Start the Emergency Diesel Engine using the Hydraulic Starter
a) Check the level of oil in the engine sump and top up as necessary with the correct grade of oil.
b) Allow the engine to idle for 5 to 10 minutes before shutting down to allow the cooling water and lubricating oil to carry away heat from the combustion chambers, bearings, shafts etc. It is particularly important for the turbocharger where a sudden stop can lead to a 40C rise, which could damage the bearings and seals. c) When the engine has cooled down sufficiently. Press the STOP pushbutton on the control panel.
Procedure for Automatic Test Starting of the Emergency Diesel Engine (using the Electric Starter)
a) Ensure that the power source switch is turned to the ON position.
b) Check the level of water in the radiator and top up as necessary with clean distilled water. Check the level of diesel fuel oil in the emergency generator diesel oil service tank and top up as required. c) Turn the engine mode switch to the MANUAL position.
d) After the engine has stopped, turn the mode switch to AUTO and ensure that the water heater has switched on.
b) Ensure that the engine mode switch is turned to the MANUAL position. c) Check the level of oil in the engine sump and top up as necessary with the correct grade of oil. Check the level of water in the radiator and top up as necessary with clean distilled water. Check the level of diesel oil in the emergency generator diesel oil service tank and top up as required.
Procedure for Restoring Main Switchboard Power After Blackout

a) Turn the emergency generator ACB Control changeover switch to the OPEN position. The breaker P-EG-1 will open.
d) Turn the power switch to the ON position. This is normally ON when the engine is stopped and supplies the cooling water heater. e) f) Open the fuel oil supply to the diesel engine. This is normally open when the engine is stopped. Check that the hydraulic starter tank is filled to the correct level and replenish if necessary. Operate the hand pump to raise the accumulator pressure to 172kg/cm2.
b) Turn the emergency generator Bus Tie Control switch to the CLOSE position. The breaker P-SY-3 will close. c) After a cooling down period of 5 to 10 minutes at idle stop the emergency generator engine.
d) Press the LAMP TEST pushbutton to check the control panel indicator lamps. e) At the emergency generator panel on the emergency switchboard turn the E/G Seq Test key switch to the TEST position. The emergency generator will start. Check that the engine is firing smoothly and runs up to speed.
f)
g) Pull out the locking bolt on the control valve and open the shut down valve knob on the engine fuel pump; this is essential in the event of mains electrical power failure.
d) Check that there are no alarms on the emergency generator and that the mode control switch is in the AUTO position. Check that the E/G Standby indicator lamp on the emergency switchboard is illuminated.
IMO No: 9315197
2.13 Electrical Systems

2.13.1 Electrical Equipment 2.13.2 Main Switchboard and Generator Operation 2.13.3 Emergency Switchboard and Generator Operation 2.13.4 Electrical Distribution 2.13.5 Shore Power 2.13.6 Main Alternators 2.13.7 Emergency Alternator 2.13.8 Preferential Tripping and Sequential Restarting 2.13.9 Uninterruptible Power Supply (UPS) and Battery Systems 2.13.10 Cathodic Protection System 2.13.11 Marine Growth Prevention System (MGPS)
Maersk Seletar
Illustration 2.13.1a Main Electrical Network
No.1 150kVA 440/230V Transformer
Main Switchboard
No.1 Group Starter Panel No.1 440V Feeder Panel
Panel A1
No.1 440V Feeder Panel

Panel A2

Panel A3

Panel A4
No.1 Generator Panel

Panel B

Panel C
Bow Thruster Panel

Panel D
Bus Tie Panel

Panel E
Synchronising Panel
Panel F

Panel G

Panel H

Panel J1
No.2 440V No.2 440V Feeder Panel Feeder Panel

Panel J2 Panel J3

Panel J4
No.2 Group Starter Panel DS
E/R 220V Feeder Panel Mechanical Interlocking DS
ST
ST
Disconnecting Switch
ST
ST
440V Group Starter Consumers
440V Consumers
440V Consumers
440V Consumers
440V Consumers
G No.1 Diesel Generator 2,030kW 3,720.7A
G No.2 Diesel Generator 2,030kW 3,720.7A BT
Bow Thruster Transformer 440/3,300V 3,400kVA
G Shore Connection Box No.3 Diesel Generator 2,030kW 3,720.7A
440V Consumers
440V Consumers
440V Consumers
440V Consumers
220V Consumers
Bow Thruster Main / Emergency Switchboard Bus Tie Line
No.1 60kVA 440/230V EmergencyTransformer
Key Transformer Air Circuit Breaker (ACB) Moulded Case Circuit Breaker (MCCB) Disconnecting Switch 440V AC
No.2 60kVA 440/230V Emergency Transformer
Emergency Switchboard
Emergency Generator Panel
Panel A
440V Feeder Panel

Panel B
Group Starter Panel

Panel C
220V Feeder Panel

Panel D
DS
Mechanical Interlocking
DS
ST 220V AC
ATR
ST
ST
Starter Auto Transformer Bolted Bus Link 440V Consumers Emergency No.4 E/R Generator Ventilation Fan Room Fan (Reversible) 220V Consumers
ATR
G
Emergency Generator 250kW 401A
IMO No: 9315197
Maersk Seletar
2.13 Electrical systems
2.13.1 Electrical Equipment
There is another smaller emergency generator located in a separate compartment, the emergency generator room, located on the port side of the upper deck. This generator is entirely self-supporting with its own dedicated fuel, cooling and starting equipment. The emergency generator has sufficient capacity to supply the auxiliaries required to start a main diesel generator in the event of total power failure. All four main generators can operate in parallel, but not with the emergency generator. Main Power Distribution System 4 450V, 3 phase, 60Hz, 2,030kW, 3,720.7A From illustration 2.13.1a it can be seen that the 440V main switchboard consists of the following panels: The No.1 group starter panel (GSP) The No.1 440V feeder panel (panels A1, A2, A3 and A4)) The No.1 generator panel (panel B) The No.2 generator panel (panel C) The diesel generators are situated in the engine room on the 3rd deck level. The generators supply 440V at 60Hz to the main switchboard which is situated in the engine control room on the 2nd deck level of the engine room. The number of generators connected to the switchboard at one time depends on the electrical consumer load of the ship at that time. The generators can be manually run up and connected to the main switchboard as required but, in normal operation, the automatic control system automatically controls the operation of the generators and major operational aspects of the main switchboard. The recommended number of generators for the vessels various conditions is as follows: Normal sea going with reefer containers - 3 Normal sea going without reefer containers - 1 Manoeuvring with thruster and with reefer containers- 4 Manoeuvring without thruster and with reefer containers- 3 Manoeuvring with thruster and without reefer containers- 3 Manoeuvring without thruster and without reefer containers- 2 Loading/unloading operations and with reefer containers- 3 Loading/unloading operations and without reefer containers- 1 In port and with reefer containers- 3 In port and without reefer containers- 1 Emergency conditions - 1 (emergency generator) The bow thruster panel (panel D) The bus tie panel (panel E) The synchronising panel (panel F) The No.3 generator panel (panel G) The No.4 generator panel (panel H) The No.2 440V feeder panel (panels J1, J2, J3 and J4) The No.2 group starter panel (GSP) The engine room 220V feeder panel The main switchboard normally feeds the emergency switchboard, located in the emergency generator room via the main/emergency board interconnector. The switchboards are of dead front box frame construction and have hinged front panels that can be opened without disturbing the meters, lamps, etc., mounted on them. The main switchboard feeds the No.1 and No.2 440V group starter panels (GSP), located either side of the main switchboard. Please refer to illustration 2.13.4d for details of the panel distributions. Seventeen local group starter panels (LGSP-1 to LGSP-17) are located in convenient positions to supply various pumps, motors and fans. Please refer to illustrations 2.13.4e and 2.13.4f for details of the panel distributions. The vessel is equipped with three 440V power distribution panels, P-1, P-3 and P-4. Panel P-1 is located in the engineering workshop on the engine room 2nd deck and supplies mainly workshop equipment. Panel P-3 is located in the bosuns store and supplies various equipment in the forward section of IMO No: 9315197

the ship. Panel P-4 is also located in the bosuns store and supplies various deck equipment. The distribution of P-1, P-3 and P-4 is shown in illustration 2.13.4f. The galley and laundry 440V consumers are fed from the 440V distribution panel G-1 which is located in the galley on A deck. The panel is supplied from the main switchboard No.2 440V feeder panel (circuit P-2M-27) The galley and laundry 220V consumers are fed from the 220V distribution panel G-2 which is also located in the galley. The panel is supplied from the main switchboard No.1 440V feeder panel (circuit P-1M-25) via a 440/230V, 40kVA transformer. The main 220V consumers are fed from the main switchboard 220V feeder panel and the accommodation 220V section board. The 220V feeder panel is fed from the main switchboard No.1 or No.2 440V feeder panels via one of two 150kVA transformers. A mechanical interlocking system prevents both transformers from supplying the 220V feeder panel simultaneously. The accommodation 220V section board is fed from the main switchboard engine room 220V feeder panel, circuit P-1L-13. A further 220V distribution board, A1, located in the engine room on the 2nd deck supplies various machinery space 220V equipment. The board is fed with dual 220V supplies from the main switchboard 220V feeder panel, circuits P-1L-5 and P-1L-6. In the event of failure of one supply, the second supply will be automatically connected to supply the board. The engine room, machinery space, deck and accommodation 220V lighting and other auxiliary consumers are fed from lighting distribution panels L-1 to L-10. Panels L-1 to L-4 (engine room lighting panels) are fed from the main switchboard 220V feeder panel and panels L-5 to L-9 are fed from the accommodation 220V section board. Panel L-10 is fed from 440V power panel P-3 via a 440/230V, 25kVA transformer. Panels P-3 and L-10 and the transformer are all located in the bosuns store. Shore power can be provided to supply basic consumers (lighting, etc.) when the ship is alongside for an extended period or when in refit/dry dock. A shore connection panel, located in the emergency generator room adjacent to the emergency switchboard receives power cables from ashore and connects to the main switchboard via the main/emergency board interconnector. Please refer to section 2.13.5 for details of connecting and disconnecting shore power. Main Switchboard Monitoring The main switchboard generator panels are equipped with an ammeter and voltmeter to measure the output of the generator. A power factor meter, watthour meter and running hour meter are also provided on each generator panel. The air circuit breaker (ACB), reverse power relay and overcurrent relay are provided for generator protection. The main switchboard synchronising panel is equipped with dual frequency meters and voltmeters for comparing the output of the generator to the main bus bar. Generator wattmeters are also fitted to monitor the load on Section 2.13.1 - Page 2 of 5
Introduction
The electrical power generating plant on board the vessel consists of the following items of equipment: Diesel Generators No. of sets: Rating:
Emergency Diesel Generator No. of sets: Rating: 1 450V, 3 phase, 60Hz, 250kW, 401A
Maersk Seletar
Illustration 2.13.1a Main Electrical Network
Main Switchboard
No.1 Group Starter Panel No.1 440V Feeder Panel
Panel A1

Panel A2

Panel A3

Panel A4

Panel B

Panel C
Bow Thruster Panel

Panel D
Bus Tie Panel

Panel E
Synchronising Panel
Panel F

Panel G

Panel H

Panel J1
No.2 440V No.2 440V Feeder Panel Feeder Panel

Panel J2 Panel J3

Panel J4
No.2 Group Starter Panel DS
E/R 220V Feeder Panel Mechanical Interlocking DS
ST
ST
ST
ST
440V Consumers
440V Consumers
440V Consumers
440V Consumers
440V Consumers
440V Consumers
440V Consumers
440V Consumers
220V Consumers
Bow Thruster Main / Emergency Switchboard Bus Tie Line
Key Transformer Air Circuit Breaker (ACB) Moulded Case Circuit Breaker (MCCB) Disconnecting Switch 440V AC
Panel A
440V Feeder Panel

Panel B
Group Starter Panel

Panel C
220V Feeder Panel

Panel D
DS
DS
ST 220V AC
ATR
ST
ST
Starter Auto Transformer Bolted Bus Link 440V Consumers Emergency No.4 E/R Generator Ventilation Fan Room Fan (Reversible) 220V Consumers
ATR
G
IMO No: 9315197
Maersk Seletar
the generators. A synchroscope and synchronising lamps are provided for paralleling operations. Generator status and general bus status (insulation alarms, etc.) are displayed on indication panels mounted on the synchronising panel and each generator panel. General The group starter, power and lighting distribution panels are provided in suitable positions to supply the normal power supplies to heating, ventilation, lighting, machinery, communication and navigation equipment throughout the ship. Each of the following supply systems is provided with monitoring equipment for continuously monitoring the insulation level to earth, giving an audible and visual indication of an abnormally low insulation level: Main switchboard 440V network Main switchboard 220V network Emergency switchboard 440V network Emergency switchboard 220V network Lighting distribution board L-10 (220V AC) The accommodation 24V DC battery charging board system The engine room 24V DC battery charging board system Emergency Power Distribution System The emergency switchboard consists of: The emergency generator panel (panel A) The 440V feeder panel (panel B) The emergency group starter panel (panel C) The 220V feeder panel (panel D) The emergency generator will start automatically in the event of a blackout and supply the emergency switchboard. The emergency switchboard supplies essential navigation and machinery equipment which require the security of a backed-up power supply. It is designed to restore power within 45 seconds. The two steering gear motors are each fed from an independent circuit; No.2 motor is fed from the No.1 440V main switchboard feeder panel, circuit P-1M28 and No.2 motor from the emergency switchboard 440V feeder panel, circuit P-EM-01 (high speed) and P-EM-02 (low speed). The emergency 220V consumers are fed from the emergency switchboard 220V panel. This section is fed from the emergency 440V switchboard feeder panel via one of two 440/230V, 60kVA transformers. A mechanical Issue: Draft 1 - July 2007 IMO No: 9315197 interlocking system prevents both transformers from supplying the 220V feeder panel simultaneously. Emergency 220V lighting is provided via emergency lighting distribution boards E-1, E-2 and E-3. Each of these boards is fed with dual 220V supplies from the emergency switchboard 220V feeder panel, circuits P-EL-1 and PEL-2 (E-1), P-EL-3 and P-EL-4 (E-2) and P-EL-21 and P-EL-22 (E-3). In the event of failure of one supply, the second supply will be automatically connected to supply the relevant board. The emergency switchboard layout is shown in illustration 2.13.3a and the emergency switchboard 440V and 220V distribution is shown in illustrations 2.13.4g and 2.13.4h. An accommodation 24V battery charging and discharge panel supplies the bridge main console, the automatic telephone exchange and other essential equipment and low voltage services. An engine room 24V battery charging and discharge panel is also provided which supplies the main engine control and safety systems and other machinery space essential equipment and low voltage services. For further details of both of these panels, please refer to section 2.13.9. Motors The ships 440V motors are in general of the standard frame, squirrel cage induction type designed for AC 440V three phase 60Hz. The exceptions are the motors for domestic service and small capacity motors of 0.4kW or less, some of these motors may be single phase 230V 60Hz operation. Where continuously rated motors are used, the overload setting ensures the motor trips at 100% of its full load current. The motors in the engine room are of the totally enclosed fan cooled type. Standby motors will start when zero voltage is detected on the in-service motor or when the process pressure is low. 440 Volt Starters The starters are generally fitted in the main and local group starter panels. Important, duplicated equipment starters are split between No.1 and No.2 main switchboard group starter panels. Certain pieces of equipment are started via individual starter panels located in convenient positions. Interlocked door isolators are provided for all starters. On the group starter boards, this switch is the moulded case circuit breaker which functions as both isolator and overcurrent protection for the motor circuit. Sequential Restarting Authors Note: I can find no reference to a sequential restart system. To be confirmed that the vessel is or is not equipped with such a system.

Preferential Tripping Non-essential loads are interrupted automatically, in the case of overcurrent of any one of the main diesel generators, to prevent the more serious tripping of the generators. For further detailed information, please refer to section 2.13.8.
Power Management System (PMS) and Generator Protection

Manufacturer: Model: Kongsberg Maritime AS C20-PMS
The main switchboard and generators can be controlled in one of three ways: Manually, from the main switchboard Semi-automatically, from the operator control stations Automatically, via the PMS This system has various functions to ensure the continuous supply of the ships electrical systems. The PMS automatically controls the diesel generators for efficient operation. Automatic starting, synchronising and load sharing is provided for the ships generator sets. The system automatically equalises the generator frequency with busbar frequency and energises the generators ACB to connect the two circuits at the moment when the phases coincide (synchronising). Automatic load sharing then ensures that each generator is equally loaded. The system also controls the following: The number of running generators in accordance with the ships power demand. Automatic blackout restart and connection of generators. 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 generator is started and synchronised automatically. Frequency; automatic frequency control ensures the supply frequency remains at 60Hz independent of load. Generator protection and tripping for short circuit, reverse power, overcurrent, over/under voltage, over/under frequency. Engine safety unit for engine shutdown in event of overspeed, low LO pressure and high cooling water temperature. The system ensures that the requirements for the ships unmanned machinery space (UMS) operation are met.
Maersk Seletar
Transformers
No.1 and No.2 Main Transformers The 440V at the main switchboard is transformed down to 230V via two 440/230V, 150kVA transformers (No.1 and No.2), to supply the main switchboard 220V feeder section. The two disconnecting switches at the main switchboard 220V feeder section (circuits P-1M-4A and P-2M-4A) are mechanically interlocked to ensure that only one transformer can feed the 220V section at any time. Both transformers are located on the starboard side of the engine room 2nd deck. Manufacturer: Type: Capacity: No. of sets: Primary voltage: Secondary voltage: Frequency: Insulation class: Cooling: Protection level: Hyundai Drip proof 150kVA, 3phase 2 440V 230V 60Hz F Air cooled IP23 Focsle Transformer The 220V forward lighting distribution board L-10 is supplied from the 440V power panel P-3 via a 440/230V, 25kVA transformer. The transformer, lighting distribution board and power distribution board are all located in the bosuns store. Manufacturer: Type: Capacity: No. of sets: Primary voltage: Secondary voltage: Frequency: Insulation class: Cooling: Protection level: Hyundai Drip proof 25kVA, 3phase 1 440V 230V 60Hz F Air cooled IP23

Bow Thruster Auto-Transformer The bow thruster auto-transformer is fed from the main switchboard bow thruster panel (circuit P-SY-1). The auto transformer is located on the starboard side of the engine room 2nd deck. Manufacturer: Type: Capacity: No. of sets: Primary voltage: Secondary voltage: Frequency: Insulation class: Cooling: Protection level: Hyundai Drip proof, floor mounting 3,400kVA, 3phase 1 440V 3,300V 60Hz F Air cooled IP23
Galley and Laundry Transformer The galley and laundry 220V distribution board G-2 is supplied from the main switchboard No.1 440V feeder panel (circuit P-1M-25) via a 440/230V, 40kVA transformer. The transformer and distribution board are located in ?? Manufacturer: Type: Capacity: No. of sets: Primary voltage: Secondary voltage: Frequency: Insulation class: Cooling: Protection level: Hyundai Drip proof 40kVA, 3phase 1 440V 230V 60Hz F Air cooled IP23
No.1 and No.2 Emergency Transformers The 440V at the emergency switchboard is transformed down to 230V via two 440/230V, 60kVA transformers to supply the emergency switchboard 220V feeder section. The two disconnecting switches at the emergency switchboard 220V feeder section (circuits P-1M-9A and P-2M-10A) are mechanically interlocked to ensure that only one transformer can feed the 220V section at any time. Both transformers are located in the emergency generator room. Manufacturer: Type: Capacity: No. of sets: Primary voltage: Secondary voltage: Frequency: Insulation class: Cooling: Protection level: Hyundai Drip proof 60kVA, 3 phase 2 440V 230V 60Hz F Air cooled IP23
IMO No: 9315197
Maersk Seletar
Illustration 2.13.2a Main Switchboard Generator, Synchronising and Bus Tie Panels Layout
No.1 DIESEL GENERATOR PANEL (AC450V 3PH 60HZ 2,900KVA)
SYNCHRO PANEL
BUS TIE PANEL
1
SPACE HEATER ACB OPEN
2
READY FOR START POWER AVAILABLE
3
ACB CLOSED
1 2 3 9
A
Space Heater Indication Ready For Start Indication Spare ACB Open Indication Power Available Indication ACB Closed Indication Voltmeter Power Factor Meter Ammeter 6 7 9
0
1
SLOW
FAST
3
HIGH VOLT. HIGH FREQ PREF TRIP 1ST
1
MSB EMCY STOP, PT SOURCE FAIL
Voltmeter Frequency Meter Alarm & Indication Panel Synchroscope Synchronising Lamp Unit Generator Wattmeter (G1, G2, G3, G4) Generator ACB Overcurrent Trip Indication Generator ACB Non Close Indication Generator ACB Reverse Power Trip Indication 11 6
V A A A
Hz
4
SLOW FAST
LOW VOLT
LOW FREQ
PREF TRIP 2ND
ESB EMCY STOP SOURCE FAIL
2 3 4
SHORE
1
BUS TIE OPEN BUS TIE CLOSED
1 2 3 4
Bus Tie Open Indication Bus Tie Closed Indication Shore Power Voltmeter Shore Power Ammeter Shore Power Watt Hour Meter Voltmeter Selection Switch (VS-1) Ammeter Selection Switch (AS-1) Insulation Resistance Meter Earth Test Lamps
MSB 440V LOW INSUL
ESB 440V LOW INSUL
DC24V LOW INSUL
DC 24V SOURCE FAIL
Synchroscope
MSB 220V LOW INSUL ESB 220V LOW INSUL
L-10 PANEL LOW INSUL
BUS SHORT CIRCUIT
Synchroscope
8
M A
E/G AUTO SYANDBY
E/G RUN
V A
COS
4 5
NO.1 D/G
NO.2 D/G
COMMON
NO.3 D/G
NO.4 D/G
5 6 8 6 7 8 9
10 13
0 0 5 6 8h 0 0 05 6 8 h
11
DIFF TRIP/RESET
PRE EXCITATION
12 14 15
ENG CONTROL
KWH
6 7
kW
kW
6 8 11
LAMP TEST
6 12
ALARM RESET
5
KWH
ACB VOLTMETER CONTROL AMMETER
EARTH LAMP R
EARTH LAMP S
EARTH LAMP T
5 6
kW
kW
ACB OVER CURRENT TRIP ACB REVERSE POWER TRIP
ACB NON CLOSE
7 9 13 14
ACB NON CLOSE ACB ABNORMAL TRIP
7 9
ACB NON CLOSE
7 9
RACB OVER CURRENT TRIP ACB REVERSE POWER TRIP
ACB NON CLOSE
EARTH TEST
10
7 8 9
SPACE HEATER OFF ON
LAMP TEST
16
AMMETER
ACB ABNORMAL TRIP
8 9
10
10 15
CB CONTROL FREQ/VOLTMETER ACB CONTROL
ACB ABNORMAL TRIP
16
SYNCHROSCOPE
10 13 14
ACB ABNORMAL TRIP
10 13 14
VOLTMETER
13 14
CB CONTROL
CB CONTROL
CB CONTROL
17
18
19
10 Running Hour Meter 11 Differential Relay 12 Watt Hour Meter 13 Space Heater On - Off Switch (SHS) 14 Differential Trip and Reset Pushbutton (DE-R) 15 Pre-Excitation Pushbutton (PRE)
GOVERNOR
GOVERNOR
GEN CONTROL
GOVERNOR
GOVERNOR
10 Generator ACB Abnormal Trip Indication

KONGSBERG MOS33
10 Earth Test Pushbutton 11 Kongsberg MOS33 PMS Controller
17
11 Lamp Test Pushbutton (LT) 12 Alarm Reset Pushbutton (AR) 13 Generator Circuit Breaker Control Switch (BCS) 14 Generator Governor Control Switch (GCS)
20
I TA E D
F LO
A RE
ER
TO
CO
IR NF
16 Lamp Test Pushbutton (LT) 17 Voltmeter Selection Switch (VS-1) 18 Engine Control Switch (ECS) 19 Ammeter Selection Switch (AS-1) 20 Generator ACB
18 19
I TA E D
F LO
A RE
S ER
TO
F ON
IR
15 Frequency/Voltmeter Selection Switch (FVS-4) 16 Synchroscope Selection Switch (SYS-4) 17 Generator Control Switch (COS-P) 18 Emergency Switchboard Interconnector ACB (P-SY-3) 19 Shore Connection MCCB (P-SY-2)
No.1/2/3/4 Generator Panels
Synchronising Panel
Bus Tie Panel
IMO No: 9315197
Maersk Seletar
2.13.2 Main Switchboard and Generator Operation
Authors Note: Main Switchboard Operational Flowcharts required. These will probably be in the second Main Switchboard shipyard manual (No. IE-2) which is currently unavailable
IMO No: 9315197
Maersk Seletar
Illustration 2.13.3a Emergency Switchboard Layout
EM'CY GENERATOR PANEL (AC450V 3PH 60HZ 312.5KVA)
440V FEEDER PANEL
GROUP STARTER PANEL

EMCY GEN ROOM FAN
ON
220V FEEDER PANEL
OFF
EARTH LAMP R
EARTH LAMP S
EARTH LAMP T
SOURCE
A A
k A W
V A
H Az
STOP
START
ACB OPEN
E/G POWER AVAIL.
ACB CLOSED EMCY GEN ACB ABNORMAL TRIP
NO.1 STEERING GEAR (LOW SPEED)

BUS TIE OPEN NORMAL SOURCE BUS TIE CLOSED
SECONDARY FIRE PUMP
P-1 PANEL (WORKSHOP 440V D/B)
ELECTRIC HEATER
ELECTRIC WHISTLE RELAY BOX
NO.1 EMCY TRANSFORMER (440/230V 3PH 60KVA)
A A
NO.4 E/R VANT FAN(REV)
M A
V A
E/G STANDBY
SPACE HEATER
M A
100A
100A
100A
15A
30A
175A
ON
ACB AMMETER CONTROL
EARTH TEST
FLUORESCENT LAMP
ACB VOLTMETER CONTROL
OFF
ON
ON I
ON I
ON I
ON I
ON I
ON I
EARTH LAMP R
EARTH LAMP S
EARTH LAMP T
OFF
ON
ON
MAIN C/P FOR WATER MIST SYSTEM
ON
ON ON ON
BATT CHARGER FOR EMCY D/G SPARE NAV. LIGHT IND. PANEL
SOURCE
BATT CHARGER FOR LIFE/RESCUE & LIFE BOAT

EXH/ RUN SUP/ RUN SPACE HEATER
ON
ON
MAIN NAV. LIGHT IND. PANEL
ON
ON
ON ON ON ON
SPARE 4
NO.2 EMCY TRANSFORMER (440/230V 3PH 60KVA)
ELEVATOR C/P
-NO.2 FW PUMP FOR HYD UNIT -NO.1/2/3/4 G/E LO PRIM PUMP
STOP
SPACE HEATER OFF ON
RESCUE BOAT
ON ON
ON
ON
FIRE DETECTION SYSTEM
ON
LGSP-8
WATER TIGHT SLIDING DOOR
LGSP-9 -NO.1 MAIN AIR COMPRESSOR
BOW TH. & SECONDARY FIRE PUMP ROOM SUP. FAN
0 0 00. 8 H
ON
ALARM RESET
SPACE HEATER OFF ON
EARTH TEST
CO2 RELEASE ALARM SYSTEM
EMCY D/G COOLANT HEATER
ON ON ON ON
SPARE 3
SPARE 2
ON ON
ACB AMMETER CONTROL

LAMP TEST
ACBCONTROL
BUS TIE CONTROL
TEST
E/G SEQ TEST
FREQ/VOLTMETER ACB CONTROL
175A
40A
60A
15A
225A
20A
NORMAL
E-1 PANEL
ON
ON I
ON I
ON I
ON I
ON I
ON I
M/E WECS-9520
ON
SPARE 1
E-1 PANEL
40A
E-2 PANEL CO2 ROOM FAN LOCAL FIRE FIGHTING SYSTEM PORT FIN STABILISER STBD FIN STABILISER NO.1/2 G/E JFW PRE-HEATER NO.3/4 G/E JFW PRE-HEATER
ON I
40A
50A
ON
ON I ON I
E-2 PANEL
50A
EMERGENCY GENERATOR (AC450V 3PH 60HZ 312.5KVA)
MAIN SWITCHBOARD (BUS TIE)
N-1 PANEL
15A 40A 15A 15A 75A 75A
20A
RADAR SWITCH BOX
100A
15A
ON
ON I
ON I
ON I
ON I
ON I
ON I
E/R CONTROL CONSOLE
ON
ON I ON I
SMOKE DETECT PANEL
30A
BRIDGE CONTROL CONSOLE
FIN STABILISER MAIN C/P
15A
ON
30A
ON I
E-3 PANEL
E-3 PANEL
40A
ON
40A
ON I
SPARE 2
LIFE BOAT WINCH
RESCUE BOAT/SUEZ MOORING BOAT/FO HOSE HANDLING DAVIT
BREATHING AIR COMPRESSOR
NO.1 LOCAL VALVE CONTROL CABINET
E/R BATT. CHARGER SPARE 1
15A
UPS FOR ALARM MONITORING SYSTEM

15A 20A 40A 15A 15A 20A
ON I
ON I
ON I
ON I
ON I
ON I
NO.1 EMCY TRANSFORMER
NO.2 EMCY TRANSFORMER
NO.1 STEERING GEAR (HIGH SPEED)
-NO.3 CENTRAL CFW PUMP

225A
NO.2 GSP
ON I
400A 250A
225A
ON I
ON I
IMO No: 9315197
ON
ACCOM BATT CHARGER
15A
ON I ON I
30A
Maersk Seletar
2.13.3 emergency Switchboard and Generator Operation
The vessel is equipped with one diesel driven emergency generator. Under normal conditions the emergency switchboard is supplied from the main switchboard. In the event of failure of the normal supply, the emergency generator will start automatically and connect to the emergency switchboard. Interlocks are provided which prevent the emergency generator running in parallel with any of the main diesel driven generators. Note: The flow chart referred to in the following sections comes from shipyard drawing No. 6E-8641-109 (Emergency Switchboard) 1. Manual Control of Emergency Generator (Flow Chart FC11) a) The emergency generator interlocks are normal, the engine is ready to start. The E/G SEQ TEST switch is in the NORMAL position. d) When voltage is established, the operator turns the ACB CONTROL switch (BCS) on the emergency switchboard, emergency generator panel to the CLOSE position. The generator ACB closes and the emergency generator ACB CLOSED lamp on the emergency switchboard, emergency generator panel is illuminated. The emergency generator now feeds the emergency switchboard. 4. Manual ACB Disconnection (Flow Chart FC12) a) The operator turns the ACB CONTROL switch (BCS) on the emergency switchboard, emergency generator panel to the OPEN position. The generator ACB opens and the emergency generator ACB OPEN lamp on the emergency switchboard, emergency generator panel is illuminated.

Note: The emergency generator ACB will close within 45 seconds of the blackout being detected. 6. Main Switchboard Manual Power Restoration (Flow Chart FC13) Upon restoration of normal ships power, the following procedure takes place. It is assumed that the emergency generator is supplying the emergency switchboard and that the E/G SEQ TEST switch is set to the NORMAL position. a) When normal power recovery has been established, the operator turns the ACB CONTROL switch (BCS) on the emergency switchboard, emergency generator panel to the OPEN position. The generator ACB opens resulting in a temporary loss of supply to the emergency switchboard.
b) The mode selection switch (COS-A) on the generator engine local control panel is set to the MANU position. Manual control of the emergency generator is now available. 2. Automatic Control of the Emergency Generator (Flow Chart FC11) a) The emergency generator interlocks are normal, the engine is ready to start. The E/G SEQ TEST switch is in the NORMAL position.
b) After a predetermined cool down period, the generator engine is stopped by pressing the ENGINE STOP pushbutton at the generator engine local control panel. 5. Automatic Operation: Emergency Generator Start and Connection onto Dead Bus (Flow Chart FC13) a) The emergency generator interlocks are normal, the engine is ready to start.
b) The operator turns the BUS TIE CONTROL switch (BCS-BT) on the emergency switchboard, emergency generator panel to the CLOSE position. The BUS TIE CLOSED indicator on the emergency switchboard, emergency generator panel is illuminated. c) After a 5 minute cool down period, the generator engine receives an automatic stop command and stops.
b) The emergency generator mode switch (COS-A) at the generator engine control panel is set to AUTO. c) The main switchboard bus tie breaker at the emergency switchboard, emergency generator panel opens due to a zero volt situation (blackout).
Authors Note: Is this correct or does the generator engine have to be stopped manually? The emergency switchboard is now being supplied from the main switchboard. 7. Emergency Generator Engine Testing -Off Load (Flow Chart FC14) The generator ACB will not close in this situation. The procedure to test the emergency generator engine is as follows: a) The emergency generator interlocks are normal, the engine is ready to start.
b) The mode selection switch (COS-A) on the generator engine local control panel is set to the AUTO position. Automatic control of the emergency generator is now available. 3. Manual Operation: Generator Start and Connection onto Dead Bus (Flow Chart FC12) a) The emergency generator interlocks are normal, the engine is ready to start. b) The emergency generator mode switch (COS-A) at the generator engine local control panel is set to MANU. c) At the generator engine local control panel, the operator presses the ENGINE START (ECS) pushbutton. The emergency generator engine starts via its electric starter. If the engine fails to start a start fail alarm is activated on the generator engine local control panel.
d) When the emergency switchboard bus voltage has been zero for 20 seconds, the emergency generator engine receives a start command and starts via its electric starter. If the engine fails to start, a start fail alarm is activated on the generator engine local control panel. e) When voltage is established, a check is made to confirm that the emergency switchboard bus voltage is still zero. If this is the case, the emergency generator ACB closes. The emergency generator ACB CLOSED lamp is illuminated. If, after checking, it is found that the emergency switchboard bus voltage is no longer zero (bus tie closed), the emergency generator engine will remain idling for 5 minutes before receiving an automatic stop command.
b) The emergency generator mode switch (COS-A) is set to AUTO at the generator engine local control panel. c) The operator turns the E/G SEQ TEST switch (RTS), located at the emergency switchboard, emergency generator panel to the TEST position. The emergency generator engine receives a start command and starts. If the engine fails to start, a start fail alarm is activated on the generator engine local control panel.
The emergency generator now feeds the emergency switchboard. Issue: Draft 1 - July 2007 IMO No: 9315197
d) When voltage is established, the emergency generator remains idling. Section 2.13.3 - Page 2 of 3
Maersk Seletar
e) Check the generator voltage and frequency. The voltage can be adjusted by means of the voltage regulator located inside the emergency switchboard, emergency generator panel. When the test is complete, the operator turns the E/G SEQ TEST switch (RTS) to the NORMAL position.
f)
g) The generator engine is stopped by pressing the ENGINE STOP pushbutton at the generator engine local control panel. Authors Note: Confirmation of how the emergency generator engine is stopped required (i.e. does it stop automatically?)
Emergency Generator Protection Equipment

The ships emergency generator is protected from the abnormal conditions described below by means of their short circuit trip, undervoltage trip and overcurrent trips. 1. Abnormality Due to Undervoltage The emergency generator air circuit breaker (ACB) is equipped with an undervoltage trip (UVT). In the event of loss of supply to the ACB, the UVT will cause the breaker to trip. 2. Abnormality Due to Overcurrent (Long Time Delay Trip) The pick up current is set at 110% of the base current. The base current is 401A (generator rating) and therefore the pick up current is 441A. If the current on the emergency generator exceeds 529.2A (120% of the pick up current) for a period of 40 seconds, the overcurrent relay will operate to trip the ACB. 3. Abnormality Due to Overcurrent (Short Time Delay) If the generator current exceeds 1,203A (300% of the base current), the ACB will be tripped almost instantaneously (about 400msec). If the current exceeds 1,000% of base current (4,010A) the ACB will trip instantaneously (zero time delay).
IMO No: 9315197
Maersk Seletar
2.13.4 Electrical Distribution
Illustration 2.13.4a No.1 Main 440V Feeder Panel Distribution Main Switchboard
No.1 GSP

Panel A1

Panel A2

Panel A3

Panel A4
OCR
OCR
PT2
PT2
ES-D CO2
ES-A CO2
ES-A
ES-A
ES-D, CO2
PT1
PT2
ES-A
ES-A
ES-C, PT1, CO2H
PT1
PT1
ES-A
PT2
ES-C, PT1, CO2H
ES-C, PT1, CO2H
PT2
PT2
PT2
ES-C
PT2
P-1M-18 P-1M-19 P-1M-1 P-1M-2 P-1M-8 P-1M-10 P-1M-11 P-1M-3 P-1M-4
440V Power Panel P-4 Refrigerated Container Socket Distribution Panel RD-1 (No.4A Hold) Port ECR Unit Cooler Auxiliary Boiler Local Group Starter Panel LGSP-4 Local Group Starter Panel LGSP-6 Local Group Starter Panel LGSP-6 Forward Auxiliary Blower No.1 Main Transformer (440/230V, 3ph, 150kVA)
Refrigerated Container Socket Distribution Panel RD-3 (No.4A Hatch) Refrigerated Container Socket Distribution Panel RD-5 (No.5A Hold) Local Group Starter Panel LGSP-6 Spare No.1 Main Engine Control Oil Pump Main Cylinder LO Pump Local Group Starter Panel LGSP-15 Local Group Starter Panel LGSP-1 Local Group Starter Panel LGSP-9
P-1M-22
Refrigerated Container Socket Distribution Panel RD-7 (No.6F Hatch)
P-1M-24
P-1M-22A Refrigerated Container Socket Distribution Panel RD-7 (No.6A Hatch) P-1M-6 P-1M-7 P-1M-9 P-1M-14 P-1M-15 P-1M-17 Local Group Starter Panel LGSP-2 Local Group Starter Panel LGSP-3 Local Group Starter Panel LGSP-5 Local Group Starter Panel LGSP-11 Local Group Starter Panel LGSP-15 Local Group Starter Panel LGSP-17
P-1M-24A Refrigerated Container Socket Distribution Panel RD-11 (No.8A Hatch) P-1M-27 P-1M-29 P-1M-25 P-1M-32 P-1M-23 P-1M-28 Port Stabiliser Air Conditioning Unit Galley and Laundry Panel G-2 (Via 440/230V, 3ph, 40kVA Transformer) Spare Refrigerated Container Socket Distribution Panel RD-9 (No.7A Hold ) No.2 Steering Gear
Key Moulded Case Circuit Breaker (MCCB) MCCB with Shunt Trip Coil
SHT
SHT OCR
MCCB with Shunt Trip Coil and Overcurrent Relay

440V AC
ES-A ES-C ES-D ES-G PT

CO2 CO2H
Emergency Stop Group A Emergency Stop Group C Emergency Stop Group D Galley Emergency Stop Preferential Trip CO2Trip (E/R) CO2Trip (Cargo Hold))
IMO No: 9315197
OCR
SHT
UVT
SHT
SHT
SHT
SHT
SHT
UVT
UVT
SHT
SHT
SHT
UVT
UVT
SHT
SHT
SHT
SHT
SHT
UVT
UVT
SHT
UVT
Maersk Seletar
Illustration 2.13.4b No.2 Main 440V Feeder Panel Distribution Main Switchboard

Panel J1

Panel J2

Panel J3

Panel J4
No.2 GSP
OCR
UVT
UVT
SHT
SHT
UVT
SHT
UVT
UVT
UVT
SHT
UVT
UVT
SHT
SHT
SHT
SHT
SHT
UVT
UVT
SHT
SHT
SHT
PT1
PT1
PT2
ES-A
PT2
ES-D, CO2
PT2
PT2
PT1, ES-G
ES-C
PT1
PT1
ES-D, CO2
ES-A
ES-A
PT1, ES-C, CO2H
PT1, ES-C, CO2H
PT1
PT1
ES-A
ES-A
PT2
P-2M-22
Refrigerated Container Socket Distribution Panel RD-2 (No.4A Hold) Refrigerated Container Socket Distribution Panel RD-6 (No.5A Hold) Anti Heeling Pump 440V Galley and Laundry Panel G-1 Starboard Stabiliser Local Group Starter Panel LGSP-16 No.2 Main Transformer (440/230V, 3ph, 150kVA) Local Group Starter Panel LGSP-1 Local Group Starter Panel LGSP-9
P-2M-24
P-2M-26
P-2M-22A Refrigerated Container Socket Distribution Panel RD-4 (No.5A Hatch) P-2M-8 P-2M-6 P-2M-7 P-2M-19 P-2M-25 P-2M-3 P-2M-14 Local Group Starter Panel LGSP-5 Local Group Starter Panel LGSP-2 Local Group Starter Panel LGSP-3 440V Power Panel P-3 Refrigerated Container Socket Distribution Panel RD-10 (No.7A Hold) Aft Auxiliary Blower Local Group Starter Panel LGSP-10
P-2M-24A Refrigerated Container Socket Distribution Panel RD-8 (No.6A Hatch) P-2M-1 P-2M-9 P-2M-10 P-2M-11 P-2M-12 P-2M-15 P-2M-16 Starboard ECR Unit Cooler Local Group Starter Panel LGSP-7 Local Group Starter Panel LGSP-7 Local Group Starter Panel LGSP-7 Local Group Starter Panel LGSP-8 Local Group Starter Panel LGSP-12 Local Group Starter Panel LGSP-14
P-2M-26A Refrigerated Container Socket Distribution Panel RD-12 (No.9A Hatch) P-2M-32 P-2M-33 P-2M-29 P-2M-30 P-2M-31 P-2M-18 P-2M-20 Main Engine Servo Oil Auto Filter Spare Spare Provision Refrigeration Plant No.2 Main Engine Control Oil Pump Local Group Starter Panel LGSP-17 440V Power Panel P-3
Key Moulded Case Circuit Breaker (MCCB) MCCB with Shunt Trip Coil
SHT
SHT OCR
MCCB with Shunt Trip Coil and Overcurrent Relay

440V AC
ES-A ES-C ES-D ES-G PT

CO2 CO2H
Emergency Stop Group A Emergency Stop Group C Emergency Stop Group D Galley Emergency Stop Preferential Trip CO2Trip (E/R) CO2Trip (Cargo Hold))
IMO No: 9315197
SHT PT2
Maersk Seletar
Illustration 2.13.4c Main 220V Distribution
No.1 Group Starter Panel

Panel A1 Panel A2 Panel A3 Panel A4
Main Switchboard
Panel B

Panel C
Bow Thruster Panel

Panel D
Bus Tie Panel

Panel E
Synchronising Panel
Panel F

Panel G

Panel H

Panel J1 Panel J2 Panel J3 Panel J4
E/R 220V Feeder Panel DS Mechanical Interlocking DS
ST
ST
ST
ST
440V Consumers

P-1L-1 P-1L-2
440V Consumers
Bow Thruster
To Emergency Switchboard
Lighting Panel L-1 (E/R Port) Lighting Panel L-2 (E/R Starboard) Lighting Panel L-3 (Port Under Passageway) Lighting Panel L-4 (Starboard Under Passageway) 220V Power Panel A-1 (Engine Room 2nd Deck) 220V Power Panel A-1 (Engine Room 2nd Deck) Engine Control Room Console Navigation Light Indication Panel Fire and General Alarm System Smoke Detection Panel Space Heater Power for Bow Thruster Starter CO2 Alarm System Accommodation 220V Section Board Engine Room Battery Charger and Discharge Board Accommodation Battery Charger and Discharge Board UPS for Alarm and Monitoring System Main Engine WECS-9520 (E85)
Key Transformer Air Circuit Breaker (ACB) Moulded Case Circuit Breaker (MCCB) Disconnecting Switch 440V AC 220V AC
ST
P-1L-3 P-1L-4 P-1L-5 P-1L-6 P-1L-7 P-1L-8 P-1L-9 P-1L-10 P-1L-11 P-1L-12 P-1L-13 P-1L-14
Starter Bolted Bus Link
P-1L-15 P-1L-16 P-1L-17 Spare Spare
IMO No: 9315197
Maersk Seletar
Illustration 2.13.4d Main Group Starter Distribution Main Switchboard
No.1 Group Starter Panel No.1 440V No.1 No.2 Bow Feeder Generator Generator Thruster Panel Panel Panel Panel
Panel B Panel C Panel D
Bus Tie Panel

Panel E
No.2 440V Synchro No.3 No.4 Panel Generator Generator Feeder Panel Panel Panel
Panel F Panel G Panel H
SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
SHT
DS
A R TR R
A R
A R
A R
A R
A R
A R
A R
A R
A R
A R
A R
A R
A R
A R
A R TR R
A R
A R
A R
A R
A R
A R
A R
A R
A R TR R
A R
A R
A R
A R
A R
ES-A
ES-A
ES-A
ES-A
ES-A
ES-D, CO2
ES-D, CO2
ES-A
ES-A
ES-A
ES-A
ES-A
ES-A
ES-A
ES-A
ES-D, CO2
From Emcy Swbd. P-EM-11
ES-A
ES-A
P-GS1-1 P-GS1-2 P-GS1-3 P-GS1-4 P-GS1-5 P-GS1-6 P-GS1-7 P-GS1-8 P-GS1-9
No.1 Main LO Pump No.1 Main Engine Crosshead LO Pump No.1 FO Booster Pump No.1 FO Feed Pump No.1 Boiler Feed Water Pump No.1 Main Engine Turbocharger LO Pump No.1 Main Engine Jacket Cooling Fresh Water Pump No.1 Engine Room Ventilation Fan (Non Reversible) No.3 Engine Room Ventilation Fan (Reversible)
SHT *1 *2 *3
Key Moulded case circuit breaker (MCCB) MCCB with shunt trip coil Motor Starter: *1 - A: Ammeter, R: Running Hour Meter *2 - TR: Auto Transformer Start None: Direct on Line (DOL) Start *3 - P: Undervoltage Protection R: Undervoltage Release
440V AC
ES-A ES-D CO2
P-GS2-1 P-GS2-2 P-GS2-3 P-GS2-4 P-GS2-5 P-GS2-6 P-GS2-7 P-GS2-8 P-GS2-9
No.2 Main LO Pump No.2 Main Engine Crosshead LO Pump No.2 FO Booster Pump No.2 FO Feed Pump No.2 Boiler Feed Water Pump No.2 Main Engine Turbocharger LO Pump No.2 Main Engine Jacket Cooling Fresh Water Pump No.2 Engine Room Ventilation Fan (Non Reversible) No.1 Central Cooling Fresh Water Pump
P-GS1-10 No.1 Central Cooling Fresh Water Pump P-GS1-11 No.1 Main Cooling Sea Water Pump P-GS1-12 No.3 Main Cooling Sea Water Pump P-GS1-13 No.1 Stern Tube LO Circulating Pump P-GS1-14 No.1 MDO Service Pump P-GS1-15 No.1 Forward Seal LO Circulating Pump
Emergency stop group A Emergency stop group D Emergency stop for CO2 system
P-GS2-10 No.3 Central Cooling Fresh Water Pump (From Emergency Switchboard Circuit P-EM-11) P-GS2-11 No.2 Main Cooling Sea Water Pump P-GS2-12 No.2 Stern Tube LO Circulating Pump P-GS2-13 No.2 MDO Service Pump P-GS2-14 Hold Bilge Stripping Pump P-GS2-15 No.2 Forward Seal LO Circulating Pump
IMO No: 9315197
SHT ES-A
Maersk Seletar
Illustration 2.13.4e Local Group Starter Panels LGSP-1 to LGSP-10 Distribution
No.1 440V Feeder Panel (Circuit P-1M-05) No.2 440V Feeder Panel (Circuit P-2M-05)
No.1 Local Group Starter Panel (LGSP-1) P-LS1-1 No.1 Bilge, Fire and GS Pump (132kW)
No.1 440V Feeder Panel (Circuit P-1M-09)
No.5 Local Group Starter Panel (LGSP-5) P-LS5-1 P-LS5-2 P-LS5-3 P-LS5-4 P-LS5-5 P-LS5-6 P-LS5-7 P-LS5-8 Fresh Water Generator Distillate Pump (0.75kW) Fresh Water Generator Ejector Pump (18.5kW) No.1 Reefer Cooling Fresh Water Pump (30kW) No.1 Reefer Cooling Sea Water Pump (22kW) No.2 Reefer Cooling Fresh Water Pump (30kW) No.3 Reefer Cooling Fresh Water Pump (30kW) No.2 Reefer Cooling Sea Water Pump (22kW) No.3 Reefer Cooling Sea Water Pump (22kW)
No.8 Local Group Starter Panel (LGSP-8) P-LS8-1 P-LS8-2 P-LS8-3 P-LS8-4 P-LS8-5 P-LS8-11 P-LS8-6 P-LS8-7 P-LS8-8 P-LS8-9 P-LS8-10 Spare No.1 Generator Engine LO Priming Pump Starter No.4 Generator Engine LO Priming Pump Starter Sewage Treatment Plant No.1 Fresh Water Pump for Hydrophore Unit (5.5kW) Cooling Fresh Water Pump for Stabiliser Vacuum Toilet Plant No.1 Fresh Water Pump for Hydrophore Unit (5.5kW) No.1 Generator Engine LO Priming Pump Starter No.2 Generator Engine LO Priming Pump Starter No.3 Generator Engine LO Priming Pump Starter No.4 Generator Engine LO Priming Pump Starter
P-LS1-2
No.2 Bilge, Fire and GS Pump (132kW)
No.1 440V Feeder Panel (Circuit P-1M-06) No.2 440V Feeder Panel (Circuit P-2M-06)
No.2 Local Group Starter Panel (LGSP-2) P-LS2-1 No.1 Ballast Pump (90kW)
Emergency Switchboard 440V Feeder Panel (Circuit P-EM-13)
P-LS2-2
No.2 Ballast Pump (90kW))
No.1 440V Feeder Panel (Circuit P-1M-10) No.1 440V Feeder Panel (Circuit P-1M-11) No.1 440V Feeder Panel (Circuit P-1M-12)
No.6 Local Group Starter Panel (LGSP-6) P-LS6-1 P-LS6-2 P-LS6-3 P-LS6-4 P-LS6-5 P-LS6-6 P-LS6-7 No.1 HFO Purifier (26kW) No.1 HFO Purifier Supply Pump (2.2kW)) No.3 HFO Purifier (26kW) No.3 HFO Purifier Supply Pump (2.2kW) No.1 Generator Engine LO Purifier (4.6kW) No.1 Generator Engine LO Purifier Supply Pump (0.75kW) Main Engine FO Auto Filter
No.3 Local Group Starter Panel (LGSP-3) P-LS3-1 P-LS3-2 P-LS3-3 P-LS3-9 P-LS3-5 P-LS3-6 P-LS3-7 P-LS3-8 No.1 HFO/MDO Transfer Pump (45kW) LO Transfer Pump (3.7kW) Stern Tube LO Filter Pump (0.4kW) Sludge Collection Pump (1.5kW) No.2 HFO/MDO Transfer Pump (45kW) Sludge Pump (11kW) Oily Bilge Pump (2.55kW) Oily Bilge Separator
Emergency Switchboard 440V Feeder Panel (Circuit P-EM-15) No.1 440V Feeder Panel (Circuit P-1M-13) No.2 440V Feeder Panel (Circuit P-2M-13)
No.9 Local Group Starter Panel (LGSP-9) P-LS9-5 No.1 Main Air Compressor (90kW)
P-LS9-2 P-LS9-3 P-LS9-4 P-LS7-5
No.2 Main Air Compressor (90kW) No.1 Working Air Compressor (22kW) No.3 Main Air Compressor (90kW) No.2 Working Air Compressor (22kW)
No.2 440V Feeder Panel (Circuit P-2M-09) No.4 Local Group Starter Panel (LGSP-4) No.1 440V Feeder Panel (Circuit P-1M-08) P-LS4-1 P-LS4-2 P-LS4-3 P-LS4-4 P-LS4-5 P-LS4-6 P-LS4-7 Spare Main Engine AC Mist Catch Drain Pump (1.5kW) Main Engine Turning Gear (15kW) Main Engine Jacket Water Drain Pump (1.5kW) Main Engine LO Fine Filter Pump (2.2kW) No.1 Main Engine LO Auto Filter No.2 Main Engine LO Auto Filter Main Engine Cylinder Oil Shifting Pump (1.5kW) No.2 440V Feeder Panel (Circuit P-2M-10) No.2 440V Feeder Panel (Circuit P-2M-11)
No.7 Local Group Starter Panel (LGSP-7) P-LS7-1 P-LS7-2 P-LS7-3 P-LS7-4 P-LS7-5 P-LS7-6 P-LS7-7 P-LS7-8 No.2 HFO Purifier (26kW) No.2 HFO Purifier Supply Pump (2.2kW) Main LO Purifier (17.5kW) Main LO Purifier Supply Pump (3.7kW) No.2 Generator Engine LO Purifier (17.5kW) No.2 Generator Engine LO Purifier Supply Pump (3.7kW) Purifier Room Fan (0.75kW) Generator Engine LO Transfer Pump (0.75kW)
No.10 Local Group Starter Panel (LGSP-10) P-LS10-1 P-LS10-2 P-LS10-3 P-LS10-4 P-LS10-5 P-LS10-6 P-LS10-7 P-LS10-8 P-LS10-9 Spare Control Panel for Calorifier ICCP (Aft) Starter for Bow Thruster Hydraulic Pump No.1 Engine Room Crane No.2 Engine Room Crane Diesel Generator Room Work Bench Exhaust Fan (2.2kW) Engine Room Toilet Fan No.1 Hot Water Circulating Pump for AC (0.9kW) No.2 Hot Water Circulating Pump for AC (0.9kW)
Authors Note: Rating of P-LS4-04 to Confirm
IMO No: 9315197
Maersk Seletar
Illustration 2.13.4f Local Group Starter Panels LGSP11 to LGSP17 and Power Panels P-1 to P-4 Distribution
No.11 Local Group Starter Panel (LGSP-11) P-LS11-1 Port Under Passageway Fan (7.5kW) P-LS11-2 Starboard Under Passageway Fan (7.5kW) P-LS11-3 No.1 Cargo Hold Fan (5.5kW) P-LS11-4 No.1 Cargo Hold Fan (5.5kW) P-LS11-5 No.2 Cargo Hold Fan (5.5kW) P-LS11-6 No.2 Cargo Hold Fan (5.5kW) P-LS11-7 No.2 Cargo Hold Fan (5.5kW) P-LS11-8 No.2 Cargo Hold Fan (5.5kW) P-LS11-9 No.3 Cargo Hold Fan (7.5kW) P-LS11-10 No.3 Cargo Hold Fan (7.5kW) P-LS11-11 No.3 Cargo Hold Fan (7.5kW) P-LS11-12 No.3 Cargo Hold Fan (7.5kW)
No.15 Local Group Starter Panel (LGSP-15) P-LS15-1 P-LS15-2 P-LS15-3 P-LS15-4 P-LS15-5 P-LS15-6 P-LS15-7 P-LS15-8 No.8 Cargo Hold Fan (5.5kW) No.8 Cargo Hold Fan (5.5kW) No.8 Cargo Hold Fan (5.5kW) No.8 Cargo Hold Fan (5.5kW) No.9 Cargo Hold Fan (5.5kW) No.9 Cargo Hold Fan (5.5kW) No.9 Cargo Hold Fan (5.5kW) No.9 Cargo Hold Fan (5.5kW)
Emergency Switchboard 440V Feeder Panel (Circuit P-EM-06)
440V Power Panel P-1 P-P1-1 P-P1-2 P-P1-3 P-P1-4 P-P1-5 P-P1-6 P-P1-7 P-P1-8 Spare Lathe (5.5kW) and Cooling Pump (0.1kW) Drill (0.75kW) Grinder (0.75kW) Test Panel Electric Welder Electric Hacksaw Machine (1.5kW) Workshop Unit Cooler Workshop Exhaust Fan (2.2kW)
No.16 Local Group Starter Panel (LGSP-16) P-LS16-1 P-LS16-2 P-LS16-3 P-LS16-4 P-LS16-5 P-LS16-6 P-LS16-8 P-LS16-9 P-LS16-10 P-LS16-11 Spare Galley Supply Fan (0.17/0.81kW) Galley Exhaust Fan (0.25/1.15kW) AC Unit Fan Starter Paint and Lamp Store Fan (0.37kW) Provision Refrigeration Room Fan Starter Galley Fan Coil Unit Mono Rail Hoist Accommodation Ladder Winch Electric Welder Econovent for Recovery Unit No.2 440V Feeder Panel (Circuit P-2M-19)
440V Power Panel P-3 P-P3-1 P-P3-2 P-P3-3 Spare P-P3-5 Bosuns Store Supply Fan (2.2kW) Forward Paint Store and Lamp Store Fan (0.37kW) ICCP (Forward) Lighting Distribution Board L10 via 440/230V, 25kVA Focsle Transformer
No.12 Local Group Starter Panel (LGSP-12) P-LS12-1 P-LS12-2 P-LS12-3 P-LS12-4 P-LS12-5 P-LS12-6 P-LS12-7 P-LS12-8 No.4 Cargo Hold Fan (15kW) No.4 Cargo Hold Fan (15kW) No.4 Cargo Hold Fan (15kW) No.4 Cargo Hold Fan (15kW) No.4 Cargo Hold Fan (15kW) No.4 Cargo Hold Fan (15kW) No.4 Cargo Hold Fan (15kW) No.4 Cargo Hold Fan (15kW)
440V Power Panel P-4 P-P4-1 P-P4-2 P-P4-3 No.1 Windlass / Forward Mooring Winch No.1 Mooring Winch No.3 Mooring Winch
No.13 Local Group Starter Panel (LGSP-13) P-LS13-1 P-LS13-2 P-LS13-3 P-LS13-4 P-LS13-5 P-LS13-6 P-LS13-7 P-LS13-8 P-LS13-9 No.5 Cargo Hold Fan (15kW) No.5 Cargo Hold Fan (15kW) No.5 Cargo Hold Fan (15kW) No.5 Cargo Hold Fan (15kW) No.5 Cargo Hold Fan (15kW) No.5 Cargo Hold Fan (15kW) No.5 Cargo Hold Fan (15kW) No.5 Cargo Hold Fan (15kW) Port Stabiliser Room Fan (2.2kW)
No.17 Local Group Starter Panel (LGSP-17) P-LS17-1 P-LS17-2 P-LS17-4 P-LS17-5 P-LS17-6 P-LS17-7 P-LS17-8 P-LS17-9 No.5 Mooring Winch No.7 Mooring Winch Electric Heater Steering Gear Room Fan (2.2kW) No.4 Mooring Winch No.6 Mooring Winch No.8 Mooring Winch Electric Heater
P-P4-4 P-P4-5 P-P4-6
No.2 Windlass / Forward Mooring Winch No.2 Mooring Winch Hydraulic Power Pack for Winch Cable Lifter
No.14 Local Group Starter Panel (LGSP-14) P-LS14-1 P-LS14-2 P-LS14-3 P-LS14-4 P-LS14-5 P-LS14-6 P-LS14-7 P-LS14-8 P-LS14-9 P-LS14-10 P-LS14-11 P-LS14-12 P-LS14-13 No.6 Cargo Hold Fan (5.5kW) No.6 Cargo Hold Fan (5.5kW) No.6 Cargo Hold Fan (5.5kW) No.6 Cargo Hold Fan (5.5kW) No.7 Cargo Hold Fan (15kW) No.7 Cargo Hold Fan (15kW) No.7 Cargo Hold Fan (15kW) No.7 Cargo Hold Fan (15kW) No.7 Cargo Hold Fan (15kW) No.7 Cargo Hold Fan (15kW) No.7 Cargo Hold Fan (15kW) No.7 Cargo Hold Fan (15kW) Starboard Stabiliser Room Fan (2.2kW)
IMO No: 9315197
Maersk Seletar
Illustration 2.13.4g Emergency Switchboard 440V Distribution

Main / Emergency Switchboard Bus Tie Line

Panel A
440V Feeder Panel
Panel B
Group Starter Panel

Panel C
220V Feeder Panel

Panel D
P-EM-9
P-EM-10
DS
DS
OCR
OCR
SHT
SHT
SHT
SHT
SHT
ES-C
ES-B
ES-C
ES-C
ES-C A R TR
SHT ES-D CO2
G
220V Consumers
P-EM-3 P-EM-16 No.4 Engine Room Ventilation Fan (Reversible) Emergency Generator Room Fan
Key
Air circuit breaker (ACB) Moulded case circuit breaker (MCCB) MCCB with shunt trip coil P-EM-1 P-EM-2 P-EM-4 P-EM-6 P-EM-7 P-EM-8 P-EM-11 P-EM-12 No.1 Steering Gear (High Speed) No.1 Steering Gear (Low Speed) Secondary Fire Pump 440V Power Panel P-1 Electric Heater in Emergency Diesel Generator Room Electric Whistle Relay Box No.3 Central Cooling Fresh Water Pump (via No.2 GSP) Elevator Control Panel P-EM-13 P-EM-14 P-EM-15 P-EM-17 P-EM-18 P-EM-19 P-EM-20 P-EM-21 Local Group Starter Panel LGSP-8 Watertight Sliding Door Local Group Starter Panel LGSP-9 Bow Thruster and Secondary Fire Pump Room Supply Fan CO2 Room Fan Local Fire Fighting System Port Stabiliser Starboard Stabiliser P-EM-27 P-EM-28 Spare 1 Spare 2 P-EM-25 P-EM-26 Lifeboat Davit Winch Starter Rescue Boat / Suez Mooring Boat / FO Hose Handling Davit Breathing Air Compressor No.1 Local Valve Control Cabinet ES-B ES-C ES-D CO2
*1 *2 *3
P-EM-22 P-EM-23
No.1 and No.2 Generator Engine Jacket Fresh Water Preheater No.3 and No.4 Generator Engine Jacket Fresh Water Preheater
SHT
MCCB with overcurrent relay

OCR
DS
Disconnection Switch
440V AC 220V AC Emergency stop group B Emergency stop group C Emergency stop group D Emergency stop for CO2 system
Motor Starter: *1 - A: Ammeter, R: Running Hour Meter *2 - TR: Auto Transformer Start None: Direct on Line (DOL) Start *3 - P: Undervoltage Protection
Transformer
IMO No: 9315197
Maersk Seletar
Illustration 2.13.4h Emergency Switchboard 220V Distribution
Main / Emergency Switchboard Bus Tie Line
Panel A
440V Feeder Panel

Panel B
Group Starter Panel

Panel C
220V Feeder Panel

Panel D
P-EM-09
P-EM-10
DS
DS
ST
ATR
ST
G
Emergency No.4 E/R Generator Ventilation Fan Room Fan (Reversible)
Key Transformer Air Circuit Breaker (ACB) Moulded Case Circuit Breaker (MCCB) Disconnector Switch 440V AC 220V AC
ATR
P-EL-1 P-EL-2 P-EL-3 P-EL-4 P-EL-5 P-EL-6 DS P-EL-7 P-EL-8 P-EL-9 P-EL-10 Emergency Lighting Panel E-1 (Engine Room) Emergency Lighting Panel E-1 (Engine Room) Emergency Lighting Panel E-2 (Except Engine Room) Emergency Lighting Panel E-2 (Except Engine Room) 220V Navigation Power Panel N-1 Radar Switch Box Water Mist System Main Control Panel Battery Charger for Emergency Diesel Generator Engine Control Room Console Main Navigation Light Indication Panel P-EL-11 P-EL-12 Spare 4 P-EL-14 P-EL-15 P-EL-16 P-EL-17 P-EL-18 Spare 3 P-EL-20 Stabiliser Main Control Panel Smoke Detection System CO2Release Alarm Panel Emergency Diesel Generator Coolant Heater Fire Detection System Control Panel Bridge Control Console Spare Navigation Light Indication Panel Battery Chargers for Port and Starboard Lifeoat P-EL-21 P-EL-22 P-EL-23 P-EL-24 P-EL-25 P-EL-26 Spare 2 P-EL-28 Spare 1 Main Engine WECS-9520 (E85) Emergency Lighting Panel E-3 Emergency Lighting Panel E-3 Engine Room Battery Charger and Discharge Panel Accommodation Battery Charger and Discharge Panel Rescue Boat UPS for Alarm Monitoring System
Auto Transformer Bolted Bus Link
IMO No: 9315197
Maersk Seletar
Illustration 2.13.5a Shore Power Layout
Main Switchboard Shore Connection Box Located in Emergency Generator Room
BUS TIE PANEL
SYNCHRO PANEL
SHORE CONNECTION BOX AC440V 3PH 60Hz 800A

SHORE
BUS TIE OPEN BUS TIE CLOSED HIGH VOLT. HIGH FREQ PREF TRIP 1ST
MSB EMCY STOP, PT SOURCE FAIL
PH A
SE
QUENCE DET SE EC T
OR
SLOW
FAST
Hz
SHORE ALIVE
LOW VOLT LOW FREQ PREF TRIP 2ND
ESB EMCY STOP SOURCE FAIL
SLOW
FAST
REVERSE
FORWARD
MSB 440V LOW INSUL
ESB 440V LOW INSUL
DC24V LOW INSUL
DC 24V SOURCE FAIL
Synchroscope
MSB 220V LOW INSUL ESB 220V LOW INSUL
L-10 PANEL LOW INSUL
BUS SHORT CIRCUIT
Synchroscope
V A
E/G AUTO SYANDBY
E/G RUN
V A
A A
M A
NO.1 D/G
EARTH LAMP T
NO.2 D/G
COMMON
NO.3 D/G
NO.4 D/G
0000
800A
EARTH LAMP R
EARTH LAMP S
KWH
kW
AMMETER
EARTH TEST
kW
kW
kW
ON I
ACB VOLTMETER CONTROL
ACB NON CLOSE
ACB NON CLOSE ACB ABNORMAL TRIP
LAMP TEST
ALARM RESET
ACB NON CLOSE
RACB OVER CURRENT TRIP
ACB NON CLOSE
ACB ABNORMAL TRIP
ACB ABNORMAL TRIP
ACB REVERSE POWER TRIP
ACB ABNORMAL TRIP
CB CONTROL
CB CONTROL
SYNCHROSCOPE
CB CONTROL
CB CONTROL
PHASE SEQ TEST
GOVERNOR
KONGSBERG MOS33
GOVERNOR
GEN CONTROL
GOVERNOR
GOVERNOR
Cable Entry and Locking Cover
AI ET
LO
R FB
E AK
RS
TO
F ON
RM
440V Supply From Ashore
IMO No: 9315197
Maersk Seletar
2.13.5 Shore Power
Shore power supply: Maximum current: 440V AC, 3 phase, 60Hz 800A c) When it is intended to receive power from the shore, confirm the SHORE ALIVE indicator lamp is illuminated at the shore connection box.

d) Open the MCCB for shore power at the shore connection box. The bus tie at the main switchboard synchronising panel (P-SY02) opens due to a zero volt situation. The main and emergency switchboards black out. e) When the emergency switchboard bus voltage has been zero for 20 seconds, the emergency generator engine receives a start command and starts via its electric starter. If the engine fails to start a start fail alarm is activated on the generator engine local control panel. When voltage is established, a check is made to confirm that the emergency switchboard bus voltage is still zero. If this is the case, the emergency generator ACB closes. The emergency generator now feeds the emergency switchboard.
Introduction
A shore connection box is provided in the emergency generator room on the port side of the upper deck to accept electrical power supply cables during refit. The shore connection box connects, via a moulded case circuit breaker (MCCB), to the main switchboard synchronising panel, where a further MCCB connects it to the main switchboard bus bar. When on shore power, the emergency switchboard can be supplied as normal through the main/emergency switchboard bus tie circuit breakers. Monitoring lamps for SHORE ALIVE and SHORE MCCB ON are located on the main switchboard synchronising panel. An ammeter and voltmeter are located on the main switchboard bus tie panel with the facility to monitor the shore supply voltage and current. A phase sequence monitoring system, kilowatt hour meter and SHORE ALIVE indicator are fitted at the shore connection box. The phase sequence should be checked before connecting shore power to the switchboards. When the shore supply has been connected at the box, it should be switched on ashore and the PHASE SEQUENCE TEST pushbutton pressed. If the phase sequence is incorrect the shore supply must be isolated and two supply phases changed over. The supply should then be reinstated and the phase sequence checked again. The kilowatt hour meter is provided to measure and record the power consumed by the vessel when on shore supply. A second kilowatt hour meter is provided at the main switchboard bus tie panel. Interlocking is provided between the ships main generator ACBs and the shore supply breaker. The shore supply breaker cannot be closed if any generator ACB is closed. Conversely, none of the ships generator ACBs can be closed if the shore supply breaker is closed. This arrangement prevents the shore supply being parallelled with any other supply. Authors Note: the following two procedures to be confirmed Procedure for the Operation of Shore Power Reception a) Isolate the emergency generator to ensure that it does not start.
d) Isolate all non-essential services. Reduce load at the main switchboard to the absolute minimum. e) Turn the GEN CONTROL selection switch (COS-P) on the main switchboard synchronising panel to the MANU position. This is to ensure that no main generators start when the vessel blacks out.
f) f) Check for correct shore supply voltage. g) Check the phase sequence is correct. h) At the main switchboard, open all the generator ACBs. The vessel blacks out. i) Close the MCCB for shore power at the shore connection box. Close the bus tie breaker at the main switchboard synchronising panel (P-SY-02) The shore power will now be supplying the main switchboard. Proceed to supply essential services such as fire detection, lighting etc. j) k) If no maintenance is scheduled for the emergency generator, it may be left on automatic standby. The emergency generator will then feed emergency lighting, etc. in the event of failure of the shore supply. l) The shore supply should be closely monitored to ensure the 800A current limit is not exceeded.
g) Turn the relevant generator ACB CONTROL switch (BCS) at the main switchboard synchronising panel to the CLOSE position. h) The ACB will receive a close command and will close. The diesel generator is now supplying the main switchboard. i) Check the voltage and adjust the frequency to 60Hz. Supply main lighting, fire detection, etc. When normal power has been established, the operator turns the ACB CONTROL switch (BCS) on the emergency switchboard, emergency generator panel to the OPEN position. The generator ACB opens resulting in a temporary loss of supply to the emergency switchboard.
j)
Procedure for Transfer from Shore Supply to Main Diesel Generator It is assumed that the emergency generator mode switch (COS-A) at the generator engine control panel is set to AUTO and that the emergency generator is ready to start. a) Isolate all non-essential services. Reduce the load at the main switchboard to the absolute minimum.
k) The operator turns the BUS TIE CONTROL switch (BCS-BT) on the emergency switchboard, emergency generator panel to the CLOSE position. The BUS TIE CLOSED indicator on the emergency switchboard, emergency generator panel is illuminated. The emergency switchboard is now being supplied from the main switchboard. l) After a 5 minute cool down period, the generator engine receives an automatic stop command and stops. Authors Note: Is this correct or does the generator engine have to be stopped manually?
b) Connect the shore power cables into the shore connection box in the emergency generator room.
b) Ensure the main switchboard GEN CONTROL selection switch (COS-P) is still set to the MANU position. This is to ensure that no main generators start when the vessel blacks out. c) Run up the selected main generator on local control.
m) Ensure the emergency generator is returned to normal automatic start. n) Isolate the shore supply from ashore and remove cables. Authors Note: Is the emergency gen left in manual or auto at the start of this procedure. Section 2.13.5 - Page 2 of 2
IMO No: 9315197
Maersk Seletar
Illustration 2.13.6a Main Alternators
SYNCHRO PANEL
Machinery Operating Manual TO BE VERIFIED

Main Switchboard Reference/Power Line Local/Manual Control Generator ACB Power/Current Measuring No Volt, Overload, High/low Load Signals From Other Generators Auto Synchronising Unit ACB Control Engine Local Control Panel Main Switchboard
VV
121
FF
122
RL 5 8 10 14 17 6 9 11 15 18 7 12 13 16 19
SY
123
TL TL TL
124
W1
RL1 RL2 RL3RL4
W2
RL1 RL2 RL3RL4
W3
LT AR
RL1 RL2 RL3RL4
W4
RL1 RL2 RL3RL4
BCS
OFF ON OFF ON
BCS SYS-4 FVS-4

OFF ON
BCS
OFF ON
BCS
Automatic Control System

Power Management Reference and Supply Lines
COS-P GCS GCS GCS GCS
Governor Control
No.1 DIESEL GENERATOR PANEL AC450V 3PH 60Hz 2900kVA
Engine Stop/Start Control
RL
125 121 120 123 122 SP
Current Sensing
4
V
3 Phase 440V 60Hz Output
PF
Alternator AVR Manual VoltageTriming
22
Diesel Engine Governor Alternator Key 1. Frame 2. External Equipment Housing 3. Earthing Terminal 4. Housing Cover 5. Shaft: Prime Mover 6. Fan 7. Coupling Disc 8. End Shield (D.E.) 8. Air Guide 9. End Shield (N.D.E.) 10. Stator Core 11. Stator Winding 12. Rotor Core 13. Damper Winding 14. Rotor Winding 15. Pole Core 16. Pole Winding 17. Exciter Rotor Core 18. Exciter Rotor Winding 19. Rotating Rectifier 20. Rectifier Lead to Rotor Winding 21. NDE Sleeve Bearing 22. Air/Water Cooler 23. Exciter Equipment Assembly
HM
DE-RY
WHM
SHS
DE-R PRE
LT
10 11
23 9 15 16 18 21
AS-1
ECS
VS-1
Rotor Winding
VR ACB 3P NW50H2
Discharge Resistor Diodes
Exciter Rotor
7 6
Alternator Rotor Electrical Diagram
17
14
13
12 20 Hyundai HFJ7 Alternator
19
IMO No: 9315197
Maersk Seletar
2.13.6 Main Alternators
Specification Manufacturer: Type: Capacity/rating: Speed: Cooling: Type of enclosure: Bearing type: Bearing size: Space heater: Total weight: Rotor weight: Hyundai Heavy Industries Co. Ltd. HFJ7 716-14E 450V AC, 3 phase, 60Hz, 2,030kW, 3,720.7A, 2,900kVA, 0.8pf, 10 pole 720 rpm Air to water IP44 Sleeve bearing PH180 x L215 (DE), PH150 x L180 (NDE) 220V, 1,000W, 1ph 11.2 ton 4,163kg raise an alarm when the alarm set point (90C) is exceeded. If the bearing temperature continues to rise and exceeds 95C, the generator will trip. Electrical The on-load voltage is kept constant by the AVR which regulates the excitation current to the exciter. Output power from the alternator stator is fed into a current/voltage compound transformer and the output of this is regulated and fed through the exciter stator windings. The magnetic field in the exciter stator induces AC into the exciter rotor, which is rectified by the rotating diode rectifier set and passed to the main rotor DC windings. In this way the excitation levels are boosted for heavy loads and reduced for light loads. This provides a constant output voltage independent of load levels. Initial voltage build-up is via residual magnetism in the rotor. The automatic voltage regulator (AVR) and the AVRs associated current transformers and diodes are located within the generator cover, access is via a bolted plate in the housing. An external manual voltage regulator, VR, is fitted inside the generator panels at the main switchboards. Main Alternator Circuit Breakers Manufacturer: Model: Type: Merlin Gerin NW50H2 Air circuit breaker
Introduction
Four main diesel driven alternators are fitted. The No.1 and No.2 alternators are located on the port side of the engine room 3rd deck and the No.3 and No.4 alternators are located on the starboard side of the engine room 3rd deck, They are all of the totally enclosed, cylindrical rotor, self-excited, brushless, continuously rated type. Generator cooling is provided by passing air over the integral fresh water cooler, using a closed circuit air supply. The cooler is fitted with double-walled tubes to reduce the chances of leakage. The space between the tubes drains to a chamber where a leak detector will activate an alarm if water is detected. A PT100 sensor is fitted to monitor the air temperature. An alarm will be raised if the alarm set point (120C) is exceeded. If the air temperature continues to rise and exceeds 125C, the generator will trip. There are 6 embedded PT100 sensors fitted to monitor the stator temperature in each phase winding (2 per winding), 3 are in use and there are 3 spare. These temperatures are monitored via the alarm and monitoring system and will raise alarms when the alarm set point (145C) is exceeded. If the winding temperature continues to rise and exceeds 150C, the generator will trip. A space heater is fitted, which is energised when the generator circuit breaker is open. This protects against internal condensation during shut down periods. Bearings The drive end (DE) and non-drive end (NDE) bearings are self-lubricated sleeve bearings. The bearings are each fitted with a rod type temperature monitor to monitor the bearing temperature and a PT100 sensor which will Issue: Draft 1 - July 2007
Authors Note: Details of the generator ACBs required
IMO No: 9315197
Maersk Seletar
Illustration 2.13.7a Emergency Alternator
EMERGENCY SWITCHBOARD

24V Starting Battery
1 2
EM'CY GENERATOR PANEL (AC450V 3PH 60HZ 312.5KVA)
Mains Monitoring
Emergency Generator Engine Control Panel
4 5 6
Emergency Generator ACB

SOURCE
7 8
AUTO START ST-BY RUNNING START FAIL. OVER SPEED TRIP C.F.W C.F.W L.O LOW L.O LOW HIGH TEMP. PRESS. HIGH TEMP. PRESS. TRIP ALARM TRIP ALARM L.O HIGH BATTERY TACHO CFW LOW PRESS. TEMP. CHARGER FAIL ALARM ALARM FAIL ALARM
9
PLC ERROR
10
Source Indication Battery Low Voltage Alarm Battery Over Voltage Alarm Ammeter Voltmeter Low Voltage Test Switch Equalising Indication Lamp Equalisating - Float Switch Float Indication Lamp Power Source Switch
BATTERY CHARGER
1
SOURCE
SOURCE
A A
k A W
V A
H Az
2
DC VOLT
24 28
10
11
12
13
14
ACB Control
ACB OPEN E/G POWER AVAIL. ACB CLOSED EMCY GEN ACB ABNORMAL TRIP BUS TIE OPEN NORMAL SOURCE BUS TIE CLOSED
WATER TEMP. TACH - HOUR

90 210 23 60 1 02 50 80 100 12 0 C
BATTERY LOW VOLTAGE ALARM
BATTERY OVER VOLTAGE ALARM
20
32
01 13
E/G STANDBY
SPACE HEATER
M A
60
BATTERY
15 10 20
RPM x 100
TEMPERATURE
AMMETER
5
20
AMMETER
20
VOLTMETER
0
LOW VOLTAGE TEST MODE (UP FOR 5sec)
VOLTMETER
20
30 40
15
EARTH LAMP R
EARTH LAMP S
EARTH LAMP T
15
LUB OIL PRESS.
5
16
25
15
10
40
LUB OIL TEMP.

0 80 22 260 30 0 1 0 14 100 120 14 0 C 80
4
EQUAL
6
NORMAL MODE
5 8
FLOAT FLOAT
Voltage/Current Monitoring
ALARM RESET SPACE HEATER OFF ON EARTH TEST
TACH
-5 50 75 100 125
0 0 0 0 0 8 7 9
30
0 kPa
862
OIL PRESS
TEMPERATURE
EQUAL
FLOAT
EQUAL
Control
BUS TIE CONTROL
TEST
17
START STOP RESET
18
LAMP TEST FLICKER STOP
19
EMERGENCY STOP
POWER SOURCE
POWER SOURCE
ACB AMMETER CONTROL

LAMP TEST
ACBCONTROL
E/G SEQ TEST
NORMAL
Excitation
20 21 22
10A 10A
10
23
24
25
BATTERY CHARGER
OFF
POWER
ON
MANUAL OFF
MODE
AUTO
SPEED
ADJUSTER
RAISE
LOWER
26
27
28
EMERGENCY GENERATOR (AC450V 3PH 60HZ 312.5KVA)
MAIN SWITCHBOARD (BUS TIE)
Engine Co., Ltd.
1 2
O I
Engine Control/ Alarms/Monitoring
3 4 5 6 7 8 9 10 11 12 13 14
Source Auto Start Stand By Running Start Fail Over Speed Trip Coolin Water High Temperature Trip Lube Oil Low Pressure Trip Cooling Water High Temperature Alarm Lube Oil Low Pressure Alarm Lube Oil High Temperature Alarm Battery & Charger Fail Alarm Tachometer Fail Cooling Water Low Pressure Alarm PLC Error
15 16 17 18 19 20 21 22 23 24 25 26 27 28
Starter Motor
DC Volt Meter Water Temperature Gauge Lube Oil Pressure Gauge Tacho / Hours Run Gauge Lube Oil Temerature Gauge Start Push Button Stop Push Button Reset Push Button Lamp Test Push Button Flicker Stop Emergency Stop Power (On- Off) Change Over Switch Mode (Manual - Auto) Change Over Switch Speed Adjuster Toggle Switch
Emergency Generator
IMO No: 9315197
Maersk Seletar
2.13.7 Emergency Alternator
Manufacturer: Type: Capacity/rating: Type of enclosure: Speed: Heating: Weight: Leroy Somer LSAM46.2VL12 440 volt, 3 phase, 60Hz, 250kW, 401A, 312.5kVA, 0.8pf, 4 pole IP23 1,800 rpm 220V, 250W 985kg Emergency Alternator Circuit Breakers Manufacturer: Model: Type: Protection: Hyundai Heavy Industries HiAN-08-MRD Air circuit breaker APR-1S-AL
Introduction
A self-contained emergency diesel generator, rated at 250kW, is fitted in the emergency switchboard room on the port side of the upper deck for use in an emergency. The generator is of the self-excited, brushless type and can be set for manual or automatic operation. Automatic (AUTO) is normally selected, with manual (MANU) being used in the event of failure of the automatic system. The emergency switchboard is normally supplied from the main 440V switchboard. When AUTO is selected, the emergency generator is started automatically by detecting zero-voltage on the emergency switchboard busbar. The emergency generator air circuit breaker (ACB) will connect automatically to the emergency switchboard after confirming the continuation of zero-voltage. The emergency generator is designed to restore power to the emergency switchboard within 45 seconds. The bus tie breaker on the emergency switchboard, which connects to the 440V main switchboard, is opened automatically when zero-voltage is detected on the switchboard bus. The alternators automatic voltage regulator is fitted within the alternator terminal cover. There is a potentiometer inside the emergency switchboard generator cubicle to enable the voltage to be manually adjusted. The AVR is powered using the AREP (Auxiliary windings, Regulator, Excitation Principle) system. With AREP excitation, the AVR is powered by auxiliary windings which are independent of the voltage detection circuit. 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 ACB. The windings are protected and monitored against high temperature by embedded sensors, one in each phase, which will activate a protection relay in the case of over-heating. The generator has sufficient capacity to enable the starting of the required machinery to power up the vessel from a dead condition.
The emergency alternator supplies the emergency switchboard in the event of a blackout via a 3 phase motor charged air circuit breaker (ACB). The ACB has closing springs that are automatically charged after each closing cycle by an internal motor. In the case of a motor failure, the springs may be manually charged using the charging handle on the front face of the ACB. The ACB is fitted with an undervoltage trip (UVT) device. Controlled tripping is carried out from the overcurrent protective device. The trip levels may be adjusted at this unit. The ACB is of the withdrawable type; it may be partially removed to the TEST position for testing or completely withdrawn to the DISCONNECTED position for maintenance purposes. In the TEST position, the auxiliary control contacts are connected but the main contacts are isolated so the ACB can be operated without any electrical problems. In the ISOLATED position, the auxiliary control contacts and the main contacts are isolated The ACB is normally operated automatically in the event of a blackout via the automatic control system. If necessary the breaker can be operated manually via the emergency switchboard ACB CONTROL switch and it can also be operated locally at the ACB using the breaker front panel buttons in an emergency. For further information on the emergency switchboard operational procedures, please refer to section 2.13.3.
IMO No: 9315197
Maersk Seletar
2.13.8 Preferential Restarting Tripping and Sequential
Illustration 2.13.8a Preferential Tripping
Preferential Tripping
If the current on a running generator exceeds ??A (??% of the generator rating) for a period exceeding ?? seconds, the PMS will initiate the release of the 1st stage preferential tripping, thereby providing protection against the overcurrent which would otherwise trip the ACB. If the current on a running generator exceeds ??A (??% of the generator rating) for a further ?? seconds, the PMS will initiate the release of the 2nd stage preferential tripping. When normal conditions resume, the breakers indicated in the following illustration must be manually reset. When a preferential trip is activated, a corresponding alarm lamp (1st or 2nd) is illuminated on the main switchboard synchronising panel.
First Stage Preference Trips ?? Seconds
PT1
First Stage Preference Trips Are Identified By PT1 On A Yellow Nameplate Second Stage Preference Trips Are Identified By PT2 On A Yellow Nameplate
Second Stage Preference Trips ?? Seconds
PT2
P-1M-9 Local Group Starter Panel LGSP-5 Local Group Starter Panel LGSP-17 440V Power Distribution Panel P-4 Refrigerated Container Socket Distribution Panel RD-3 (No.4A Hold) Refrigerated Container Socket Distribution Panel RD-5 (No.5A Hold) Refrigerated Container Socket Distribution Panel RD-9 (No.7A Hold) Refrigerated Container Socket Distribution Panel RD-11 (No.8F Hatch) Refrigerated Container Socket Distribution Panel RD-11 (No.8A Hatch)
P-1M-14 Local Group Starter Panel LGSP-11
Main Switchboard No.1 440V Feeder Panel
P-1M-15 Local Group Starter Panel LGSP-13 P-1M-16 Local Group Starter Panel LGSP-15 P-1M-20 Refrigerated Container Socket Distribution Panel RD-3 (No.4A Hatch) P-1M-22 Refrigerated Container Socket Distribution Panel RD-7 (No.6F Hatch)
P-1M-22A Refrigerated Container Socket Distribution Panel RD-7 (No.6A Hatch) P-1M-25 Galley and Laundry Panel G-2 (Via 440/230V, 3ph, 40kVA Transformer)
e r P
P-2M-15 Local Group Starter Panel LGSP-12 P-2M-16 Local Group Starter Panel LGSP-14 P-2M-22 Refrigerated Container Socket Distribution Panel RD-4 (No.5F Hatch) P-2M-22A Refrigerated Container Socket Distribution Panel RD-4 (No.5A Hatch)
i r f. T
i T p
ng i m
o t s
n o C
firm
P-1M-17 P-1M-18 P-1M-19 P-1M-21 P-1M-23 P-1M-24 P-1M-24A
P-2M-8
Local Group Starter Panel LGSP-5 Local Group Starter Panel LGSP-17 440V Power Distribution Panel P-4 Refrigerated Container Socket Distribution Panel RD-2 (No.4A Hold) Refrigerated Container Socket Distribution Panel RD-6 (No.5A Hold)
P-2M-18 P-2M-20 P-2M-21 P-2M-23
IMO No: 9315197
Maersk Seletar
Sequential Restart Authors Note: I can find no reference to a sequential restart system. Information on the sequence and timing required.
IMO No: 9315197
Maersk Seletar
Illustration 2.13.9a Accommodation Battery Charger and Discharge Board
MCCB3 40A
BATTERY CHARGER & DISCHARGER
F4 30A
F5 30A
F6 30A
F7 30A
F8 30A
F9 30A
F10 30A
F11 15A
F12 15A
F13 15A
F14 15A
F15 15A
F16 15A
OPERATING DIAGRAM
P
EARTH TEST
N
EMCY LIGHT TEST POWER ON
P-DC-2 Daylight Signal Light
P-DC-3 Public Address/ Talkback System
P-DC-4 Public Address/ Talkback System
P-DC-9 Bridge Alarm Console
P-DC-14 Elevator Control Console
P-DC-16 Bridge Main Console
P-DC-1
P-DC-1A
nf
rim
Temporary Temporary LightLight For For Accomm. Emcy Gen Room
Automatic Telephone Exchange
te
:P
an
F17 15A
F18 15A
F19 15A
F20 15A
F21 15A
F22 15A
P-DC-17 Watertight Door Indication Panel
P-DC-18 Anemometer Power Switch Unit
P-DC-19 Watertight Door Indication Panel
P-DC-20
Autopilot Autopilot Autopilot Autopilot (Electronic (Electronic (Electronic (Electronic Unit 1 Unit 1 Unit 2 Unit 2 Main Power) Alarm Power) Main Power) Alarm Power)
t s
F34 30A
P-DC-21
rib
th
i t u
P-DC-22
or
No
n o
F23 15A P-DC-23
el
to
F24 15A
de
ta
il
to
co
n o
P-DC-5
m r fi
P-DC-6 Power Supply For AIS F26 15A
P-DC-7 Electric Clock
P-DC-8 Magnetic Compass
P-DC-13 Automatic Fog Bell Gong
P-DC-15 Weather Fax Receiver
F25 15A
F27 15A
F28 15A
F29 15A
P-DC-24 Public Address Main Amplifier
P-DC-25
P-DC-26
P-DC-27 Cargo Hold Fan Control Panel
P-DC-28 No.3 VHF Power Supply Unit
P-DC-29 Sound Reception System PSU
Autopilot Echosounder (Mode Control Route PLC Unit 1) Planning Computer
Au
F30 15A
F31 15A
F32 15A
F33 30A
F35 30A
F36 30A
F37 30A
F38 15A
F39 15A
F40 15A
F41 15A
F42 15A
F43 15A
N-CD-30 Anemometer Power Switch Unit
N-CD-31 Lighting Control Panel
N-CD-32 Lashing Light Control Panel
N-CD-10 Gyro Dual Adapter
N-CD-11 Gyro Dual Adapter
N-CD-12 Ballast Control Console
N-CD-30 Ship Security Alert System
N-CD-34 Iridium Telephone System
SPARE
SPARE
SPARE
SPARE
SPARE
SPARE
IMO No: 9315197
Maersk Seletar
2.13.9 Uninterrupted Power battery systems Supply (UPS) and
Battery Charger and 24V Distribution Board - Batteries Manufacturer: Battery: Capacity: No. of sets: No. per set: Voltage (nominal): Hyundai Enercell Lead-acid sealed 24V, 200Ah (10h) 2 12 x 2V 24V total Ammeter Operation

Pushing the CHANGEOVER pushbutton repeatedly will toggle between the three values available; rectifier, battery and feed. Function Set Panel Operation The function set panel consists of an LCD display panel and four pushbuttons; MODE, UP, DOWN and ENTER. The MODE key is used for entering and exiting the various functions. The UP key is used for function change and for increasing set values. The DOWN key is used for function change and for decreasing set values. The ENTER key is used for selecting a set value or function. Charging Select Panel The charging select panel consists of two pushbuttons, FLOAT and EQUAL and two voltage regulators, FL and EQ. Float charge or equalising charge can be manually selected by pressing the desired pushbutton. The float charge setting and equalising charge settings can be altered by adjusting the desired voltage regulator. Maintenance The 24V charger/discharge board is designed for continuous operation and is practically maintenance free. However, the unit should be kept clean and dry and a visual inspection of connection integrity, cable condition etc, made once a year. At this time the charging voltage should be checked using a high quality digital voltmeter. All the ships batteries should be kept clean and dry. The battery poles and connections must be kept covered with acid free vaseline. The cell voltages should be checked and logged once a month and the connection terminals checked for tightness once a year. Authors Note: A changeover switch is shown on the panel layout drawings in the manual but can find no reference to it in the circuit diagrams. Is this fitted and, if so, what is it used for?
The ships emergency power requirements are supplied by the emergency switchboard network, see illustrations 2.13.4g and 2.13.4h for a detailed list of emergency consumers. Essential engine room and bridge low voltage equipment is supplied from two boards; the engine room battery charger and 24V DC distribution board and the accommodation battery charger and 24V DC distribution board. The engine room battery charger and 24V DC distribution board is located in the engine control room. The accommodation battery charger and 24V DC distribution board is located in the converter room on the navigation deck. The radio/GMDSS equipment is backed up by a separate radio use battery system. The back-up batteries are located in the battery room on F deck. The radio use batteries are made by Hyundai Enercell and consists of 2 sets of 12 x 2V batteries (24V total) of 200Ah capacity. A separate 24V battery and charger system is provided for the emergency generator starting arrangements; this is located in the emergency generator room on the upper deck. WARNING The companys safety procedures must be strictly adhered to when carrying out any maintenance on batteries.
Battery Charger and 24V Distribution Board - Charger Manufacturer: Voltage (supply): Floating voltage: Equalising voltage: Rated current: Rating: Hyomyung Eng. Co. 220V AC, 60Hz 26.8V DC 28.5V DC 40A DC Continuous
The battery charger section of the unit has the following equipment mounted on the front: Function control board Earth leakage monitor Earth monitoring lamps Earth test pushbutton Emergency light test pushbutton Main power breaker Supply changeover switch Authors Note: Discrepancies exist concerning the equipment fitted. To be confirmed. The function control board is equipped with the following: Digital DC voltmeter Digital DC ammeter Function set panel Operating mimic Charging select panel Voltmeter Operation Pushing the CHANGEOVER pushbutton repeatedly will toggle between the three values available; rectifier, battery and feed.
Accommodation Battery Charger and 24V DC Distribution Board

The accommodation battery charger and 24V DC distribution board in the converter room on the navigation deck is provided with dual 220V supplies from the main switchboard 220V feeder panel (P-1L-15) and the emergency switchboard 220V feeder panel (P-EL-24) . A battery backup system is also provided. The batteries are located in the battery room on F deck. In the event of failure of the main 220V supply, the unit will automatically change over to the emergency 220V supply. In the event of failure of both 220V supplies, the unit will automatically change over to the battery backup system.
IMO No: 9315197
Maersk Seletar
Illustration 2.13.9b Engine Room Battery Charger and Discharge Board
MCCB3 40A
OPERATING DIAGRAM
F4 30A
F5 30A
F6 10A
F7 10A
F8 20A
F9 10A
F10 10A
F11 10A
P
EARTH TEST
N
EMCY LIGHT TEST POWER ON
DC1-4 DMS2100 Main Engine Control System
DC1-5 DMS2100 Main Engine Safety System
DC1-1 Temporary Light For Engine Room
DC1-1F Temporary Light For Engine Room
P-DC1-4 Sliding Door Control Panel
P-DC1-5 ME Oil Mist Detection Main Panel
Au
th
F12 20A
F13 20A
F14 20A
P-DC1-10 No.1/2 G/E Control Panel
P-DC1-11
No.3/4 G/E Control Panel
is
b i r t
P-DC1-12
F17 15A
i t u
SPARE
or
n o
F18 15A SPARE
No
te
:P
to
F19 15A
an
el
de
n o
ME E25 BMS Interface Control Panel
P-DC1-6
ta
il
to
co
nf
rim
m r fi
P-DC1-8 ME E10 BMS Safety System Cabinet
P-DC1-9
Main Engine E130 Terminal Box
F20 15A
F21 15A
SPARE
SPARE
SPARE
G/E Oil Mist Detection Main Panel
IMO No: 9315197
Maersk Seletar
Engine Room Battery Charger and 24V DC Distribution Board
The engine battery charger and 24V DC distribution board in the engine control room on the engine room 2nd deck is provided with dual 220V supplies from the main switchboard 220V feeder panel (P-1L-14) and the emergency switchboard 220V feeder panel (P-EL-23) . A battery backup system is also provided. The batteries are located in the engine control room. In the event of failure of the main 220V supply, the unit will automatically change over to the emergency 220V supply. In the event of failure of both 220V supplies, the unit will automatically change over to the battery backup system. Battery Charger and 24V Distribution Board - Batteries Manufacturer: Battery: Capacity: No. of sets: No. per set: Voltage (nominal): Hyundai Enercell Lead-acid sealed 24V, 200Ah (10hr) 2 12 x 2V 24V total The function control board is equipped with the following: Digital DC voltmeter Digital DC ammeter Function set panel Operating mimic Charging select panel Voltmeter Operation Pushing the CHANGEOVER pushbutton repeatedly will toggle between the three values available; rectifier, battery and feed. Ammeter Operation Pushing the CHANGEOVER pushbutton repeatedly will toggle between the three values available; rectifier, battery and feed. Function Set Panel Operation The function set panel consists of an LCD display panel and four pushbuttons; MODE, UP, DOWN and ENTER. The MODE key is used for entering and exiting the various functions. The UP key is used for function change and for increasing set values. The DOWN key is used for function change and for decreasing set values. The ENTER key is used for selecting a set value or function. Charging Select Panel The charging select panel consists of two pushbuttons, FLOAT and EQUAL and two voltage regulators, FL and EQ. Float charge or equalising charge can be manually selected by pressing the desired pushbutton. The float charge setting and equalising charge settings can be altered by adjusting the desired voltage regulator. Maintenance The 24V charger/discharge board is designed for continuous operation and is practically maintenance free. However, the unit should be kept clean and dry and a visual inspection of connection integrity, cable condition etc. made once a year. At this time the charging voltage should be checked using a high quality digital voltmeter. All the ships batteries should be kept clean and dry. The battery poles and connections must be kept covered with acid free vaseline. The cell voltages should be checked and logged once a month and the connection terminals checked for tightness once a year.

Emergency Generator Starting Batteries and Charger
The emergency diesel generator engine is provided with a separate 24V battery and charger system for the emergency generator starting arrangements. The battery and charger are located in the emergency generator room on the upper deck. Emergency Diesel Generator Starting Battery Charger Manufacturer: Type: Input voltage: Input frequency: Output voltage: Output current: Uni-T Technic EAT 220V AC 60Hz 24V DC 10A
Emergency Diesel Generator Starting Batteries Manufacturer: Rating/capacity: Type: Model: No. of batteries: Voltage (nominal): Global Yuasa 24V, 215Ah (20hr), 187Ah (5hr) Maintenance free sealed lead acid ES-200-12 2 x 12V 24V total
Battery Charger and 24V Distribution Board - Charger Manufacturer: Voltage (supply): Floating voltage: Equalising voltage: Rated current: Rating: Hyomyung Eng. Co. 220V AC, 60Hz 26.8V DC 28.5V DC 40A DC Continuous
These batteries are charged from a bulkhead-mounted battery charger located in the emergency generator room. The charger is fed from the emergency switchboard 220V section, breaker P-EL-08. The 24V charger is fitted with an ammeter and voltmeter to monitor the charging supply. The charger is a constant voltage charger with electronic current limitation. The current limitation ensures that the charging current cannot be forced above the factory adjusted level. General Maintenance The charger is designed for continuous operation and is 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 voltage 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 vaseline. The cell voltages should be checked and logged once a month and the connection terminals checked for tightness once a year. Authors Note: To confirm with the owners that the maintenance schedule described above is sufficient
The battery charger section of the unit has the following equipment mounted on the front: Function control board Earth leakage monitor Earth monitoring lamps Earth test pushbutton Emergency light test pushbutton Main power breaker Supply changeover switch Authors Note: Discrepancies exist concerning the equipment fitted. To be confirmed.
IMO No: 9315197
Maersk Seletar
Illustration 2.13.9c Battery Charger and Discharge Board - Function Board Control
OPERATING DIAGRAM
MAIN SWITCH MAIN TRANS SCR CONTROL RECTIFIER BATTERY VOLTAGE REGULATOR FEED DISPLAY CONTROL FLICKER STOP BUZZER STOP
SOURCE
POWER FAIL
OVER VOLTAGE
OVER CURRENT
EARTH FAIL BZ/LAMP TEST
: ALARM : GO ON UNDER VOLTAGE
DC VOLTMETER
RECTIFIER BATTERY FEED
MODE UP CHANGE OVER
FUNCTION SET
DOWN
ENTER
DC AMMETER
RECTIFIER BATTERY FEED
CHANGE OVER FLOAT
CHARGING EQUAL SELECT
MODEL NO. BC-DU
HYOMYUNG ENG.
IMO No: 9315197
Maersk Seletar
Illustration 2.13.10a Cathodic Protection System
Authors Note: Vessel Profile With ICCP Equipment Positions to Go Here
JB
JB
Aft/Forward Selection Switch
JB
JB
Alarm System Aft Power Supply Unit
440V AC Supply From LGSP-10 (Circuit P-LS10-2) Forward Power Supply Unit
Shaft Earthing Brushes Alarm System
JB
JB
JB
JB
Au
440V AC Supply From 440V Power Panel P-3 (Circuit P-P3-3)
Copper Slip Ring
th
or
250A Linear Anode
Reference Cell
System Wiring
100A Elliptical Anode Reference Cell
IMO No: 9315197
s W Not he e: n Illu Ph s ot tra os tio Be n t co o M m a e ke Av S ai hi la p bl S e p

Propeller Shaft Propeller Shaft Earthing and Monitoring Assembly
250A Linear Anode
Reference Cell
Remote Monitoring Panel
100A Elliptical Anode Reference Cell
Shaft Millivolt Monitoring Brushes (Insulated From Earth/Mounting)
ec
ifi
Maersk Seletar
2.13.10 Cathodic Protection System
Manufacturer: Type: Power supply: Korea Cathelco Ltd. Impressed Current AC 440V, 60Hz, 3ph Current is fed through MMO/Ti anodes situated port and starboard on the ship. The titanium prevents the anodes themselves from corroding and the surfaces are streamlined into the hull. Fixed zinc reference electrodes, port and starboard, are used to compare the potential of the hull with that normally found between unprotected steel and zinc electrodes. Sufficient current is impressed via the anodes to reduce this to an optimum level of about 200mV. System Layout and Operation The vessels ICCP system consists of a remote monitoring panel and two power supply units. The power supply units, one forward and one aft, are wired to port and starboard reference electrodes and port and starboard anodes. The monitoring unit and the aft power supply unit are located in the engine control room and the forward power supply unit is located in the bosuns store. The power supply units are equipped with facilities to raise an external alarm to give warning of any system abnormalities. The remote monitoring panel is equipped with a switch which allows the display to be switched between the forward and aft systems. The control PCB fitted in each power supply unit is a micro-processor based system having a 2 line, 16 character backlit LCD display which is located in the top centre of the cabinet door. The display is used to monitor and allow control of the system. Below the LCD are four push buttons, which are the controls for changing the system parameters. To the right of the LCD is a power on indicator, which also acts as an alarm indicator. Electrical Installation The forward system consists of one 200A power supply unit, two 100A MMO/ Ti circular (elliptical) anode assemblies and two zinc reference electrodes. The aft system consists of one 500A power supply unit, two 250A MMO/Ti stripe (linear) anode assemblies and two zinc reference electrodes. The forward system is fed from the 440V power panel P-3, circuit P-P3-3. Panel P-3 is situated in the bosuns store. The aft system is fed from the Local Group Starter Panel No.10 (LGSP-10), circuit P-LS10-2. Panel LGSP-10 is situated in the engine room on the 2nd deck. Propeller and Rudder Stock Earthing To avoid electrolytic corrosion of the propeller, a slip ring is clamped to the shaft and is earthed to the hull via brushes. A second brush assembly, insulated from earth, monitors the shaft mV potential and this signal is fed to a millivolt meter. To ensure efficient bonding, the slip ring should be cleaned on a regular basis. The shaft potential value should ideally remain below 75mV. The rudder stock is also earthed for protection via a 80mm flexible earth cable between the deckhead and rudder stock to minimise any electrolytic potential across the bearings and bushes. Routine Checks

Record the output current and all voltages and the reference cell reading on the log sheets provided on a daily basis Check that the LCD of each power supply unit display is illuminated on a daily basis. Check and clean the propeller shaft slip ring and brushes every week. Confirm that the brushes move freely in their holders and are held firmly onto the slip ring by the brush holder springs. Inspect the rudder stock earth strap for signs of fraying every week. Return completed log sheets to the manufacturer for scrutiny every month. Inspect and clean the power supply unit cooling fans and grills every three months The anodes and reference cells must be externally inspected every dry dock period. The anodes are fitted with an insulating shield cover to prevent excessive local over-protection and the condition of this shield must be closely inspected at this time. Note: Ensure that the anodes and reference cells are not painted over during dry dock hull repainting. Further details concerning the system design, operation and maintenance can be found in the manufacturers operation manual.
The vessel is provided with an impressed current cathodic protection (ICCP) system. This method of corrosion protection automatically controls electrochemical corrosion of the ships hull structure below the waterline. Cathodic protection can be compared to a simple battery cell, consisting of two plates in an electrolyte. One of the battery plates in the electrolyte will waste away through the action of the flow of electrical current if the two battery electrodes are connected electrically. When two metals are immersed in sea water, which acts as the electrolyte, one of the metals acts as the anode and will waste away. Which metal, in any pair, acts as the anode depends upon their relative positions in the electrochemical series but steel will act as an anode to copper, brass or bronze. The strength of the electric current generated in the corrosion cell, and hence the rate at which wastage takes place, depends upon the metals involved and the strength of the electrolyte. Cathodic protection is a system of preventing corrosion by forcing all surfaces of a structure to be cathodes by providing external anodes. When a vessel is fitted with ICCP the hull steel is maintained at an electrical potential more negative than the surrounding sea water. Fresh Water Operation When the vessel enters a river estuary the fresh or brackish water may limit the spread of current from the anodes, due to the higher resistance of the water. Normally this would cause the voltage output to increase to compensate for this. This would be accompanied by very low current levels and the reference electrode potentials may indicate under protection. However in this system, the output is taken care of by the computer and the system will automatically return the hull to the optimum protective level when the vessel returns to sea water. Principle of Operation Protection is achieved by passing a low voltage DC current between the hull metal and anodes insulated from the hull but in contact with the sea water. The electrical potential of the hull is maintained more negative than the anodes, ie, cathodic. In this condition corrosion is minimised. Careful control is necessary over the flow of impressed current, which will vary with the ships speed, salinity and temperature of the sea water and the condition of the hull paintwork. If the potential of the hull is made too negative with respect to the anode, then damage to the paint film can occur electrolytically or through the formation of hydrogen gas between the hull steel and the paint. The system on this vessel controls the impressed electrical current automatically to ensure optimum protection.
IMO No: 9315197
Maersk Seletar
2.13.11 Marine Growth Prevention System (MGPS)
Manufacturer: Korea Cathelco Limited (K.C. Ltd.)
Illustration 2.13.11a Marine Growth Prevention System (MGPS)
The vessel employs a marine growth prevention system to control marine growth infestation and corrosion in the vessels sea water systems. This is achieved by the use of anodes located inside the vessels two sea water strainers. Two anodes are located in each strainer; one copper (CU) anode and one aluminium (AL) anode. The CU anodes release ions during electrolysis which combine with those released by the sea water to form an environment which discourages the growth of organisms in the vessels sea water pipework. The AL anodes react with the sea water to form aluminium hydroxide. This disperses down the vessels sea water pipework forming an anti-corrosive barrier. The system virtually eliminates marine growth infestation while corrosion is reduced to a fraction of that normally expected. A control panel is located in the engine room on the floor level. Four digital displays are mounted on the front of the control panel, one for each anode. The current level for each anode is shown in each individual display. The current setting for each anode can be adjusted by means of individual sets of up and down pushbuttons located below each digital display. An alarm indicator is located adjacent to each digital display which will illuminate if there is a module failure resulting in zero current or overcurrent output. The control panel is fully automatic and therefore does not require any adjustments in service. It is recommended by the manufacturer that the control panel is inspected on a weekly basis. During the inspection the digital displays should be checked to confirm that all the anodes are fully operational. The effectiveness of the system can only be determined by inspection. It is recommended by the manufacturer that, if after some 6 months of operation, the opportunity to examine a strainer, length of pipe or heat exchanger presents itself, this should be done. If there are signs of infestation, the current to each anode should be increased by a maximum of 0.4 amps. If no fouling is present the current to each anode should be reduced by a maximum of 0.2 amps. This procedure should be repeated until the optimum current settings are achieved. Note: Increased current settings will reduce anode life. The current setting should be turned down to 0.8 amps for a strainer not in use and returned to the operating current when back in use.
Ph n e h t W ilable r e s va o In me A T l tai eco B De

220V Supply From A1 Panel (P-A1-6)
Control Panel KCAF4040NM
oto
s
Key Cu1 Cu2 Al1 Al2 J/B Copper Anode 1 Copper Anode 2 Aluminium Anode 1 Aluminium Anode 2 Junction Box
To Alarm System
J/B
J/B
High Sea Chest
Cu1
Al1
Cu2
Al2 Low Sea Chest
Strainer
Strainer
IMO No: 9315197
2.14 Accommodation Systems

2.14.1 Domestic Fresh Water System 2.14.2 Domestic Refrigeration System 2.14.3 Accommodation Air Conditioning System 2.14.4 Miscellaneous Air Conditioning Units 2.14.5 Sewage Treatment 2.14.6 Garbage Disposal
Maersk Seletar
Illustration 2.14.1a Domestic Fresh Water System
Upper Deck LG Fresh Water Tank (Port) (202.2m3)
LAL MC LT

Cold Water to Accommodation Hot Water to Accommodation Hot Water from Accommodation Deck Service Port Deck Service Starboard D-47V D-49V D-48V D-34V D-50V D-27V D-46V Floor (Starboard) Accommodation Heating Water System Generator Engine (Starboard) B-29V Fire Main Removable D-22V D-21V D-31V D-29V D-30V Boiler Water Sample Cooler
LG D-4V D-3V Fresh Water Tank (Starboard) (134.8m3)

LAL MC
D-39V D-38V W.C.
D-37V D-18V PI D17V TI D-53V CI PI
D-28V Exhaust Gas Boiler Water Washing 2nd Deck Fresh Water Expansion Tank D-60V
D-26V
D-45V
D-44V
LT
Wash Basin in Engine Room Toilet Working Air System PS PS PI
Set 6.0kg/cm2
Feed Water Filter Tank Weather Deck Starboard Reefer Fresh Water Expansion Tank
D-2V D-10V Water Mist System
D-1V D-9V
Calorifier (300 litres) D-19V
D13V
Drinking Water Fountain D-16V
Partial Deck (Starboard) Hot Water Circulation Pump (2.0m3/h x 0.5kg/cm2)
3rd Deck Floor (Port) Main Engine Turbocharger Water Washing D-20V Main Engine Scavenge Air Box Fire Fighting Generator Engine (Port) D-44V Bilge Oil/Water Separator Stern Tube Seal Air Control Unit
D-23V
Fresh Water Pumps (5.0m3/h x 6.0kg/cm2) D-5V D-6V No.2 D-7V No.1
Set 6.6kg/cm2
Stern Tube Cooling Water Tank (43.3m3)
D-12V
D-8V Fresh Water Hydrophore Tank (1.0m3) D-24V Air-Gap Back Flow Preventer D-25V
LG
Distilled Water Tank (67.3m3)
D-41V FS PI
D-33V
D-32V
D-40V D-42V Boiler Feed Water Tank
D-11V S Salinity Indicator Max 10ppm PI SC FI D-15V Mineraliser (1,900 litres/hour)
Silver Ion Steriliser (1,900 litres/hour) D-36V D-35V
Key Fresh Water Bilge / Drain Electrical Signal Compressed Air S S S S S S S S S S S S
Distillate Pump S Fresh Water Generator Dosing Tank
D-14V
PI
Fresh Water Generator 36 ton/day
Separator Room Work Bench No.2 Generator Engine Lubricating Oil Separator
Upper Deck Port Shore Connection Starboard
No.1 Generator Engine Lubricating Oil Separator
Main Lubricating Oil Separator
No.3 Heavy Fuel Oil Separator
IMO No: 9315197
Maersk Seletar
2.14 accommodation systems
2.14.1 Domestic Fresh Water System
Fresh Water Hydrophore Unit Manufacturer: Model: Tank capacity: Pumps No. of sets: Type: Model: Capacity: Mineraliser Manufacturer: No. of sets: Type: Model: Capacity: Steriliser Manufacturer: No. of sets: Type: Model: Capacity: Samkun Century Co. Ltd. 1 Silver Ion 1,900 litres/h Senwon Industries 1 Dolomite SWM - 10 1,900 litres/h Shinko UH102M 1.0m3 2 Centrifugal XXX 5.0m3/h at 6.0kg/cm2

Introduction
Part of the domestic fresh water system has been covered in section 2.3.4 of this machinery operating manual; that section deals with the transfer of distilled water. Water for domestic purposes is made on board by means of the fresh water generator. This distilled water is treated in a silver ion steriliser and a mineraliser before being directed to the fresh water storage tanks. The silver ion steriliser destroys bacteria and leaves a residue of silver ions in the stored water thus providing for effective sterilisation whilst the water is stored in the tanks. The dolomite mineraliser produces the correct pH and imparts essential chemical salts to the distilled water making it fit for human consumption. The following description deals with domestic fresh water use, the water being drawn from one of the two fresh water storage tanks. Normally one domestic FW tank is in use, with the second being filled or ready for use. From the fresh water generator the water is delivered to the fresh water storage tanks via the silver ion sterilising unit and the mineraliser. As the water passes between the two sterilising unit electrodes, through which a small current is passed, the silver ions are released and these sterilise the water. Sterilisation 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. There are two fresh water hydrophore pumps which take suction from the fresh water tanks. These pumps deliver fresh water to the fresh water hydrophore tank which is maintained under pressure by compressed air from the working air system. The pressure in the hydrophore tank controls the starting and stopping of the domestic fresh water pumps. As the water is consumed, the tank pressure drops allowing one of the pumps to start automatically and refill the tank. As the pressure in the system increases to a predetermined value the pump will automatically stop. One pump is normally in use, with the second pump shut down or ready for use. From the hydrophore tank the water flows into three systems: Domestic cold water system and accommodation services Domestic hot water system Engine room and deck service system Note: Boiler feed water make-up is normally taken from the distilled water tank but water may be added to the feed water tank from the domestic system if required. The fresh water tanks also supply the water mist fire extinguishing system with a separate line from the fresh water tank connecting with the water mist pump suction. This line has valve D-45V on the port fresh water tank and valve D-44V on the starboard fresh water tank. One of these tank valves must always be open in order to ensure that the water mist fire fighting system (local fire fighting system) will be operable at all times. The fresh water tanks also supply water to the stern tube cooling water tank via valves D-12V and D-5V.
Domestic Hot Water System

This system supplies the hot water to the accommodation for domestic purposes. Water is circulated continuously by the hot water circulating pump, the water being passed through a calorifier, which can be either steam or electrically heated to raise the water to the correct temperature. Topping up of the system is from the hydrophore tank. This arrangement of constant water circulation ensures that hot water is available at an outlet immediately a tap is opened and that reduces water loss due to cold water flowing before hot water reaches the outlet.
Engine Room and Deck Services

This system supplies water to engine room services including the following: Fresh water cooling expansion tanks Fresh water generator chemical tank Stern tube seal unit Main engine scavenge space fire extinguishing Main and generator engine turbocharger cleaning Bilge oil/water separator FO and LO separators Accommodation heating water system Exhaust gas boiler water washing Boiler water sample cooler Boiler feed water filter tank General engine room services and water outlet connections Weather deck service systems Fire main fresh water flushing
Hot Water Circulating Pump Manufacturer: No. of sets: Type: Model: Capacity: Calorifier Manufacturer: No. of sets: Type: Capacity: Heater (Electric) Heater (Steam) Volume: Sunbo Industries Co. Ltd. 1 Steam heated with electric heater as required 2.0m3/h 15 kW 120,000 kcal/h 0.3m3 Shinko 1 Centrifugal HJ40-2M 2.0m3/h at 0.5kg/cm2
Domestic Cold Water System

This system covers the water supply to drinking water fountains and the accommodation for use in cabins, pantries and the galley.
IMO No: 9315197
Maersk Seletar
Illustration 2.14.1a Domestic Fresh Water System
Upper Deck LG Fresh Water Tank (Port) (202.2m3)
LAL MC LT

Cold Water to Accommodation Hot Water to Accommodation Hot Water from Accommodation Deck Service Port Deck Service Starboard D-47V D-49V D-48V D-34V D-50V D-27V D-46V Floor (Starboard) Accommodation Heating Water System Generator Engine (Starboard) B-29V Fire Main Removable D-22V D-21V D-31V D-29V D-30V Boiler Water Sample Cooler
LG D-4V D-3V Fresh Water Tank (Starboard) (134.8m3)

LAL MC
D-39V D-38V W.C.
D-37V D-18V PI D17V TI D-53V CI PI
D-28V Exhaust Gas Boiler Water Washing 2nd Deck Fresh Water Expansion Tank D-60V
D-26V
D-45V
D-44V
LT
Wash Basin in Engine Room Toilet Working Air System PS PS PI
Set 6.0kg/cm2
Feed Water Filter Tank Weather Deck Starboard Reefer Fresh Water Expansion Tank
D-2V D-10V Water Mist System
D-1V D-9V
Calorifier (300 litres) D-19V
D13V
Drinking Water Fountain D-16V
Partial Deck (Starboard) Hot Water Circulation Pump (2.0m3/h x 0.5kg/cm2)
3rd Deck Floor (Port) Main Engine Turbocharger Water Washing D-20V Main Engine Scavenge Air Box Fire Fighting Generator Engine (Port) D-44V Bilge Oil/Water Separator Stern Tube Seal Air Control Unit
D-23V
Fresh Water Pumps (5.0m3/h x 6.0kg/cm2) D-5V D-6V No.2 D-7V No.1
Set 6.6kg/cm2
Stern Tube Cooling Water Tank (43.3m3)
D-12V
D-8V Fresh Water Hydrophore Tank (1.0m3) D-24V Air-Gap Back Flow Preventer D-25V
LG
Distilled Water Tank (67.3m3)
D-41V FS PI
D-33V
D-32V
D-40V D-42V Boiler Feed Water Tank
D-11V S Salinity Indicator Max 10ppm PI SC FI D-15V Mineraliser (1,900 litres/hour)
Silver Ion Steriliser (1,900 litres/hour) D-36V D-35V
Key Fresh Water Bilge / Drain Electrical Signal Compressed Air S S S S S S S S S S S S
Distillate Pump S Fresh Water Generator Dosing Tank
D-14V
PI
Fresh Water Generator 36 ton/day
Separator Room Work Bench No.2 Generator Engine Lubricating Oil Separator
Upper Deck Port Shore Connection Starboard
No.1 Generator Engine Lubricating Oil Separator
Main Lubricating Oil Separator
IMO No: 9315197
Maersk Seletar
Procedure for Operating the Domestic Water System to the Hydrophore Tank
The following description assumes that the port fresh water tank and No.1 fresh water pump are to be used. a) Check that there is sufficient water in the port domestic fresh water tank to meet the immediate demand.

Procedure for Operating the Cold Water System
Operate the domestic fresh water system as in parts a) to d) above and then set valves as in the following table. Valves for systems shown as closed will be opened when that system is operating or the unit requires refilling. Water supply valves are not normally kept open unless shown as such. Position Open Open Open Open Open Open Open Open Closed Closed Description Hydrophore tank outlet valve Cold water accommodation line valve Engine room drinking water fountain inlet valve Engine room washbasin inlet valve Engine room and deck services backflow preventer inlet valve Engine room and deck services backflow preventer outlet valve LO separator system supply valve FO separator system supply valve Weather deck water services supply valves Engine room water services supply valves Valve D-8V D-13V D-37V D-39V D-24V D-25V D-33V D-32V Position Open Open Open Closed a) Description Hot water circulating pump inlet valve Hot water circulating pump outlet valve Engine room wash basin hot water supply valve Separator room workbench hot water valve Valve D-18V D-19V D-38V D-36V
b) Check that all water drain and vent valves together with taps etc. are closed. c) Set the valves as shown in the following table: Description Fresh water tank port - suction valve Fresh water tank starboard - suction valve No.1 FW pump suction valve No.2 FW pump suction valve No.1 FW pump discharge valve No.2 FW pump discharge valve FW hydrophore tank outlet valve Accommodation system line valve Hot water system line valve Engine room and deck service systems line valve Valve D-4V D-3V D-6V D-7V
After opening the hot water system supply valve from the cold water system, allow the system to fill from the hydrophore tank.
b) Ensure that the hot water circulating pump is primed. c) Select the hot water circulating pump for AUTO mode and start the pump.
Position Open Closed Open Open Open Open Closed Closed Closed Closed
d) Open the steam supply or switch on the electrical supply to the calorifier. Check that the steam heater temperature is correctly set. The electric heater should be selected for AUTO mode and started by pressing the HEATER ON pushbutton. e) Check that the system is circulating correctly and that the temperature is maintained at all parts of the hot water system.
D-8V D-13V D-16V D-24V
There are direct connections to the following services with local valves at these services. Description Bilge oil/water separator unit Hot water circulation system for accommodation heating Main engine turbocharger water washing Central cooling system fresh water expansion tank Reefer cooling fresh water expansion tank Boiler water feed filter tank filling Boiler water sample cooler Stern tube seal unit Water is automatically supplied to all outlet points from the hydrophore tank and when an outlet valve is opened water is immediately available.
Procedure for Filling the Stern Tube Cooling Water Tank with Fresh Water from the Domestic Fresh Water Tanks
a) Check the level of water in the stern tube cooling water tank and assess the quantity of water needing to be transferred. Check the amount of fresh water in the fresh water tank to be used and ensure that it is sufficient for the purpose.
d) Using the No.1 fresh water pump on manual, fill the hydrophore tank until the water level gauge glass is full, then stop the pump. Open the compressed air inlet valve and pressurise the hydrophore tank to normal working pressure (4.0kg/cm2). e) Put the No.1 fresh water pump in automatic mode at the control panel and allow it to cut in and out as required in order to maintain pressure in the system and level in the tank. Gradually open the tank outlet valve followed by the inlet valves to each system in turn, checking that there are no leaks. The pump should start and stop as required maintaining the pressure in the hydrophore tank.
b) Open the stern tube cooling water tank filling valve D-5V and the line valve D-12V. Open the stern tube tank supply valve from the chosen fresh water tank. D-4V for the port tank or D-3V for the starboard tank. Note: The stern tube cooling water tank may be emptied by means of the bilge pump. See section 2.9.1 of this machinery operating manual.
f)
g) When the system has stabilised vent any air using the highest tap or valve in each section of the system. h) The fresh water hydrophore system is now operational and fresh water is being supplied to the various services. The description assumes that the port domestic fresh water tank and No.1 fresh water pump are in use.
Procedure for Operating the Hot Water System

Operate the fresh water system as in parts a ) to d) above and set the hot water system valves as follows: Position Open Open Description Calorifier supply from cold water system Calorifier outlet valve IMO No: 9315197 Valve D-16V D-17V Section 2.14.1 - Page 4 of 4
Maersk Seletar
Illustration 2.14.2a Domestic Refrigeration System
TI TT
Junction Box Ozone Generator

TI TT
Junction Box
Control Panel
Meat Room
Accommodation
Vegetable Room
Engine Room
Heat Exchanger
PS PI PS PI PI PS PI PS
Discharge
Discharge
Suction
Suction
Oil Separator
Compressor Compressor Control Panel

PI PS T
Compressor
Oil Separator
Purging
Purging
T PI PS
Key
Condenser Refrigerant Gas Refrigerant Liquid Fresh Water Lubricating Oil
Condenser
To/From Central Cooling System
Dryer
Liquid Charging Valve
Instrumentation
IMO No: 9315197
Maersk Seletar
2.14.2 Domestic Refrigeration System
Manufacturer: Type: Model: No. of sets: Compressor Manufacturer: Type: Model: No. of sets: Drive motor: Condenser Manufacturer: Type: Model: Shell and tube CRKF 221218 Bitzer Single stage, reciprocating 4 cylinder, semi- hermetic 4DC-5.2Y 2 3.95/2.41kW York Marine/Hi-Press Korea Direct expansion, air cooled: R134a MCU4DC/221218-D 2 Under normal conditions one compressor/condenser unit is in operation, with the other ready for manual start up, with all valves shut until required. The system is not designed for parallel operation of the compressor units and the valve on the compressor unit which is out of operation must be fully closed. The compressor draws R134a vapour from the cold chamber evaporators and pumps it under pressure to the condenser which is cooled by water circulating from the central cooling FW system. In the condenser the gas is condensed under pressure to become a liquid. The liquid refrigerant is returned through a dryer unit and filter to the cold room evaporators. The compressors are protected by high pressure, low pressure, low lubricating oil pressure and condenser cooling water failure cut out switches. A thermostat in each room enables a temperature regulating device to operate the solenoid valves independently so as to reduce the number of starts and running time of the compressor. The evaporators accept the refrigerant as a supercooled vapour from their expansion valves. The opening of the expansion valve is controlled by the refrigerant temperature at the outlet from the evaporator. This vapour extracts heat as it passes through the evaporator but is still colder than the liquid stage. The vapour then returns to the compressor through the heat exchanger where it cools the liquid refrigerant further.. The solenoid valves at the air coolers (evaporator units) are opened and closed by the room thermostats allowing refrigerant gas to flow to the evaporator when open. With the solenoid valves closed no gas flows to the evaporators and so no gas flows back to the compressor suction, the low pressure switch will stop the operating compressor. Any leaks of refrigerant gas from the system will result in the system becoming undercharged. The symptoms of the system undercharged will be low suction and discharge pressures with the system eventually becoming ineffective. Bubbles will appear in the liquid gas flow sight glass. When required, additional refrigerant can be added through the charging line, after first venting the connection between the refrigerant bottle and the charging connection in order to prevent air in the connection pipe from entering the system. The added refrigerant is dried before entering the system. Any trace of moisture in the refrigerant system will lead to problems with the thermostatic expansion valve icing up and subsequent blockage. The meat room operating temperature is -20C and the vegetable room operating temperature is +2C. The temperatures of the rooms are regulated by means of the room thermostats which activate the associated solenoid valve supplying gas to the air cooler/evaporator. IMO No: 9315197

To Start the Refrigeration Plant Either No.1 or No.2 refrigeration compressor may be used. a) All stop valves, except the compressor suction valve in the refrigerant line should be opened and fully back seated to prevent the pressure in the valve reaching the valve gland.
b) Check that the compressor oil level is correct. The crankcase heater should be switched on 6-8 hours before the compressor is started; the crankcase heater switch is turned from the 0 to the 1 position to switch it on. This ensures that the lubricating oil is at the correct temperature and that refrigerant gas, which dissolves in the crankcase oil, is released and so reduce foaming. c) Open the suction check valve when the heater is switched on.
d) Check the quantity of refrigerant charge. With the system shut down, gas should be pumped into the condenser where the quantity of gas may be observed in the sight glass. e) Open the condenser cooling water inlet and outlet valves from the central cooling system and supply cooling water to the condenser. Purge air completely from the cooling water system by opening the air purger on top of the condenser or the air purging valve on the pipeline. Check the compressors smoothness by manually turning it over.
Heat Exchangers (Evaporators) Meat room: Vegetable room: HFS - 5 - SS HFS - 2
Introduction
The plant is situated in the engine room at the 2nd deck level on the port side. The refrigeration plant is automatic in operation and consists of two reciprocating type compressors, two condensers with an evaporator coil/fan unit in each of the two refrigerated chambers (meat and vegetable rooms). Cooling for the meat and vegetable rooms is provided by a direct expansion R134a system. Liquid R134a refrigerant is passed to the evaporator coil for the room and the expansion valve regulates the amount of liquid flowing to the evaporator in accordance with the gas outlet temperature; if the temperature has risen more refrigerant passes to the evaporator. The liquid expands to the gas stage in the evaporator coil by extracting heat from the air in the refrigerated chamber. Air in the cold chamber is circulated over the evaporator coils by an electrically driven fan. The supply of refrigerant to the expansion valve is regulated by means of a temperature controlled solenoid valve in the supply line. The refrigerating room evaporator is equipped with a timer controlled electric defrosting element. The frequency of defrosting is chosen by means of a timed defrosting relay built into the starter panel.
f)
g) After the crankcase warming period start the compressor by turning the compressor switch from the 0 to the 1 position. The compressor will operate in automatic mode. h) Open the suction stop valve gradually to prevent knocking from any returning liquid refrigerant until fully open. The compressor will operate but will stop automatically due to the low pressure cut-out as no gas is flowing in the system. Checklist During Operation Check the inlet and outlet pressure gauges Check the compressor oil level Check the system for gas leakages Check for abnormal noise or vibration
Maersk Seletar
Illustration 2.14.2b Domestic Refrigeration Plant Panels
PROVISION REFRIGERATION PLANT FAN SWITCHBOARD
PROVISION REFRIGERATION PLANT COMPRESSOR 1 SWITCHBOARD

SOURCE
MEAT ROOM
TEMP.1 TEMP.2 Hour FAN SOL. V/V DEFROST ALARM
VEGETABLE ROOM
TEMP.1 TEMP.2 Hour FAN SOL. V/V DEFROST ALARM
COMPRESSOR RUN
COMMON ALARM
STANDBY
MOTOR OVERHEATING
FAN SWITCH
MANUAL DEFROST
FAN SWITCH
FAN SWITCH
MANUAL DEFROST
FAN SWITCH
RESET
RESET
0/1
0/1
AE _ CC _ 01 CONTROLLER
AE _ CC _ 01 CONTROLLER
COMPRESSOR OZONE GENERATOR VEGETABLE ROOM
0 0 5 6 8h 0 0 05 6 8 h
HEATING ELEMENT CRANKCASE
PROVISION REFRIGERATION PLANT COMPRESSOR 2 SWITCHBOARD

SOURCE
COMPRESSOR RUN
COMMON ALARM
STANDBY
MOTOR OVERHEATING
COMPRESSOR
0 0 5 6 8h 0 0 05 6 8 h
HEATING ELEMENT CRANKCASE
IMO No: 9315197
Maersk Seletar
Procedure for Putting the Cooler Rooms into Operation
a) Start the fan unit for one refrigerated chamber. e) f) The compressor restarts. When the coil surface temperature has gone below the freezing point, the fan in the refrigerating room starts.
b) Open the refrigerant gas return valve for the selected chamber. c) Open the refrigerant liquid inlet valve for the chamber.
The system is now back on the refrigerating cycle again. If defrosting is not completed at the expiration of the defrosting period, a new defrosting cycle will commence.
d) The thermostatic expansion valve will regulate the flow of gas to the evaporator. The system will operate automatically with the compressor stopping due to the low pressure cut-out when the return gas flow has reduced because the expansion valves is closed or the temperature controlled solenoid valve has closed. e) When the first refrigerated room is at the desired temperature and the plant is operating correctly, open the refrigerant valves for the second room and check the operation of the system. When the system has stabilised it may be left for automatic operation.
System Running Checks to be Carried Out at Regular Intervals

Check the lubricating oil level in the crankcase. Check the moisture indicators on the gas flow system. Check the suction and discharge pressure and temperature. Any unusual variations should be investigated. Check all the room temperatures and evaporation coils for any sign of frosting. Check for leaks if the level of gas in the system appears to have fallen.
f)
Note: Valves must be fully opened and back seated in order to ensure that there is no pressure on the valve stem seals.
Procedure for Defrosting the Meat Room Evaporator

The evaporator in the meat room is fitted with electrical defrosting equipment ie, the evaporator and drip tray are provided with electric heating elements. The frequency of defrosting is chosen by means of a defrosting relay built into the starter panel. The defrosting sequence is automatic and as follows: a) The compressor stops and all the solenoid valves in the system close.
Procedure for Stopping the Plant for a Short Period

a) Close the liquid supply line valve to the evaporator for 5 minutes before stopping the plant.
b) When the compressor stops on the low pressure cut-out, press STOP on the control panel. c) When the compressor has stopped, close the suction and discharge stop valves.
b) The fan in the refrigerating room stops working. The fan in the cooling room continues the circulation of the warm air over the coolers thus keeping the cooling surfaces free from ice. c) The electric heating elements in the refrigerating room are switched on.
d) Turn on the crankcase heater.
Procedure for Stopping the Plant for a Long Period

a) Close the main stop valve after the condenser. Evacuate the evaporators.
d) As long as the coolers are covered with ice, the melting takes nearly all of the heat supplied and the temperature of the cooler and the refrigerant is constantly kept near zero. When the ice has melted, the refrigerant temperature rises in the refrigerating room. When the temperature reaches the set point (approximately +10C) of the defrosting thermostat, the heating elements are switched off.
b) Allow the temperature to rise in the evaporators, repeat after evacuation. c) When the suction pressure is slightly over atmospheric, stop the compressor and close the suction and discharge stop valves. The liquid refrigerant gas will be stored in the condenser.
IMO No: 9315197
Maersk Seletar
Illustration 2.14.3a Accommodation Air Conditioning System Accommodation Air Handling Unit
Galley Fan Coil Unit
Cooler 1-1 102,120 Kcal/h
Cooler 1-2 102,120 Kcal/h
2 x 7,500 Kcal/h
Upper Deck SCV-65
HSV-32
PI Oil Separator Compressor
PS
DPI
PI
PI
PI Oil Separator
PI
PS
DPI
PI
PI
PI
Compressor PS PS
Key Refrigerant Gas
PS
To/From LT Cooling System
PI
To/From LT Cooling System
PS
PI
Refrigerant Liquid Fresh Water Cooling Condenser / Receiver Lubricating Oil Instrumentation
Condenser / Receiver
PI
Pressure Indicator Thermostatic Expansion Valve
For Liquid Change
Dryer
For Liquid Change
Dryer
IMO No: 9315197
Maersk Seletar
2.14.3 Accommodation Air Conditioning System
Refrigeration/Condensing Units Manufacturer: Model: No. of sets: Compressors Manufacturer: No. of sets: Model: Type: Cooling capacity: Motor: Condenser Manufacturer: Model: No. of sets: Air Handling Unit Manufacturer: Model: No. of sets: Type: Cooling capacity: Heating capacity: Hi-Press AHU-08-ECONOVENT 1 Single pipe reheat 475kW 590kW CRKF 411910 2 York Marine/ Sabroe 2 CMO 28 8 cylinder reciprocating 107.6kW 34.5kW York Marine/Hi-Pres MCU 28/502320 2 A fan section A discharge section Humidification of the air is arranged with automatic control and this is fitted at the outlet part of the AHU. The air is supplied through the distribution trunking to the accommodation. The system is designed for 100% fresh air with heat recovery by means of the Econovent rotary heat exchanger (enthalpy wheel) which transfers heat from the outgoing air to the incoming fresh air. Cooling is provided by a direct expansion R134a system. The plant is automatic and consists of two compressor/condenser units supplying the evaporators contained in the accommodation air handling unit. The expansion valves for the coils are fed with liquid refrigerant from the air conditioning compressor, the refrigerant having been compressed in the compressor then cooled in the condenser where it is condensed to a liquid. The liquid R134a is then fed, via dryer units, to the evaporator coils where it expands under the control of the expansion valves, before being returned to the compressor as a gas. In the evaporator coils it extracts heat from the air passing over the coils. There are two compressors and each is an eight cylinder two stage unit with two high pressure and six low pressure cylinders. Each is fitted with an internal oil pressure activated unloading mechanism which affords automatic starting and variable capacity control of 100%, 75%, 50% and 25% of full capacity by unloading groups of cylinders. This variable capacity control allows the compressor to remain running even when the load is relatively light and thus avoids the need for frequent stopping and starting. The compressor is protected by high and low pressure cut-out switches, a low lubricating oil pressure trip, a cooling water pressure trip and a high pressure and oil supply pressure differential trip. A crankcase heater and cooler are also fitted. Any leakage of refrigerant gas from the system will result in the system becoming undercharged. The symptoms of the system being undercharge will be low suction and discharge pressure and the system will eventually become ineffective. A side effect of low refrigerant gas charge is apparent low oil level in the sump. A low charge level will result in excess oil being entrapped in the circulating refrigerant gas, causing the level in the sump to drop. When the system is charged to full capacity, this excess oil will be separated out and returned to the sump. During operation, the level as shown in the condenser level gauge will drop. If the system does become undercharged, the whole system pipework should be checked for leakage. The only reason for an undercharge condition after operating previously with a full charge is that refrigerant is leaking from the system. When required, additional gas can be added through the charging line, after first venting the connection between the gas bottle and the charging connection. The added refrigerant is dried before entering the system. Any trace of moisture in the refrigerant will lead to problems with the thermostatic expansion valve icing up and subsequent blockage. IMO No: 9315197

Cooling water for the condenser is supplied from the low temperature central fresh water cooling system. Air is circulated through ducting to outlets in the cabins and public rooms. The air flow through the outlets can be controlled at the individual outlets. Reheating of the air at the outlets is available from circulating hot water. A valve at the outlet allows hot water to circulate around a heating coil over which the air flows before discharge through the cabin outlet. The reheat water comes from a separate accommodation heating water system. Two water circulation pumps are fitted, one working as the duty pump and the other set as the standby pump. These pumps circulate water through a heater which is heated by steam, and the water is then circulated through the accommodation spaces with branches to individual air outlets. A valve at each air outlet vent allows for individual control of reheat.
Procedure for the Operation of the Air Conditioning System

The air conditioning system is designed to run with one compressor at a time which meets the full air conditioning load of the accommodation. Capacity control is automatic, but for borderline temperatures, capacity can be controlled manually. Setting the Air Conditioning System a) Check that the AHU air filters are clean.
b) Set the air dampers to the outside position. c) All stop valves, except the compressor suction in the refrigerant line should be opened and fully back seated to prevent the pressure in the valve reaching the valve gland.
Introduction
The air is supplied to the accommodation by an air handling unit (AHU) located in the air conditioning unit room situated in the accommodation block on the starboard side of the upper deck (accessed from the engine room). The AHU consists of an electrically driven fan drawing air through the following sections from inlet to outlet: One air filter One steam preheating unit One enthalpy exchanger of the rotating composite type One reheat section Two air cooler evaporator coils A humidifier section A water eliminator section Issue: Draft 1 - July 2007
d) The crankcase heater on the compressor(s) to be used should be switched on a least 6 to 8 hours prior to starting the compressor. The heaters are switched on by pressing the HEATER pushbutton at the compressor control panel. e) Check that the crankcase oil level is correct and check the quantity of refrigerant charge.
Starting the Air Conditioning Unit a) Start the cooling water supply for the condenser cooling. The cooling water comes from the engine room low temperature central cooling FW system and will probably already be running. Ensure that the supply and return valves to the air conditioning condensers are open for the operating air conditioning compressor unit. Supply cooling water to the condenser. Check that the supply of water from the central cooling system is correct. Section 2.14.3 - Page 2 of 5
Maersk Seletar
b) Purge air completely from the cooling water cycle by opening the air purger on top of the condenser or the air purging valve on the pipeline. Check the compressor smoothness by manually turning it over. c) Check the compressor drive coupling.
Illustration 2.14.3b Air Conditioning Compressor Starter Panel

Procedure for Shutting Down the Compressor for Short Periods
a)
AIR CONDITION PLANT COMPRESSOR 1 SWITCHBOARD
Close the condenser liquid outlet valve and the outlet from the filter.
d) Start the AHU supply fan, exhaust fan and econovent enthalpy exchanger. Check that air is flowing to all parts of the accommodation. Fans may be started and stopped locally at the starter panel in the AHU room or remotely from the compressor control panel on the starboard side of the 2nd deck. e) The Temperature Regulation switch at the air conditioning compressor panel must be set for the appropriate requirement:
CURRENT (AMP)
COUNT (HOUR)
SUCTION TEMP(C)
POWER RUN ALARM HEATER STAND_BY ANTI_RECYCLING
HI_PRES KOREA
b) Allow the compressor to pump out the system to the condenser so that the low level pressure cut-out operates. c) Isolate the compressor motor.
CAPACITY CONTROL
1ST 2ND
HEATER
MODE/SET
UP
DOWN
START
STOP/RESET
3RD 4TH
d) Close the compressor suction valve. e) Close the compressor discharge valve. Close the inlet and outlet valves on the cooling water to the condenser.
RCC_1_HD CONTROLLER
AIR CONDITION PLANT COMPRESSOR 2 SWITCHBOARD
f)
POWER RUN ALARM HEATER STAND_BY ANTI_RECYCLING
Position 1: Compressor 1 Cooler 2 and 1 Position 2: Compressor 1 Cooler 1, Compressor 2 Cooler 2 Position 3: Compressor 2 Cooler 1 and 2 The air conditioning compressors and AHU coolers will operate according to the setting of the switch. f) Start the air conditioning plant compressor by pressing the START pushbutton on the compressor control panel. Confirm that the compressor operates and check the correct direction of rotation. Adjust the suction stop valve gradually until it is fully open. When the compressor starts making a knocking noise close the valve immediately. When the noise stops open the valve again. Repeat this operation until the noises completely disappear.
1 COMPR. 1 COOLER 2 & 1
CURRENT (AMP)
COUNT (HOUR)
SUCTION TEMP(C)
HI_PRES KOREA
g) Switch on the crankcase heater.
CAPACITY CONTROL
1ST 2ND
HEATER
MODE/SET
UP
DOWN
START
STOP/RESET
3RD 4TH
RCC_1_HD CONTROLLER
Procedure for Shutting Down the Compressor for a Prolonged Period

If the air cooling system is to be shut down for a prolonged period, it is essential to pump down the compressor refrigerant gas system and isolate the refrigerant gas charge in the condenser. Leaving the system with full refrigerant pressure in the lines increases the tendency to lose charge through the shaft seal. The Temperature Regulation switch must be set for a single compressor. a) Shut the liquid outlet valve on the condenser and the outlet from the filter.
2 COMPR. 1 COOLER 1 COMPR. 2 COOLER 2
3 COMPR. 2 COOLER 1 & 2
TEMP REGULATION
AC_1 FAN FAULT
ER_2 FAN FAULT
i)
AC_1 FAN R/START
ER_2 FAN R/START
Compressor Running Checks Check the inlet and outlet pressure gauges. Check the oil level and oil pressure. Check the crankcase for foaming. Check for gas leakages using the appropriate equipment. The lubricating oil pressure should be checked at least daily. The oil level in the crankcase should be checked daily. The suction and discharge pressure should be checked twice per day. The temperature of oil, suction and discharge and motor bearing temperature should be checked twice per day. A check should be kept on shaft seal oil leakage. Issue: Draft 1 - July 2007
AC_1 FAN R/STOP
ER_2 FAN R/STOP
b) Run the compressor until the low pressure cut-out operates. The refrigerant gas will be condensed in the condenser and it will remain there as the condenser outlet valve is closed. c) After a period of time the suction pressure may rise, in which case the compressor should be allowed to pump down again, until the suction pressure remains low and the compressor does not start again automatically.
d) Shut the compressor suction and discharge valves. e) f) Close the cooling water inlet and outlet valves and drain the condenser of water. The compressor discharge valve should be marked closed and the compressor motor isolated, in order to prevent possible damage. Section 2.14.3 - Page 3 of 5
IMO No: 9315197
Maersk Seletar
Procedure for Operating the Air Conditioning System
The air conditioning system will cool the air if required, will provide heating to the air if needed, will remove excess moisture from the air if necessary and will humidify the air to the correct level for comfort. A comfortable atmosphere is a combination of temperature and humidity and both must be controlled. Higher temperatures are more tolerable if the air is dryer. The cooling effect on the air as it passes over the evaporator coil removes moisture and a level of humidity is important for comfort so it is necessary to humidify the air again by spraying steam into the circulating air flow. The humidity is detected by a sensor and the steam is introduced automatically. The system operates with 100% fresh air which is better than using a percentage of recirculating air and the AHU fresh air inlet damper should normally be fully open. In order to improve operating efficiency an econovent unit is used. This heats the incoming air by means of the outgoing air if the incoming air is colder than the outgoing air, or cools the incoming air by means of the outgoing air if the incoming air is hotter than the outgoing air. One or both coolers in the AHU may be operated according to cooling requirements. The operating cooler selection is made by means of the Temperature Regulation switch at the air conditioning compressor starter panel. a) Check that the air circulation fans are operating correctly and check that the econovent motor is operating and that the unit is rotating. the number of compressors and coolers to operate as described above in the compressor operating procedure.) g) Set the humidity level desired. The steam valve will operated as required to inject steam into the air flow. The humidity level is measured for the recirculation air entering the air conditioning unit. h) Ensure that the drains from the evaporator unit are working satisfactorily and that no water is lying in the drain tray. WARNING It is essential that no water should be lying in the air conditioning system as this can become a breeding ground for legionella bacteria which can have serious, or even fatal, consequences. The drain should be kept clear and areas where water can lie should be sterilised at frequent intervals.

Illustration 2.14.3c Accommodation Heating Water Circulation System
To/From Individual Cabin Reheat Units
Key Hot Water Circulation Fresh Water Steam 6kg/cm2 Condensate Electrical Signal Fresh Water Expansion Tank (0.6m3) LS High Level
Accommodation Spaces Reheat

Accommodation Hot Water Circulating Pump Manufacturer: No. of sets: Model: Capacity: Heater Manufacturer: No. of sets: Type: Model: Capacity: Ajva Aps 1 Shell and tube A/1.5m2 75,000kcal/h
TC
T.Smedguard 2 ELVARIO 5-95-2 10m3/h
Fresh Water Hydrophore System
M-64V PI
M-66V
b) Check that the air conditioning compressor system is functioning correctly if cooling of the air is required. c) Open the steam supply valve to the air conditioning unit from the steam system.
TI Fresh Water Heater
PI
d) Check that the humidifying steam supply valve is open. e) If the air needs heating, check that the steam heating inlet and outlet valves are open. Steam supply to the preheat and reheat sections of the AHU is regulated by temperature control valves with further steam inlet valves to the AHU. The steam regulating valves may be bypassed if manual control is needed. The drain valves from the AHU must be open. Set the temperature controller (thermostat) to give the desired temperature. The expansion valve to the evaporator will operate to allow gas to the evaporator coil in order to reduce the air temperature. If heating is required the steam supply valve will operate to allow steam into the heat exchange units. (Select
The temperature in individual cabins and public rooms may be regulated by means of local heating, known as reheating, applied to the air before it leaves the cabin or public room vent. Hot water is circulated through pipes with branch pipes going to heat exchange units at each air outlet vent. The flow of water to the individual heat exchangers, and hence the temperature of the air leaving the vent, may be regulated by adjusting the water flow valve at each vent. The valve may be closed to give no reheating of the air or it may be opened to allow for controlled reheat. The hot circulating reheat water comes from a dedicated accommodation hot water system which has two pumps and a heat exchanger supplied with heating steam. The system has an expansion tank located in the funnel casing. Make-up water is supplied from the fresh water hydrophore system.
M-61V PI No.1 PI
M-65V M-60V Power 24V DC
T-108V
Condensate
M-63V
f)
Fresh Water Circulating Pumps PI PI
T-113V M-62V Steam 6kg/cm2
T-114V T-115V
No.2
IMO No: 9315197
Maersk Seletar
Within the accommodation spaces there are isolating valves which enable sections of hot water pipework to the cabins to be isolated from the system for maintenance. These must all be open if the system is to function correctly.

Fan Coil Unit for Galley
The fan coil unit for the galley, which is located in the entrance foyer to the dry provision room, is supplied with refrigerant gas, when required, from the accommodation air conditioning system. Each compressor unit has separate supply and return lines, there being two evaporator coils in the galley unit. The galley unit also has an electric heater. The galley fan coil unit can only be supplied with refrigerant gas from the accommodation air conditioning supply system. The galley fan coil unit refrigerant gas supply and return valves should be open if cooling of the air is required. The fan coil unit has a control panel containing Fan START and STOP pushbuttons, a Heater ON/OFF switch and two cooling ON/OFF pushbuttons, one for each cooling coil. In order to operate the unit the fan must be started and the Heater switch turned to the ON position if heating is required. If cooling is required the Cool 1 and Cool 2 switches should be turned to the ON position; the system will operate with one or both coils supplied with gas and normally both are set for operation. Once set the galley fan coil unit will operate automatically and maintain the set temperature. Default temperatures are set at commissioning and should not be changed without good reason. It is possible for the operator to change the operating temperature, and the default unit temperatures, at the controller. The method for changing temperature settings is given at the plate fitted to the controller.
Procedure for Operating the Air Conditioning Reheat System

a) Check that the expansion tank is full and replenish with water from the fresh water hydrophore system as required.
b) Open the instrumentation valves and check that all instruments are functioning. c) Set the valves as in the following table: Description No.1 accommodation hot water pump inlet valve No.1 accommodation hot water pump outlet valve No.2 accommodation hot water pump inlet valve No.2 accommodation hot water pump outlet valve Line valve from expansion tank FW heater water inlet valve Make-up valve from hydrophore system Heater drain valve Heater steam supply valve Heater temperature controlled steam valve Heater temperature controlled steam valve outlet valve Heater temperature controlled steam valve bypass valve Valve M-60V M-61V M-62V M-63V M-66V M-65V M-64V T-113V T-114V T-115V
Position Open Open Open Open Open Open Closed Open Open Open Open Closed
d) Select one accommodation hot water pump as the duty pump and start that pump at the local starter panel. e) Check that water circulation is positive through the entire system and that the heater is operating correctly to maintain the desired water temperature. Operate the cabin and public room heater controls to maintain the desired space temperature through air reheating.
f)
Note: If the system has been shut down for any reason all accommodation reheat valves should be opened in order to ensure that water is circulating through the individual reheaters. Every month individual reheat valves should be opened for a short while to provide a circulation through the heater units and to avoid problems related to stagnant water in the reheat units.
IMO No: 9315197
Maersk Seletar
2.14.4 Miscellaneous Air Conditioning Units
Package Air Conditioning Unit Manufacturer: No. of sets: Model: Type: Cooling capacity: Heating capacity: Supply air volume: Compressor Manufacturer: Type: Model: Power: Danfoss-MANEurop Hermetically sealed reciprocating MTZ80-4 10.01kW, 440V, 3ph, 60 Hz Finetec Century Corporation 3 MP-G5HF3 Heating and cooling with refrigeration unit and electric heater 15,000kcal/h (17.4kW) 12,900kcal/h (15.0kW) 66m3/minute turning the switch to the HEAT position. There are two heater switches, one or both of which may be switched on. When cooling is selected the heaters should be switched off. A pushbutton marked COOL/HEAT starts the cooling or heating system depending upon which has been selected by the selector switch. The refrigeration system is provided with a dual high/low pressure cutout switch and there is a fusible plug fitted to the condenser which will fail should the temperature become excessive. The compressor lubricating oil level must be checked at frequent intervals. An oil heater is started when the main power switch is turned to the ON position; the oil heater must be activated 12 hours before the refrigeration compressor is started if the compressor has been stopped for a number of days. f)

Press the illuminated FAN pushbutton in order to start the fan and check that the fan is working correctly.
g) At the selector switch select HEAT or COOL as required and if heating is required turn one or both heating switches to the ON position. When the fan is operating correctly press the COOL/HEAT pushbutton to start the heating or cooling system operating. The package air conditioning unit will operate automatically and maintain the desired temperature in the room. Gauges are provided at the front of the unit showing the compressor discharge pressure and the evaporator pressure. A thermostat regulates the electric heater and a fuse is fitted to the circuit to protect in the event of excess current. The desired temperature is set at the temperature controller located at the front of the panel. Pressing the up or down arrow pushbuttons allows for the selection of an operating temperature. Maintenance of the unit under normal operation should be limited to a monthly check for refrigerant loss and cleaning of the air filter. A more intensive inspection should be carried out every year which should include a check of the fan belt tension and condition. Daily checks should be made for vibration, inability to maintain the desired temperature and refrigerant gas pressures. More detailed information is available in the manufacturers handbook for this equipment.
Procedure for Operation of the Unit Coolers

a) Prior to operating the unit coolers the cooling water inlet and outlet valves from the central fresh water cooling system must be opened as follows:
Introduction
Two units are located in the engine control room and one in the workshop, each unit has a refrigeration section for cooling and an electric heater for heating. Air is circulated by means of a fan and the air blows over the heating element or refrigeration evaporator coil as required. The refrigeration unit is of the vapour compression type with a refrigeration compressor, condenser and evaporator. Cooling water for the condenser is supplied from the central fresh water cooling system and this must be operating with the supply and return valves opened before the package unit can be put into operation. The refrigeration unit is located at the bottom of the air conditioning cabinet and the evaporator is located above the refrigeration section. Above the evaporator coils is the heater and above that the fan. The fan draws air from the workshop or engine control room and passes it over the evaporator coils or the heating element before discharging it back into the workshop or engine control room. A suction filter is fitted at the air inlet to the package air conditioning unit. This filter must be cleaned at frequent intervals in order to ensure that the air flow across the heater/cooler is adequate. When the main power supply to the package unit is activated the white POWER lamp is illuminated and the compressor oil sump heater is energised. The fan is started by pressing the illuminated FAN pushbutton and the fan is normally running in order to provide for air circulation even when heating or cooling is not required. The control at the front of the package air conditioning unit contains a switch for selection of heating or cooling, the positions are marked HEAT and COOL. Cooling is selected by turning the switch to the COOL position and heating by Issue: Draft 1 - July 2007 No.1 ECR (Port) Air Conditioning Unit Cooling fresh water inlet valve Cooling fresh water outlet valve No.2 ECR (Starboard) Air Conditioning Unit Cooling fresh water inlet valve Cooling fresh water outlet valve Workshop Air Conditioning Unit Cooling fresh water inlet valve Cooling fresh water outlet valve W-159V W-160V
W-161V W-162V
W-157V W-158V
b) Ensure that cooling water is flowing through the condenser of the air conditioning unit. c) Check the level of lubricating oil in the refrigeration compressor and check that the compressor motor drive is free. The lubricating oil level should be checked at weekly intervals when the unit is in service.
d) Ensure that electrical power to the air conditioning unit is switched on. The power should be turned on for 12 hours before the unit is started in order to warm the lubricating oil. e) At the thermostat select the desired room temperature.
IMO No: 9315197
Maersk Seletar
Illustration 2.14.5a Sewage Treatment System
To Funnel Wire Mesh Flame Screen Waste Water (S) Deck Discharge Connections BG-65V BG-64V Port Starboard Hospital Waste Water
Soil (Port)
Soil (Starboard)
Sweat Scupper Drain
Waste Water (S)
Catering Space Drain
Refrigerated Provision Chambers
Engine Room Toilet Hot and Cold Water Supply To Sewage Treatment Plant
P-19V
P-5V P-18V P-25V
A
From Waste Water (Port)
P-3V
P-4V
CI PS PS
P-14V P-22V P-6V 1 PI P-36V P-13V P-8V P-7V Discharge Pump Vacuumarator Pumps M P-23V P-35V CI LS P-11V Sewage Collecting Tank (3.0m3)
Air Compressor UV Steriliser LS
P-15V
LS LS Tank 2 Tank 3 LS 8.3 8.2
Sewage Treatment Plant Tank 1 To Bilge Well 8.1 P-1V P-10V P-9V
P-12V P-16V
PI
PI Key Black Water Grey Water Sea Water To No.1 Ballast Eductor P-26V P-27V P-28V P-24V Double Bottom Sewage Collection Tank (159.5m3) P-17V
No.1 Discharge Pumps
No.2
From Sea Water Cooling System
IMO No: 9315197
Maersk Seletar
2.14.5 Sewage Treatment
Sewage Treatment Plant Manufacturer: No. of sets: Model: Type: Capacity: Discharge pumps: Capacity: Air blower: Capacity: Steriliser: Model: Capacity: Vacuum Unit Manufacturer: Model: Vacuumarator pump: No. of sets: Jets Vacuum AS Jets 30MB-D/1DP Jets 15MB-D 2 Gertsen and Olufsen AS 1 MBR 030 BIOREACTOR BG-V Biological 30 persons, 5.55m3/day, 2.25 kg BOD5 Centrifugal non-clog (x 2)DWO 400 5m3/h Becker DT 4.25K 30m3/h Ultra-Violet RUV 90-25 IP 54 2.75m3/h maximum Inlet or Mixing Compartment The sewage in this compartment is from the lavatory pans, urinals and hospital in the accommodation spaces. The incoming effluent material mixes with the activated sludge already present in this compartment. The passage through the vacuumarator breaks down the raw sewage into small particles which mix easily and encourage bacterial action. Bioreactor Compartment - Tank 1 Effluent from the inlet or mixing compartment drops to the bioreactor compartment by gravity. The matrix unit in the compartment ensures movement of the effluent and rapid biological breakdown of the raw sewage by the bacteria present. Air is supplied by means of a blower and distributed evenly though the tank by aerators. The gas produced during the bacterial action which takes place is vented to atmosphere at the funnel top. Oxygen from the air is essential for the aerobic activity of the bacteria. These organisms require oxygen for digesting the raw sewage and it also assists by agitation and mixing the incoming sewage with the water, sewage sludge and bacteria already present in the compartment. A screen at the outlet from the aeration compartment prevents the passage of inorganic solids into the bioreactor compartment. Settling or Clarification Compartment - Tank 2 The mixed fluid is transferred means of an air lift, into the clarification compartment and settles out. The water then passes into the treatment and discharge compartment. The remaining sludge, containing the active bacteria, is returned to the inlet compartment by means of an air lift tube for further processing. A surface skimmer in the compartment removes floating sludge and debris from the surface and returns it to the aeration compartment. Clean Water or Discharge Compartment - Tank 3 This compartment is provided with float operated switches which activate the discharge pump when the high level is reached and stop the pump when the compartment is nearly empty. Sterilisation of the treated effluent is by means of an ultraviolet sterilising unit; the effluent is subjected to strong ultraviolet light as it flows from the settling compartment to the clean water compartment. The sewage treatment plant works automatically once it is set but periodic attention is required and the unit must be monitored for correct operation. The treatment plant discharge pumps may be set to discharge overboard, into the double bottom sewage collecting tank or to the port and starboard deck connections for discharge to shore. The sewage collecting tank is either pumped in the same manner or manually drained into the double bottom sewage collecting tank. IMO No: 9315197

Note: Rules governing the discharge of raw sewage must be complied with at all times and the discharge of raw sewage overboard should only be contemplated when the treatment plant is out of service.
Procedure for Operating the Sewage Treatment Plant

Black water from the vacuumarator pumps is normally directed through the three-way valve (P-14V) to the sewage treatment plant. In the event of the plant being out of service the flow may be directed to the sewage collecting tank for discharge overboard or transfer to the double bottom sewage collecting tank for later disposal. The grey water lines are normally directed to the sewage treatment plant. There are two grey water line three-way valves (P-18V and P-19V) are used to direct flow to the sewage treatment plant or overboard. The hospital waste water line discharges only into the sewage collecting tank. The vacuumarator pumps generate and maintain a vacuum between the individual toilet pans and the pumps which discharge to either the sewage treatment unit or the sewage collection tank. The operation of the pumps is controlled by a pressure switch on the inlet manifold. On flushing of the toilet the sewage is drawn through the system at high velocity breaking down the solids and mixing them with the water into a slurry which is discharged to either the collection tank or the treatment unit The two discharge pumps from the treatment unit are controlled by level switches and are able to discharge to overboard, deck connections and the double bottom sewage collecting tank. The description below assumes that No.1 discharge pump is operating and the discharge of treated effluent from the sewage treatment plant is overboard. a) Set the system valves as in the following table: Description Valve Vacuumarator three-way valve set for sewage plant P-14V Port inlet valve to vacuumarator manifold Starboard inlet valve to vacuumarator manifold No.1 vacuumarator pump suction valve No.1 vacuumarator pump discharge valve No.2 vacuumarator pump suction valve No.2 vacuumarator pump discharge valve No.1 discharge pump discharge valve P-16V No.2 discharge pump discharge valve P-17V Pump discharge line drain valve P-24V Suction valve from discharge compartment 8.3 Section 2.14.5 - Page 2 of 4
Collection Tank Discharge Pump: Manufacturer: Model{ No. of sets: Herborner 4HK50 1
Introduction
Sewage (black water) from the accommodation spaces is drawn by vacuum through the pipe system to the vacuumarator pumps. These then discharge to either the sewage collecting tank or the sewage treatment plant located on the third deck in the engine room. The sewage treatment plant is a biological unit which works on the aerobic activated sludge principle. The plant will treat black and grey water and is fully automatic in operation. Air is supplied to the sewage treatment unit by an independent air compressor This sewage treatment plant consists of a tank with four main compartments: Inlet or mixing compartment Bioreactor with matrix (aeration compartment) Settling or clarification compartment Clean water or discharge compartment Issue: Draft 1 - July 2007
Position Set Open Open Open Open Open Open Open Open Closed Open
Maersk Seletar
Illustration 2.14.5a Sewage Treatment System
To Funnel Wire Mesh Flame Screen Waste Water (S) Deck Discharge Connections BG-65V BG-64V Port Starboard Hospital Waste Water
Soil (Port)
Soil (Starboard)
Sweat Scupper Drain
Waste Water (S)
Catering Space Drain
Refrigerated Provision Chambers
Engine Room Toilet Hot and Cold Water Supply To Sewage Treatment Plant
P-19V
P-5V P-18V P-25V
A
From Waste Water (Port)
P-3V
P-4V
CI PS PS
P-14V P-22V P-6V 1 PI P-36V P-13V P-8V P-7V Discharge Pump Vacuumarator Pumps M P-23V P-35V CI LS P-11V Sewage Collecting Tank (3.0m3)
Air Compressor UV Steriliser LS
P-15V
LS LS Tank 2 Tank 3 LS 8.3 8.2
Sewage Treatment Plant Tank 1 To Bilge Well 8.1 P-1V P-10V P-9V
P-12V P-16V
PI
PI Key Black Water Grey Water Sea Water To No.1 Ballast Eductor P-26V P-27V P-28V P-24V Double Bottom Sewage Collection Tank (159.5m3) P-17V
No.1 Discharge Pumps
No.2
From Sea Water Cooling System
IMO No: 9315197
Maersk Seletar
Position Closed Closed Closed Open Open Open Open Closed Closed Description Valve Suction valve from settling compartment 8.2 Suction valve from activation compartment 8.1 Sea water flushing system from main SW pumps P-1V Shipside overboard storm valve P-7V Overboard storm valve P-6V Vent/vacuum breaker valve P-5V Discharge to overboard line P-3V Discharge to deck connections P-4V Discharge to double bottom sewage collection tank P-27V m) The discharge pump will only operate when the final discharge chamber is full. The ultraviolet sterilising lamp operates at all times when power is supplied to the unit and a check must be made to ensure that the lamp is illuminated. WARNING The operator must always wear appropriate eye protection when checking the ultraviolet sterilising lamp. Note: It is essential that bleaches and disinfectants are not used to clean lavatory pans as such material will kill the bacteria in the sewage system. Only approved cleaners without a biocide action are to be used for cleaning lavatory pans. CAUTION Raw sewage from other than the sewage treatment plant discharge compartment may only be pumped to sea in waters where such discharge is permitted and permission from the bridge must be obtained before the discharge takes place. Daily Checks Check that the sludge is being returned to the activation chamber from the settling chamber (the return should operate for about 5 minutes every 30 minutes). Check that the macerator pump, discharge pump and blower are working. Check that the air compressor is delivering air at a pressure of about 0.35kg/cm2. Check that the ultraviolet sterilising lamp is working. Check the pipework for leaks. Weekly Checks Check the bioreactor membranes are clear and clean them by opening and closing the air supply valves twice. Take a sample of the discharge effluent and test. Add dry bacteria floc to the plant as necessary. Clean the ultraviolet lamp and the grease trap. Check the sludge content by filling a 1 litre IMHOFF glass container, or similar, with water from the activation compartment I. Allow the sediment to settle. A sludge content of 300ml to 900ml is satisfactory. A sludge content in excess of 900ml requires the sludge to be discharged to the sea or to a shore facility. Monthly Checks Check that air flows are correct and that compartment vents are clear. Check the operation of float switches and the operation of all pumps and the air blower.

Note: The bacterial action requires a regular supply of raw sewage and discharging sewage directly overboard may reduce effective bacterial action.
Sewage Collecting Tanks

When the treatment unit is out of service the vacuumarator pumps discharge into the sewage collecting tank. This tank may be manually drained into the double bottom sewage collecting tank or pumped out. The discharge pump for the sewage collecting tank is controlled by level switches and discharges to overboard, deck connections and the double bottom sewage collecting tank through the same line as the treatment unit pumps. Flushing water for the tanks and level switches is supplied from the main seawater cooling pump discharge line through valve P-12V for the collecting tank and valve P-28V for the double bottom tank. The double bottom sewage tank may also be discharged overboard by use of No.1 ballast eductor.
b) The sewage treatment unit should be initially filled with water and activated sludge added if it has been emptied for any reason or when commissioning the plant for the first time. This will not be required when the unit has been operating previously but the description is included for completeness. c) Turn the main power switch to the ON position and check that the power lamp is illuminated.
Waste Water Drains and Scuppers

Waste water drains (port) may be directed overboard through three-way valve P-19V and the overboard discharge valve P-8V which is normally always open. The starboard waste water drains may be directed overboard through three-way valve P-18V and the overboard discharge valve P-9V which is normally always open. Alternatively the waste water may be directed to the sewage treatment plant if required by means of the two three-way valves. Catering space waste water drains overboard via the storm valve P-10V. The swimming pool drains overboard through a separate drain line discharging above the waterline and the drain valve is provided with a notice stating that the valve must be Kept closed in port. Drains from the provision refrigeration chamber flow into the engine room bilges via the discharge valve P-15V. Internal scuppers drain to the bilge wells at the engine room tank top level. Weather deck scuppers flow overboard and are terminated at deep draught height. Deck scuppers have cover plates which may be clamped down to seal the opening if required, ie, during bunkering operations.
d) Check that the compartment emptying valves, except for that from the final discharge compartment, are closed. e) f) Turn the compressor switch to the ON position and check that the compressor starts. Turn the selected vacuumarator pump on and select the other as standby. Both pumps will run until vacuum is established.
g) Turn the discharge pump selector switch to position 1 to select No.1 pump as the duty pump or position 2 to select pump No.2 as the duty pump. h) Turn the discharge pump switch to the AUTO position. i) j) Set the Sludge Return solenoid valve switch to the AUTO position. Press the RESET ALARM pushbutton in order to reset any system alarms.
k) Check that sufficient air is being supplied and that sludge is being returned to the activation chambers from the settling chamber. This can be checked by looking at the transparent hose in the return line. l) The sewage treatment plant is now operating.
IMO No: 9315197
Maersk Seletar
Illustration 2.14.6a Garbage Management Plan (i)
Garbage Management Plan For Maersk
Ship Operational Garbage
Cabin Garbage and Public Room
Galley and Messroom Garbage
Deck 1. Plastic 2. Floating dunnage 3. Lining/packing materials 4. Paper, rags, glass, metal, bottles, etc. 5. Oily rags 6. Solid oily waste 7. Waste oil
Engine Room 1. Plastic 2. Floating dunnage 3. Lining/packing materials 4. Paper, rags, glass, metal, bottles, etc. 5. Oily rags 6. Solid oily waste 7. Waste oil
Officers 1. Plastic 2. Paper, rags, glass, bottles, metal, etc.
Crew 1. Plastic 2. Paper, rags, glass, bottles, metal, etc.
Galley Stores 1. Plastic 2. Packing material 3. Paper, glass, bottles, metal, etc.
Galley & Messroom 1. Food waste 2. Plastics 3. Packing material 4. Paper, glass, bottles, metals, etc. Separation Generated garbage separated at source into the marked receptacles by the Chief Cook & 2/Cook
Separation Generated garbage separated at source into the marked receptacles by the Chief Cook
Separation Generated garbage separated at source into the marked receptacles by the occupants/users
Separation Generated garbage separated at source into the marked receptacles by the occupants/users Chief cook will check with the bridge if vessel is more than 12 miles from nearest land.
Location of receptacles Bridge Radio room C.C.R. Laundry Deck stores
Collected by AB AB AB AB AB
Location of receptacles Work shop E.C.R. Engine Store E/R Decks
Collected by Motorman Motorman Motorman Motorman
Location of receptacles Cabin Cleaning gear Lkr on A&C-Dk Conf. room Off. smoking room Infirmary
Collected by Steward Steward Steward Steward Steward
Location of receptacles Cabin Cleaning gear Lk. on upp.&B-Dk Crew smoking room Suez room Gymnasium
Collected by Occupant AB AB AB AB Location of receptacles Inside Store Collected by Steward
Yes
No
Processing of Food Waste Food waste will be processed using chafe cutter or disposer and will be disposed to the sea. Chief Cook is responsible for the operation of the DISPOSER located in the galley.
Location of receptacles
Collected by
Inside galley Steward Officers mess Steward Crew Mess AB
To Sea
TO BE VERIFIED
Storage WATER TIGHT GARBAGE ROOM LOCATED: ON UPPER DECK PORT The collected garbage to be brought every morning to the garbage room as per designated duties for storage.
Storage WATER TIGHT GARBAGE ROOM LOCATED : ON UPPER DECK PORT The collected garbage to be brought every morning and evening to the garbage room as per designated duties for storage.
IMO No: 9315197
Maersk Seletar
2.14.6 garbage disposal and Incinerator

Garbage Disposal Procedures
Food Waste Food waste production for approximately 50 people is given as 15 to 25kg per day or 75 to 125 litres per day without compacting. The daily food waste produced is collected in bags in the galley and transported by hand to the waste management room on the upper deck port side. Dry Waste Dry waste production for approximately 50 people is given as approximately 30kg per day or 1,000 to 1,500 litres per day, without compacting. The volume can be reduced by a factor of 5 by shredding or compacting the waste. Dry waste from the accommodation is collected in the waste management room and compacted. Dry waste from the engine room is taken directly to the garbage room. Other Waste Cans that have contained oils or chemicals must be stored in the garbage room before discharge ashore. The Maersk company Garbage Management Plan procedures must be complied with at all times. This plan designated individuals who are responsible for: Garbage management procedures Disposal of garbage The collection of garbage The processing of garbage The storing of garbage There are procedures for the collection, disposal, processing and storage of garbage and these must be complied with.
* ** ***
Summary of Regulations
Annex V of MARPOL 73/78, the regulations for the Prevention of Pollution by Garbage from Ships, controls the way in which waste material is treated on board ships. Although it is permissible to discharge a wide variety of garbage at sea, preference should be given to disposal utilising shore facilities where available. A summary of the garbage disposal regulations are given next. The special areas are as follows: The Mediterranean Sea The Baltic Sea The Black Sea The Red Sea The Persian Gulf The North West European Waters The Gulf of Aden The Antarctic Ocean The Wider Caribbean Area
Larger items of garbage for disposal which cannot conveniently be stored in the garbage room are stored in other suitable locations where safe storage is available. When disposing of garbage ashore harbour regulations must be complied with at all times and only approved collection agents and disposal facilities must be used. A record must be kept of all garbage disposals.
Illustration 2.14.6b Garbage Regulations
REGULATIONS FOR GARBAGE DISPOSAL AT SEA (ANNEX V OF MARPOL 73/78

GARBAGE TYPE OUTSIDE SPECIAL AREAS ** IN SPECIAL AREAS *** OFFSHORE PLATFORMS & ASSOCIATED VESSELS
PLASTICS - INCLUDES SYNTHETIC ROPES, FISHING NETS AND PLASTIC BAGS FLOATING DUNNAGE, LINING AND PACKING MATERIALS PAPER, RAGS, GLASS, METAL, BOTTLES, CROCKERY AND SIMILAR REFUSE * ALL OTHER GARBAGE INCLUDING PAPER, RAGS, GLASS, etc. COMMINUTED OR GROUND FOOD WASTE NOT COMMINUTED OR GROUND * FOOD WASTE COMMINUTED OR GROUND MIXED REFUSE TYPES
DISPOSAL IS PROHIBITED
> 25 MILES OFFSHORE
> 12 MILES
> 3 MILES
> 12 MILES
> 12 MILES
Garbage Outside Special Areas

Disposal of plastics, including plastic ropes and garbage bags, are prohibited. Floating dunnage, lining and packaging are allowed over 25 miles offshore. Paper, rags, glass, bottles, crockery and other similar materials are allowed over 12 miles offshore. All other garbage including paper, rags etc. are allowed over 3 miles offshore. Food waste can be disposed of in all areas over 12 miles offshore. Due regard should also be taken of any local authority, coastal, or port regulations regarding the disposal of waste. To ensure that the annex to MARPOL 73/78 is complied with, waste is treated under the following cases: Food waste Combustible dry waste, plastic and others Non-combustible dry waste Other waste, including oily rags and cans and chemical cans Issue: Draft 1 - July 2007
> 3 MILES
> 12 MILES
> 12 MILES
****
****
****
COMMINUTED OR GROUND GARBAGE MUST BE ABLE TO PASS THROUGH A SCREEN WITH A MESH SIZE NO LONGER THAN 25 MM. GARBAGE DISPOSAL REGULATIONS FOR SPECIAL AREAS SHALL TAKE EFFECT IN ACCORDANCE WITH REGULATION 5 OF ANNEX V IN "MARPOL." OFFSHORE PLATFORMS AND ASSOCIATED VESSELS INCLUDE ALL FIXED OR FLOATING PLATFORMS ENGAGED IN EXPLORATION OR EXPLORATION OF SEABED MINERAL RESOURCES, AND ALL VESSELS ALONGSIDE OR WITHIN 500 M OF SUCH PLATFORMS.
**** WHEN GARBAGE IS MIXED WITH OTHER HARMFUL SUBSTANCE HAVING DIFFERENT DISPOSAL OR OR DISCHARGE REQUIREMENTS THE MORE STRINGENT DISPOSAL REQUIREMENTS SHALL APPLY.
Collection Facilities
The garbage room, located on the upper deck at the port side of the accommodation block acts as the central collection area for all garbage from the accommodation areas of the ship. Each cabin is provided with two garbage containers, one for plastic waste and one for other waste. Garbage is collected from cabins on a frequent basis and taken to the garbage room for storage and packaging into larger containers for subsequent disposal ashore.
IMO No: 9315197
Maersk Seletar
Illustration 2.14.6c Garbage Management Plan (ii)
Storing Garbage In Garbage Room (Located On A Deck Aft)
Blue Receptacle For sea disposal >25 nm outside special area Examples 1. Floating dunnage 2. Lining 3. Packing materials
Yellow Receptacle For sea disposal >25 nm outside special area Examples 1. Paper, rags, glass, metal, bottles, crockery & similar refuse
Green Receptacle Food waste for sea disposal >25 nm outside special area Examples 1. Food waste
Black Receptacle For landing ashore Examples 1. Paint 2. Chemicals 3. Oil soaked material
Sea Disposal 1. Under the supervision of C/O 2. Obtained permission from Bridge 3. All disposals to be recorded in the garbage log By AB
Disposal To Shore Facility 1. Under the supervision of C/O 2. All disposals to be recorded in the garbage log By AB
To Sea
To land ashore
TO BE VERIFIED
IMO No: 9315197
Section 3: Main Machinery Control

3.1

Main Machinery Control System

3.1.1 Machinery Control and Alarm System Overview 3.1.2 Screen Displays 3.1.3 Alarms and Trips 3.1.4 Trending and Bar Graphs 3.1.5 UMS - Manned Handover
3.2 Engine Control Room, Console and Panels 3.3 Hydraulic Valve Remote Operating System
Maersk Seletar
Illustration 3.1.1a Alarm and Monitoring System
WATCH CABIN UNIT

230V AC UPS4 Bridge
KONGSBERG
Accommodation F-Deck Passage (P and S) Bedroom Day Room Bedroom Day Room Bedroom
KONGSBERG
WATCH CABIN UNIT
WATCH CABIN UNIT
BWM-System in Bridge MOS
Captains Cabin
KONGSBERG
WATCH CABIN UNIT
KONGSBERG
WATCH CABIN UNIT
230V AC UPS3 Voyage Data Recorder Chief Engineer
RDo-16i XB RDo-16i XB
X10
DPU X9 DPU X9
Bedroom
KONGSBERG
WATCH CABIN UNIT
KONGSBERG
WATCH CABIN UNIT
E-Deck Passage (P and S) D-Deck Passage (P and S) Junior Officer (A) Junior Officer (B) Electician
230V AC UPS3
HITACHI
X10
OPERATOR CONTROL PANEL

M/E CONTROL SAFETY M/E L.O SYSTEM M/E F.O SYSTEM M/E COOL'G W. SYSTEM BRIDGE WATCH ENG. WATCH CHIEF ENG. ON DUTY CALL ALL ENG. M/E OVERVIEW M/E EXH. SYSTEM CENTRAL C.F.W SYSTEM 2 E/R BILGE SYSTEM C.S.W SYSTEM
/ 7 4 1 0
* 8 5 2
9 6 3 .
M/E AIR & EXH GAS SYSTEM
M/E AUX SYSTEM
G/E COMMON SYSTEM
NO.1 G/E SYSTEM
2ND ENG. ON DUTY
3RD ENG. ON DUTY
4TH ENG. (A) ON DUTY
CALL DUTY ENG.
CENTRAL C.F.W SYSTEM 1
L.O SERVICE SYSTEM
M/E & G/E F.O SERV. SYSTEM
NO.2 G/E SYSTEM
NO.3 G/E SYSTEM
AUX BOILER SYSTEM
ST'BY P/P SYTEM
4TH ENG. (B) ON DUTY
BLR & INCI F.O SERV. SYSTEM
BOILER FEED W. SYSTEM
COMPRESS AIR SYSTEM
L.O TRANS. & PURI. SYSTEM
KONGSBERG
PURIFIER SYSTEM
STEER'G GEAR SYSTEM
TANK & BILGE SYSTEM
AUX MACHINE SYSTEM
M/E EXH. GAS DEV. TEMP.
F.O TRANS. & PURI. SYSTEM
NO.1 G/E SYSTEM
NO.2 G/E SYSTEM
NO.3 G/E SYSTEM
ELECTRIC & ETC SYSTEM
CARGO TANK SYSTEM
BALLAST TANK SYSTEM
AUTO LOG CONFIG.
NOON LOG
MISC. LOG
OFFSCAN TAGS
SET DATE & TIME WATCH CALL CONFIG. SELECTED POINTS DISPLAY SELECTED BARGR. DISPLAY
INHIBITED TAGS
0
MONITOR OCP DISPLAY
INHIBIT POINTS
SYSTEM FAILURE
SELECTED TREND DISPLAY GROUP ALARM
WATCH CABIN UNIT
SOUND OFF
ALARM SUMMARY
ALARM HISTORY
ALARM ACK.
SYSTEM INFOR. DISPLAY
TAG DETAILS
GROUP DISPLAY
ALARM TEST
LAMP TEST
KONGSBERG
MOS 5X10 230V AC UPS3
WATCH CABIN UNIT
KONGSBERG
WATCH CABIN UNIT
KONGSBERG
WATCH CABIN UNIT
Junior Officer (D) Junior Officer (C) Spare Office (C) Spare Office (B)
HITACHI
Ships Control Centre
KONGSBERG
WATCH CABIN UNIT
KONGSBERG
WATCH CABIN UNIT
24VDC UPS
Switch A
Switch B
24VDC UPS
KONGSBERG
Shipviewer
WATCH CABIN UNIT
230V AC UPS3
KONGSBERG
HITACHI
WATCH CABIN UNIT
Spare Office (A) Dining Saloon Ship Control Centre

KONGSBERG
/ 7 4 1 0
* 8 5 2
9 6 3 .
24V DC UPS U20 U40 X10 X28 X40 X20 X40
24V DC UPS X10 U20 U40

/ 7 4 1 0
* 8 5 2
9 6 3 .
M/E AUX SYSTEM
G/E COMMON SYSTEM
NO.1 G/E SYSTEM
2ND ENG. ON DUTY
3RD ENG. ON DUTY
CALL DUTY ENG.
L.O SERVICE SYSTEM
M/E AUX SYSTEM
G/E COMMON SYSTEM
NO.1 G/E SYSTEM
2ND ENG. ON DUTY
3RD ENG. ON DUTY
CALL DUTY ENG.
L.O SERVICE SYSTEM
WATCH CABIN UNIT
NO.2 G/E SYSTEM
NO.3 G/E SYSTEM
AUX BOILER SYSTEM
ST'BY P/P SYTEM
COMPRESS AIR SYSTEM
NO.2 G/E SYSTEM
NO.3 G/E SYSTEM
AUX BOILER SYSTEM
ST'BY P/P SYTEM
COMPRESS AIR SYSTEM
PURIFIER SYSTEM
STEER'G GEAR SYSTEM
TANK & BILGE SYSTEM
AUX MACHINE SYSTEM
NO.1 G/E SYSTEM
NO.2 G/E SYSTEM
NO.3 G/E SYSTEM
PURIFIER SYSTEM
STEER'G GEAR SYSTEM
TANK & BILGE SYSTEM
AUX MACHINE SYSTEM
NO.1 G/E SYSTEM
NO.2 G/E SYSTEM
NO.3 G/E SYSTEM
CARGO TANK SYSTEM
BALLAST TANK SYSTEM
AUTO LOG CONFIG.
NOON LOG
MISC. LOG
OFFSCAN TAGS
CARGO TANK SYSTEM
BALLAST TANK SYSTEM
AUTO LOG CONFIG.
NOON LOG
MISC. LOG
OFFSCAN TAGS
INHIBITED TAGS
0
MONITOR OCP DISPLAY
INHIBITED TAGS
0
MONITOR OCP DISPLAY
INHIBIT POINTS
SYSTEM FAILURE
INHIBIT POINTS
SYSTEM FAILURE
KONGSBERG
SOUND OFF
ALARM SUMMARY
ALARM HISTORY
ALARM ACK.
TAG DETAILS
GROUP DISPLAY
ALARM TEST
LAMP TEST
SOUND OFF
ALARM SUMMARY
ALARM HISTORY
ALARM ACK.
TAG DETAILS
GROUP DISPLAY
ALARM TEST
LAMP TEST
WATCH CABIN UNIT
KONGSBERG
Duty Mess Room Ballast Console Gymnasium 230V AC UPS1 1 2 230V AC UPS 2
WATCH CABIN UNIT
KONGSBERG
WATCH CABIN UNIT
KONGSBERG
UPS 24VDC Power No.1
230V AC UPS1
230V AC UPS 2
IMO No: 9315197
Maersk Seletar
3.1 Main Machinery Control System
3.1.1 Machinery Control and Alarm System Overview
Maker: Type: Kongsberg Norcontrol DataChief C20; SeaMate 2004 If a distributed processing unit is isolated from the rest of the system by a communication failure or because of a fault in the remote operator station, all alarm and monitoring functions can be made available at the local operator station. Midi Operator Station (MOS) The main function of these is to allow the operator to access the distributed processing units for the inspection of variables and for the local operation of equipment. The panel has a crystal display (LCD) and a number of pushbuttons for operator interaction. All distributed processing units connect to the same CAN (control area network) bus as a Midi operator station and they are accessible from, and can be controlled by, that local operator station. If a distributed processing unit is isolated from the rest of the system by a communication failure or because of a fault in the remote operator station, all alarm and monitoring functions can be made available at the local operator station. Bridge Watch Unit The operator stations feature full colour graphic displays and functional operators panels. The basic units indicated below are connected as part of a LAN whilst the distributed processing units are connected as part of a control area network (CAN) for maximum redundancy. The DataChief C20 is a decentralised system which allows for safety and ease of installation but the remote operator stations allow for centralised operation. This is located on the bridge and enables the bridge watchkeeper to see engine room alarms whilst the ship is under bridge control. The bridge watch unit indicates and accepts transfer of watch responsibility between the bridge and the engine control room. The DataChief C20 prevents the bridge from taking responsibility for the engine room watch if no engineer is selected as the duty engineer. The duty engineer is indicated by illumination of the indicator for that engineer at the left of the panel. Pushbuttons allow the bridge to call the duty engineer or issue an all engineers call if required. The panel has a four line by 40 character LCD and a number of pushbuttons for operator interaction. Pushbuttons allow the operator to select the screen display menu and scroll through screens available in that menu. On the right of the panel are alarm indicators which illuminate when an alarm is active in a particular group. Lamp test and sound off pushbuttons are available in the panel. Cabin Watch Units Local Operator Stations The main function of these is to allow the operator to access the distributed processing units for the inspection of variables and for the local operation of equipment. The panel has a four line by 40 character liquid crystal display (LCD) and a number of pushbuttons for operator interaction. All distributed processing units connect to the same CAN (control area network) bus as a local operator station and they are accessible from, and can be controlled by, that local operator station. When the system is selected for bridge control, the alarms are announced in the cabin of the selected duty engineer and in the public rooms. On the right of the panel are alarm indicators which illuminate when an alarm is active in a particular group. Lamp test and sound off pushbuttons are available in the panel. The panel has a four line by 40 character LCD and a number of pushbuttons for operator interaction. Pushbuttons allow the operator to select the screen display menu and scroll through screens available in that menu. The display and alarm group indicators enable the duty engineer to immediately assess the situation should an alarm call be issued in his cabin. IMO No: 9315197

When the bridge has control of the engine room watch an alarm is issued at the bridge panel and at the panel in the cabin of the duty engineer. An audible alarm sounds in the cabin of the duty engineer and this may be muted by pressing the SOUND OFF pushbutton; this does not acknowledge the alarm as acknowledgement can only be done in the engine control room. If the duty engineer does not acknowledge the alarm within a set period of time the alarm is repeated in all engineer cabins and on the bridge. Local Operator Station Menu Structure The local operator station menu structure is a tree structure. The MENU UP and MENU DOWN pushbuttons are used to go to different levels in the menu tree. The SELECT UP and SELECT DOWN pushbuttons are used to scroll up and down each menu. The local operator station may only be connected to one distributed process unit at any time and selection of menus in the distributed process units is done at the local operator station top menu as follows. a) The top menu is automatically displayed at power on but if it is not displayed the MENU UP pushbutton must be pressed repeatedly until it is displayed. b) The top menu displays a list of distributed processing units which are on the CAN bus. Use the SELECT UP and SELECT DOWN pushbuttons to scroll through the list until the desired distributed process unit is located. c) When the desired distributed process unit is found move its name to the second line of the display and then press the MENU DOWN pushbutton in order to activate the top menu for that distributive process unit. d) To leave the menu item and return to the top menu press the F1 function key. Moving Between Menu Levels In order to move between menu levels the MENU UP or MENU DOWN pushbutton is pressed. Midi Operator Station Menu Structure The Midi operator station menu structure is a tree structure. The Menu UP and pushbutton is pressed to display the menu. The Arrow up and down pushbuttons are used to scroll through the menus and the menu tree. The ENTER pushbutton is used to select items in each menu and different parts of the menu tree. The local operator station may only be connected to one distributed process unit at any time and selection of menus in the distributed process units is done at the local operator station top menu as follows. Section 3.1.1 - Page 2 of 8
(Author`s Note: The documentation provided is only drawings and does not explain the system. It contains a number of optional features. The following description MUST be checked on board and corrected as required.)
Introduction
The DataChief C20 is an alarm monitoring, data acquisition and control system and is microprocessor based. It is designed to provide the ships officers with all the basic alarm and status information they require to maintain a safe and efficient operation of the machinery, including when the engine room is unmanned.
Description of System and System Units

Distributed Processing Units The function of these is to monitor analogue and digital sensors and to provide analogue and digital outputs to different devices in the engine room. There are a number of separate distributed processing units in the system and these meet specific control and monitoring applications.
Maersk Seletar
Illustration 3.1.1b Operator Control Panel

M/E SHUT DOWN M/E SLOW DOWN M/E CONTROL SYSTEM M/E L.0 & SHAFT SYSTEM BRIDGE WATCH E.C.R. WATCH CHIEF ENG. ON DUTY CALL ALL ENG. M/E SYSTEM OVERVIEW RT-FLEX IND. & ENGINE POWER MANAGE. SYSTEM NO.1 G/E OVERVIEW
/ 7 4 1 0
* 8 5 2
9 6 3 .
M/E F.O.. SYSTEM
M/E COOLG W SYSTEM
M/E CHAR AIR & EXH SYSTEM
STEERG GEAR SYSTEM
SENIOR OFFR A ON DUTY
SENIOR OFFR B ON DUTY
JUNIOR OFFR A ON DUTY
JUNIOR OFFR B ON DUTY
OVERVIEW
NO.2 G/E
OVERVIEW
NO.3 G/E
OVERVIEW
NO.4 G/E
PUMP CONTROL SYSTEM
G/E COMM & ELEC SYSTEM
NO.1 G/E & GEN. SYSTEM
NO.3 G/E & GEN. SYTEM
JUNIOR OFFR C ON DUTY
JUNIOR OFFR D ON DUTY
ELEC. ENG. ON DUTY M/E EXH. GAS DEV. TEMP.
CALL DUTY ENG.
PUMP STATUS
AUX.BLR & FEED W SYSTEM
E/R BILGE SYSTEM
COUNTER DISPLAY (RUN-HR)
ENTER Button
FIRE SYSTEM
WATER BALLAST & CARGO
MISC. SYSTEM
AUTO LOG CONFIG.
NOON LOG
MISC. LOG
SET DATE & TIME WATCH CALL CONFIG.
ACCESS SYSTEM
OFFSCAN TAGS
INHIBITED TAGS
RESET
0
1ST STAND BY NEXT STAND BY AUTO ???? MAN
INHIBIT POINTS
W.E.C.S. SYSTEM
AC-C20 SYSTEM
SYSTEM FAILURE
SELECTED POINTS DISPLAY
SELECTED BARGR. DISPLAY
SELECTED TREND DISPLAY
MASTER
DEACTIVATE /STOP Button
ACTIVATE /START Button
READ Button
SOUND OFF
ALARM SUMMARY
ALARM HISTORY
ALARM ACK.
TAG DETAILS
GROUP DISPLAY
GROUP ???? ALARM
ALARM TEST
MONITOR OCP DISPLAY
LAMP TEST
IMO No: 9315197
Maersk Seletar
Remote Operator Stations The remote operator station consists of an operator control panel and a colour graphic monitor. Remote operator stations receive alarms and allow for monitoring and control of equipment in the system. They can display mimic diagrams, allow control of the watch calling system and printing of various logs. They also allow for interface with the distributed processing units. The operator keyboard provides for access to different operator functions. Pushbuttons are grouped into function areas and the pushbuttons are combined with indicator lamps which indicate alarms. When the distributed processing unit detects an alarm condition the alarm is identified by a flashing indicator on the operator control panel, the alarm is displayed on the colour graphic display and a buzzer is activated; the alarm printer automatically prints the alarm. By pressing the pushbutton associated with the alarm flashing indicator more detailed alarm information is displayed on the colour graphic display. Alarm limits and delays are adjustable from the operator control panel. The remote operator station is used when transferring watch responsibility between the bridge and the engine control room and when selecting the duty engineer. An All Engineers call may be issued from the remote operator station. Human Machine Interface The operator control panels allow for operator access to the system via the pushbuttons on the keyboards at the remote operator stations. The remote operator panels allow for the following main functions: Alarms display, selection and monitoring Selection and set up of information to be monitored Set up and activation of logging (printing) Parameter adjustment Extended alarm and watch calling Control panel functions may be inhibited if required allowing for monitoring only. Alarm and Monitoring Display A number of display windows are available for presenting alarms and monitored values. Alarm windows include: Alarm group display (activated by means of the group alarm pushbuttons) Alarms summary containing a list of all active alarms Alarm history, containing a continuous list of timed and dated alarm messages The monitoring windows include: Group display containing a list of all measuring points within an alarm group Information display for a selected monitored point Tag details giving detailed information about each measured point in the system Process Mimics, Bar Graphs and Status Display The system includes a number of display pictures for the main engine and auxiliary equipment (mimics). In addition bar graphs and trend curves are available. The mimic displays (see section 3.1.2 Screen Displays) provide information about system operation such as tanks levels with associated temperatures and pressures. A bar graph of main engine exhaust temperatures is available and this also indicates the mean exhaust temperature and deviation from that mean for individual cylinders. Trend curves may be selected for machinery systems and these show system values over a period of time. Logging and Hard Copy Different logs may be configured and printed on request or at specified times. Logging functions include the following: Alarm log (time stamped alarms and return to normal) Selected point log Complete log Group log Inhibited point log Self-Checking and Diagnostics The distributed processing units have an on-line self-test system which monitors the units temperature, power and sensor excitation. The system electronics are automatically tested when power is turned on. Testing of the remote operator stations is undertaken by pressing the ALARM TEST pushbutton on the operator control panel. The LAMP TEST pushbutton is pressed to check that indicator lamps are functioning. Access Control Access to the system for changing limits or parameters is password protected thus these variables may only be changed by approved personnel.

Alarm and Monitoring System Functions
Alarm Block (Inhibit) Some alarms are conditional and will be blocked when a specific condition is present, eg, when the main engine is stopped the lubricating oil pressure will fall and this would normally activate an alarm but the alarm is blocked when the main engine is stopped. This type of function is set by defining a signal as an inhibited signal for a specific alarm or group of alarms. An adjustable time delay is available for each signal in order to extend the blocking facility to prevent activation of certain alarms where there is a time delay between the start of an item and the build up of temperature or pressure. Alarm Acknowledgement It is possible to acknowledge alarms whilst a mimic, alarm group or alarm summary is displayed. Alarm acknowledgement is carried out by pressing the ALARM ACK pushbutton. The SOUND OFF pushbutton is pressed to mute the buzzer; pressing the SOUND OFF pushbutton does not acknowledge the alarm. Engine Exhaust Gas Monitoring The system calculates the mean exhaust temperature from all cylinders and then determines the deviation of each cylinder exhaust temperature from that mean. An alarm is initiated if the deviation exceeds an acceptable limit. Alarm limits are continuously calculated on the basis of engine load. When the mean temperature is below a preset value the deviation alarm is blocked. Trend Monitoring The DataChief C20 system automatically records selected measurements and stores them for use in the trend monitoring system. Trend curves are displayed as required with the time interval being selected by the operator. The trend monitor is part of the remote operator station and two functions are available, Select Trend and Display Trend. The select trend function assigns the display of trend curves to specified variables and the operator can select up to five trend curves displays with eight variables in each. The display trend function displays the actual selected trend variable(s) as continuous curves; each variable has a different colour. The present value is on the right hand side of the trend window and the previous values to the left. The trend display shows the tag name, tag description and the numerical value of the variables being displayed (up to eight in each display). Operator Control Panel (OCP) To enable the user to operate the system, different functions are provided. The interface between the operator and the remote operator station consists of graphical displays and a control panel. Pushbuttons are combined with LEDs Section 3.1.1 - Page 4 of 8
IMO No: 9315197
Maersk Seletar
Illustration 3.1.1c Extension Alarm Panels
ON DUTY CHIEF ENG. SENIOR OFFR(A) SENIOR OFFR(B) JUNIOR OFFR(A) JUNIOR OFFR(B) JUNIOR OFFR(C) JUNIOR OFFR(D) ELEC. ENG
NORCONTROL WATCH BRIDGE UNIT
ALARMS
ON DUTY CHIEF ENG. SENIOR OFFR(A) SENIOR OFFR(B) JUNIOR OFFR(A) JUNIOR OFFR(B) JUNIOR OFFR(C) JUNIOR OFFR(D) ELEC. ENG LAMP TEST
NORCONTROL WATCH CABIN UNIT
ALARMS
M/E SHD M/E SLD

ENGINE ALARM
M/E SHD M/E SLD

ENGINE ALARM
SCREEN MENU
BRIDGE WATCH
SCREEN MENU
CALL FROM BRIDGE
SELECT
FIRE
M/E CTRL SYS FAILURE
SELECT
FIRE
M/E CTRL SYS FAILURE
TAG DETAILS
TAG DETAILS
CALL DUTY ENG
ENGINE WATCH
AUX. MACHINE REPEAT ALARM

SOUND OFF UNIT FAIL
CALL FROM ENGINE
AUX. MACHINE
NAVI. ALARM SOUND OFF UNIT FAIL
LAMP TEST
KONGSBERG
Bridge Watch Call Panel
KONGSBERG
Cabin Watch Call Panel
IMO No: 9315197
Maersk Seletar
to indicate alarms, the status of the extended alarm system and to indicate main system functions The operator control panel has illuminated pushbuttons, for direct activation of functions. One push will normally activate one function together with one display. In addition to the dedicated pushbutton panel there is a numeric keypad and a trackball with trackball pushbuttons. The OCP pushbuttons are grouped into the following sections: Alarm group (red) Watch function (green) Project dependent (yellow) Alarm functions and display Standard function Mimics Standard functions Numeric keypad Alarm Acknowledge When the pushbutton is pressed a new alarm is acknowledged. If more than 21 new alarms have occurred, the next page will be automatically displayed. An alarm is displayed only once. If the number of alarms fill more than one page, turn the pages by activating the NEXT PAGE pushbutton. Alarm History Pressing this pushbutton displays up to 2000 alarms, with time and date, 21 alarms are displayed on each page. The latest activated alarm is always added to the top of the list. Previous alarms are deleted and moved to the following page. To move through the pages, press the NEXT PAGE or PREVIOUS PAGE pushbutton in the numeric keypad section. The unacknowledged active alarms are marked with an asterisk.

Mimic Display Pushbuttons
Pushbuttons are assigned to mimic displays of various engine room systems. Pressing a pushbutton will display the mimic for that system. Mimics provide information about the system but they do not allow for control of pumps or valves in the system.
Input Keypad
Numeric Keys: Ten pushbuttons for numeric input. Delete: Space: Enter: Previous: Next Page: Delete numeric input during an input sequence. Used for passive settings for alarm limit etc. Ends a sequence of numeric input/activate editing. Displays the previous page of the selected page group. Displays the next page of the selected page group.
Watch Function Pushbuttons (Green)

Bridge Watch This pushbutton initiates the bridge watch. This means that the engine room is unattended. ECR Watch This pushbutton initiates the engine control room watch. When the pushbutton LED is illuminated, the engine room is attended. Call Duty Engineer When pressed, this pushbutton starts flashing and the indicators and horn on the call panel in the duty engineers cabin is activated. To deactivate this function, the pushbutton is pressed again. Call All Engineers When pressed, this pushbutton starts flashing and the indicators and horn on all watch call panels in the engineers accommodation are activated. To deactivate this function, the pushbutton is pressed again. Engineers On Duty When one of the engineers on duty pushbuttons is illuminated, the engineer on duty is in charge of the watch when the engine room is unattended. The corresponding ON DUTY indicators in the accommodation are on. Chief Engineer On Duty When this pushbutton is illuminated, the Chief Engineer is on duty both in the bridge watch and the engine room watch. The corresponding ON DUTY indicators in the engineers cabins and the day rooms are illuminated. IMO No: 9315197
Arrow Keys: Moves the cursor or the highlighted field.
Alarm System Pushbuttons (Red)

The total number of alarms included in the system is divided into a number of alarm groups. Each group is represented on the operator control panel for alarm presentation. A pushbutton in the alarm section represents each group. When an alarm occurs, the corresponding pushbutton starts flashing and the alarm buzzer is activated. To display an actual alarm group, press the GROUP DISPLAY pushbutton. The indicator stops flashing when all alarms in the group are acknowledged, but remains illuminated until all the alarm conditions in that are returned to normal. Some of the alarms are conditional and have to be inhibited when a specified condition is present. When the INHIBITED TAGS pushbutton is pressed, the screen displays the inhibited points alarm list.
Standard Function Pushbuttons

This series of pushbuttons allows for a number of system operations including the setting of the date and time as well as the displaying of trend graphs, bar graphs, group alarm and system information. SELECTED POINTS DISPLAY Selected points are displayed on the screen. COUNTER DISPLAY Displays equipment hours counters GROUP/ALARM Toggles between measuring points and points in a group having an alarm status. GROUP DISPLAY Displays all measuring points in an operator control panel alarm group. SELECTED BARGRAPH Displays preselected measuring points as DISPLAY a bar graph. SELECTED POINTS DISPLAY Displays preselected measuring points. SELECTED TREND DISPLAY Displays preselected measuring points as trend curves. SET DATE AND TIME Used to adjust the date and time. SYSTEM INFO. DISPLAY Displays system parameters and functions. TAG DETAILS Menu used to display details of measuring points and to change their parameters.
Alarm Functions and Display Pushbuttons

Sound Off When an alarm occurs, the alarm buzzer is activated. By pressing this pushbutton, the buzzer will be deactivated. Alarm Summary When this pushbutton is pressed all active alarms, in all groups, are displayed on the screen, twenty alarms being displayed on each page.
Maersk Seletar
Logging Pushbuttons AUTO LOG CONFIG
NOON LOG

Action Result Group/Alarm Toggle Display Press GROUP DISPLAY then The group name is displayed with the tag enter a group number and press highlighted at the top. ENTER. Press GROUP/ALARM. Each press toggles the display between all tags and those in alarm state. Note: If the engineer does not acknowledge the alarm within 3 minutes, the repeat alarm is activated on the bridge and duty units and also in the public rooms. If a further 3 minutes elapses without acknowledgement, all remote units will activate and all qualified officers will be made aware of the situation. Call the Duty Engineer from the Bridge Action Press the CALL DUTY ENGINEER pushbutton in the bridge panel. Result The indicator CALL DUTY ENGINEER is illuminated. The buzzer and CALL FROM BRIDGE indicator will flash in the duty engineers cabin. Press SOUND OFF in the The buzzer is deactivated in the cabin of the cabin of the duty engineer. duty engineer. Call all Engineers from the Operator Control Panel Action Press the CALL ENGINEERS pushbutton on the operator control panel. Result The indicator CALL ALL ENGINEERS lights up on the operator control panel. The CALL FROM ENGINE indicator will flash in all cabins and mess/day rooms and the buzzer is activated. Press SOUND OFF in the The buzzer is deactivated. operator control panel. Change from Unattended to Attended Engine Room Action Result Press ECR WATCH at the The pushbutton lights up and the buzzer operator control panel. will be activated. Indication will still be active on the cabin unit. The pushbutton ECR WATCH will flash on the bridge unit and the buzzer is activated. Press the ECR WATCH The buzzer on OCP and bridge unit is pushbutton on the bridge unit. deactivated. Press the pushbutton for the The pushbutton light is turned off on the engine room duty engineer on operator control panel in the engine room, the operator control panel in the cabin unit and the bridge panel unit. the engine room.
MISC. LOGS
Menu for enabling and adjusting time for printout of auto log. Menu for adjusting data collected for the noon log. Menu for printing miscellaneous logs and setting up the printer.
Viewing Conditions and Testing Pushbuttons ALARM TEST To test the alarm buzzers, alarm displays, net communication and alarm printer. The pushbutton is pressed again to turn the test function off. LAMP TEST When the pushbutton is pressed, all indicator lamps on the operator control panel will illuminate. MONITOR OCP DISPLAY Menu for increasing or reducing the illumination of the operator control panel and colour graphic displays on the bridge.
Alarm History Display Press ALARM HISTORY.
The alarm history is displayed.
Change from Attended to Unattended Engine Room Action Result Press the pushbutton for the The pushbuttons lights up on the operator selected duty engineers cabin. control panel responsible for the watch. The indicator ON DUTY lights up at the cabin. The indicator ENG ON DUTY lights up on the bridge panel. Press BRIDGE WATCH The pushbutton lights and the buzzer in the pushbutton at the operator engine room sounds. control panel. Indication of which cabin unit is selected is displayed at the operator control panel. The pushbutton BRIDGE WATCH lights up on the bridge unit and the bridge buzzer is activated. Press the BRIDGE WATCH The buzzers on the OCP and bridge unit are button on the bridge unit. deactivated. The bridge has the watch and the duty engineer has been selected.
The Remote Operator Station

The screen of the remote operator station is used for displaying information relating to the operation of machinery in the engine room. System information is displayed by pressing the SYSTEM INFO DISPLAY pushbutton. The UP and DOWN arrow keys are used for selecting an item in the system display and then the ENTER pushbutton is pressed. A prompt will appear requesting the entry of a unit number of the distributed processing unit for which the display of information is required. The number is typed into the space provided and the ENTER pushbutton pressed. Information about the selected distributed processing unit is displayed. Operator Control Panel Alarm System Action Alarm Summary Display Press ALARM SUMMARY. Group Display Press GROUP DISPLAY. Result Alarm summary is displayed.
Acknowledgement of Alarms when the Engine Room is Unattended Action Press SOUND OFF on the cabin unit. Press SOUND OFF on the bridge unit. Press SOUND OFF and ALARM ACK on the operator control panel in the engine room. Result The buzzer is deactivated. The buzzer is deactivated. The buzzer is deactivated and the alarm is acknowledged.
Select group, then ENTER or Press the desired group pushbutton. Issue: Draft 1 - July 2007
The prompt SELECT GROUP Is displayed in the lower left of the screen. press The group is displayed with the tag at the top highlighted.
IMO No: 9315197
Maersk Seletar
Displaying Distributed Processing Unit Information Action Press SYSTEM INFO DISPLAY at the operator control panel. Use the UP and DOWN arrow keys to select the text after Unit display and press the ENTER pushbutton. Type in the number of the distributed processing unit for which information is required and then press the ENTER pushbutton. Result The system information display is shown on the colour graphics display. A prompt for the entry of a distributed processing unit number will appear on the display. The system information of the distributed processing unit is shown on the colour graphic display.

Overriding Limitations of Acknowledge Alarms
This function allows the acknowledgment of alarms from remote operator stations which would normally not be allowed. Action Press SYSTEM INFO DISPLAY at the operator control panel. Use the UP and DOWN arrow keys to select the text after Acknowledge and press the ENTER pushbutton. Type in the password and then press the ENTER pushbutton. Result The system information display is shown on the colour graphics display. A prompt Enter acknowledge limit override password is displayed. Setting the Watch Responsible Location This procedure requires that the engineer on duty has already been selected. The engine control room is the default watch location and the following procedure allows for selection of an alternative location. Action Press the pushbutton for the watch responsible location required BRIDGE WATCH or ENGINE WATCH. Type 1 and press the ENTER pushbutton. Result The indicator for the new location will flash until accepted at that location. The indicator at that location will then become steady. The engineer is selected as the duty engineer.
Changing of Engine Units and Counters Action Press SYSTEM INFO DISPLAY at the operator control panel. Use the UP and DOWN arrow keys to select the text after Reset Counters and press the ENTER pushbutton. Type 1 and then press the ENTER pushbutton. Result The system information display is shown on the colour graphics display. A prompt Reset all counters (1=on, 0=off) is displayed.
The text Acknowledge limitation override enabled is displayed and alarms may now be acknowledged from the remote operator station at which the override has been set.
The above procedures are the more common procedures undertaken at the remote operator station. It is possible for the responsible engineer to select and change many operating conditions at the remote operator station and a full selection is given in the operating manual for the DataChief C20 system. (Author`s Note: The above operating details must be checked on board. Labels may differ slightly on the panels actually installed.)
Accessing the Watch Calling Configuration Screen Action Press SYSTEM INFO DISPLAY at the operator control panel. Use the UP and DOWN arrow keys to select the text after A Configuration menu and press the ENTER pushbutton. Type 1 and then press the ENTER pushbutton. Result The system information display is shown on the colour graphics display. A prompt Enter 1 to configure watch call is displayed.
All counters in the counter display are reset.
The watch calling configuration pages are displayed. Use the NEXT PAGE and PREVIOUS PAGE pushbuttons to move between pages.
Setting the On Duty Engineer Action Access the watch calling configuration pages as above and then move to the duty engineer selection page using the trackball and READ pushbutton to highlight the duty engineer. Press the ENTER pushbutton. Type 1 and press the ENTER pushbutton. Result A prompt Officer on engine duty (1=duty) is displayed.
The engineer is selected as the duty engineer.
IMO No: 9315197
Maersk Seletar
Illustration 3.1.2a Screen Displays

To be inserted here
IMO No: 9315197
Maersk Seletar
3.1.2 Screen Displays
(Author`s Note: The following text is based upon the illustrations in the material provided and similar systems. It MUST Be checked on board and amended as necessary.) Return to normal detection with deadband to avoid alarm fluctuations Adjustable filter factors to filter fluctuations in the incoming signals Time delay of alarm triggering and return to normal messages

System Information Display - Activate Logs: Printouts are activated from this menu.
Alarm and Monitoring Displays

There are several display pages for presenting the alarms and monitored values. The alarm pages comprise: Alarm group display page activated from the GROUP ALARM pushbutton Alarm summary page, containing a list of all active alarms Alarm history page, containing a consecutive list of timestamped alarms The monitoring pages comprise: Group display which contains a list of all measuring points within an alarm group Selected point display and log Tag details giving detailed information about each measuring point in the system.
Log Functions
The following log functions are available on the operator control panel:
Alarm Detection for On/Off (Two State) Signals

The following functions are included: High process alarms (open or closed) Return to normal detection Time delay of alarm triggering and return to normal messages
Selected Points Log - This function will print the information configured in a selected points configuration. Auto Log - This function will print all tags configured as an auto log. The tag details function shows whether a tag is configured for inclusion in the auto log printout. It will print the tags according to a user configurable timetable. Inhibit Points Log - This function will print all inhibit points (alarm blocking signals). Group Log - This function will print a selected group. Complete Log - The complete log will print all measuring points in the system. Alarm Summary Log - The alarm summary log prints all currently active alarms. Selected Points Configuration - To inspect tags from different groups simultaneously, use selected points configuration. (Configure a text display with items from different groups.) A maximum of five different displays (logs) with 20 measuring points each may be configured. This display is called a log. Selected Points Display - This function will display the tags configured in the selected points configuration. Mimic Diagrams - This function will display a mimic diagram of several of the major systems in the engine room and is for reference purposes only. Selected Trend Display - This function will display the trend graph configured in the selected trend configuration. There are five trend graphs which may be displayed and each graph may display up to eight selected parameters which are defined by the trend configuration.
Alarm Detection for On/Off Signals with Line Check

The following functions are included: High process alarms (open or closed) Line broken alarm Line short alarm Return to normal detection Time delay of alarm triggering and return to normal messages
Alarm Group
All alarms and monitored values are assigned to an alarm group. Each alarm can only be in one alarm group. Each alarm group is accessed by pressing one dedicated pushbutton at the operator control panel. A flashing (unacknowledged) or steady (acknowledged) light in the pushbutton will indicate active alarms.
Alarm Indication
Any alarms detected by the system will be indicated in the lower right corner of the VDU. The alarm tag, description and state will be displayed. The following states are used by the system. Alarm States To visually distinguish between the alarm states, different colours have been used. The meaning of the different colours is listed below: Alarm States Colour Codes Normal state: Alarm state, not acknowledged: State changed from not acknowledged alarm to normal: Alarm state, acknowledged: Alarm state, inhibited: Green Red Red Yellow Blue
Alarms
Alarm for Analogue Signals The following functions are included: Instrument failure alarms Low-low process alarms with action (shutdown) Low process alarms High process alarms High-high process alarms with action (shutdown) Issue: Draft 1 - July 2007
IMO No: 9315197
Maersk Seletar
Illustration 3.1.2b Picture Hierarchy To be inserted here
IMO No: 9315197
Maersk Seletar
Selected Trend Configuration - This function will configure the selected tags for display as curves. A maximum of 5 displays (trends) with up to 8 tags each are available. Each tags trend curve and data will have different colours. Trend configuration is called up from the trend screen by moving the trackball pointer to the CONFIG soft key and pressing the ENTER pushbutton. The time and grid for the trend graph may also be selected in the same way. Selected Bar Graphs Display - This function will display the bar charts configured in the selected bar graph configuration. Five bar charts may be configured each displaying a number of parameters. The selection is the same as that for the trend graphs. Selected Bar Graphs Configuration - This function will display the tag values as bar graphs. A maximum of 5 displays with up to 6 tags each are available. Group Display - This function is for inspecting one or several channels in a group. Values and alarm limits are displayed. Group/Alarm - This function enables toggling the display between the group display (all channels in the group as in the figure above) and the channels, which are currently in alarm status within this group.

Mimic Displays
A number of mimic diagrams are available and these relate to the operation of the main engine, generator engines and engine room systems. Each mimic displays data related to the operation of the system and the mimic is selected from the mimic menu The following mimics are available: Main Engine Overview RT-Flex Indications and Engine Power Management System Generator Engine Overview (separate mimics for No.1, No.2, No.3 and No.4 generator engine) Pump Control System (Author`s Note: There may be other mimics but these are the only mimics described in the supplied documentation.)
Special Functions
Deviation Parameter Configuration This function enables the setting of a low limit for alarm blocking. For example when a cylinder temperature is below the low limit there will be no deviation alarms. The high mean temperature and deviation both low and high, may be set. Profile correction is a function for correcting each cylinder temperature. As long as the average temperature is used as reference for the deviations, it is necessary to correct each cylinder to obtain the same temperature in all cylinders. This correction is done during full speed on the engine and all temperatures are stable. The correction can be carried out automatically, with the computer calculating the value, or it can be done manually.
IMO No: 9315197
Maersk Seletar
3.1.3 Alarms and Trips
The alarm and monitoring points are contained in the following groups and their condition can be accessed via the operator station. Some alarms, such as SITUATION ABNORMAL, give a general warning and require the operator to check the local panel for precise information. The operator may access alarms in a specific group by calling up the alarm list for that group. Main Alarm Group List No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 25 26 27 Name SD group SL group MC group LO group FO group CW group MA group SG group GP group GA group GB group GC group GD group PP group AF group EB group FA group BW group MS group IH group Area Covered Main engine shut down system Main engine slow down system Main engine control system Main engine LO and shaft system Main engine fuel oil system Main engine cooling water systems Main engine charge air and exhaust gas systems Steering gear system Generator engine common and electric plant systems No. 1 generator engine and generator system No. 2 generator engine and generator system No. 3 generator engine and generator system No. 3 generator engine and generator system Pump status Auxiliary boiler and feed water systems Engine room bilge system Fire system Water ballast and cargo alarm system Miscellaneous system Inhibit system WECS system AC-C20 system Repose (Inhibit) Group The repose group signals prevent the issuing of a specific equipment alarm because an item of equipment is not operating, eg, when a generator engine is stopped its alarms are inhibited. Alarm Group IH002 IH003 IH004 IH005 IH006 IH007 IH008 IH009 IH010 System Main engine stopped Main engine MDO use No.1 generator engine stop No.2 generator engine stop No.3 generator engine stop No.4 generator engine stop Auxiliary boiler stop Auxiliary boiler MDO oil use Refrigerating chamber defrosting
Extension Alarm Group Alarm Group No.1 No.2 No.3 No.4 No.5 No.6 System Main engine shutdown Main engine slowdown Engine alarm Fire Main engine control system failure Auxiliary machinery IMO No: 9315197 Section 3.1.3 - Page 1 of 1
Maersk Seletar
Illustration 3.1.4a Trending Displays

To be inserted here
IMO No: 9315197
Maersk Seletar
3.1.4 Trending and bar graphs
Displays of the history of selected processes are available for the previous 120 hours. Up to five trend logs can be displayed and each trend log can contain up to eight tags or parameters. The parameters for each trend log may be defined by the operator. Bar graphs can be configured to display values of up to six parameters and five bar graphs can be defined. To Make a Bar Graph Action Result Press the selectED BARGR The prompt SELECT LOG NO: is displayed display pushbutton. in the lower left of the screen. Press a number 1-5 then press The text ADD, DELETE and EXIT will be ENTER. displayed at the top of the screen. The number should not have been previously used to make a bar graph display. Use the left and right arrow The text SELECT GROUP will appear keys to highlight ADD and at the bottom left of the colour graphics then press ENTER. display. Press the alarm group The tags in that alarm group will be pushbutton for the alarm group displayed at the right of the colour graphic from which the parameter tags display. are to be selected or enter the alarm group number and then press ENTER. Use the arrow keys to highlight The selected tags are displayed at the left of a tag which are to be used the colour graphic display. for the bar graph display then Tags may be selected from different alarm press ENTER. groups for display on the same trend log. Repeat the procedure until If a tag is to be removed from a list it is to be all tags (maximum of 8) have highlighted using the arrow keys followed been selected. by pressing DELETE then ENTER. When the bar graph log list is The bar graph display of the selected tags complete use the arrow keys to will be shown on the screen. highlight EXIT and then press ENTER. To make another bar graph log repeat the procedure above. Select Trend Display Action Press the selectED trend display pushbutton. Press a number 1-5 then press ENTER. To change the time span of the trend display select the current time display screen area and use the UP and DOWN arrow keys to change the time span value. Result The prompt SELECT LOG NO: is displayed in the lower left of the screen. The trend curves will then be displayed. The default sampling interval is 80 seconds. The new time span will be shown in the time span area. The time span of a trend display may be varied between 6 minutes and 120 hours.

Select Bar Graph Display Action Press the selectED BARGR display pushbutton. Press a number 1-5 then press ENTER. Tag Details Display If details of a tag are required they may be called up on the graphic display using the following procedure. When tag details are displayed certain parameters may be changed but they are password protected and may only be changed by approved personnel. Action Press the GROUP DISPLAY pushbutton. Use the arrow keys to scroll through the list and highlight the desire tag. Press the tag details pushbutton. Result The group is displayed with the tag at the top highlighted. The TAG display is shown. From this function display alarm limits, delays etc. can be changed. Result The prompt SELECT LOG NO: is displayed in the lower left of the screen. The bar graph will then be displayed.
Procedure for the Operation of the Trend and Bar Graph Functions
To Make a Trend Display Action Result Press the selectED trend The prompt SELECT LOG NO: is displayed display pushbutton. in the lower left of the screen. Press a number 1-5 then press The text ADD, DELETE and EXIT will be ENTER. displayed at the top of the screen. The number should not have been previously used to make a trend display. Use the left and right arrow The text SELECT GROUP will appear keys to highlight ADD and at the bottom left of the colour graphics then press ENTER. display. Press the alarm group The tags in that alarm group will be pushbutton for the alarm group displayed at the right of the colour graphic from which the parameter tags display. are to be selected or enter the alarm group number and then press ENTER. Use the arrow keys to highlight The selected tags are displayed at the left of a tag which are to be used for the colour graphic display. the trend display then press Tags may be selected from different alarm ENTER. groups for display on the same trend log. Repeat the procedure until If a tag is to be removed from a list it is to be all tags (maximum of 8) have highlighted using the arrow keys followed been selected. by pressing DELETE then ENTER. When the trend log list is The trend display of the selected tags will complete use the arrow keys to be shown on the screen. highlight EXIT and then press ENTER. To make another trend log repeat the procedure above.
(Author`s Note: The above text is to be checked on board when interaction with the display is available and when full system documentation is available.)
IMO No: 9315197
Maersk Seletar
3.1.5 UnManned to Manned Handover
The following procedures are followed when changing over to manned operation. Due to Alarm Initiation a) When summoned by the extension alarm system, the duty engineer proceeds to the ECR. ship. This needs to be checked on board and text amended accordingly if either system is operational.)
b) The bridge is informed of manned condition and the alarm cause. c) The watchkeeping control is switched to the ECR.
d) The alarm condition is rectified and if necessary assistance is called for. Normal Handover a) The duty engineer proceeds to the ECR.
b) The bridge is informed of manned condition. c) The watchkeeping control is switched to the ECR.
d) The data logger printouts generated during the UMS period are examined. e) The off-duty engineer hands over to the oncoming duty engineer, discussing any irregularities. Ideally the handover should be carried out in the presence of the other engineers to provide them with continuous plant operation knowledge. The senior engineer is informed of any plant defects. It will then be decided if they should be included in the present days work list.
f)
g) The senior engineer delegates the work list and discusses relevant safety practices. h) The duty engineer should be aware of all the maintenance being carried out and should be informed of any changes to the days schedule. i) The duty engineer can then proceed with his normal tour of inspection.
(Author`s Note: The above text does not include any mention of a Patrol Man or Dead Man system as it is not know if any such system is in operation on this Issue: Draft 1 - July 2007 IMO No: 9315197 Section 3.1.5 - Page 1 of 1
Maersk Seletar
Illustration 3.2a Engine Control Room
Ventilator Trunk (Down)
Ventilator Trunk (Up)
Elevator Trunk
Staircase
Toilet
8 27
9 10
11
12
13 14
22 24
23 25
22 26 24 29
CO2
27 28
28
TD
Engine Control Console

CO2 SD CO2
CO2
SD
SD
19 15
18
18
19
20 29
30
19
18
19
15
31 32
16
Main Switchboard
Escape Trunk
SD
SD SD
17
17
18
18
21
18
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11.
Impressed Current Cathodic Protection Aft Power Supply Unit Filing Cabinet Fin Stabiliser Main Control Panel Oil Mist Detector Control Panel (Main Engine) Oil Mist Detector Control Panel (Generator Engine) Impressed Current Cathodic Protection Remote Unit Blackboard MIP Monitor CO2 Alarm Bell Clinometer Tank Sounding Board
12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.
Fire Extinguisher Protection Box for Unit Cooler Emergency Escape Breathing Device Box Unit Cooler Unit Cooler with Life Jacket Box Book Rack Smoke Detector CO2 Discharge Nozzle Thermal Detector Engine Room Battery Charger and Battery Ships Computer
23. 24. 25. 26. 27. 28. 29. 30. 31. 32.
Printer for Ships Computer Keyboard for Ships Computer Ships Computer Table Wooden Desk MIP Table MIP Monitor Armchair Revolving Armchair UPS Battery for Alarm Monitoring System UPS for Engine Room Alarm Monitoring System
IMO No: 9315197
Maersk Seletar
3.2 Engine Control Room, Console and Panels
Descriptive text to go here after visit
IMO No: 9315197
Maersk Seletar
Illustration 3.2b Engine Control Room Console

Top View
9 12
10
11
13
14
15
16
17
22
5 4 7
6 18 19
20
21
Front Elevation 23 24 25 26 27 28 34 8 9 41 29 30 31 32 33 47 48 49 50 53 42 43 44 45 51 46 52 35 36 37 38 39 40 57 58 63 64 70 73 65 66 71 67 59 60
11 10 9 8 7 6 5
61
12 1 2 3 4
62
68 72 74
69
75
54
55
56
76
Key 1. Log Printer 2. Alarm Printer 3. Telephone Directory 4. No.1 Automatic Telephone 5. Test Switch 6. Patrol Man Call Switch 7. Buzzer Stop Button 8. No.1 TFT LCD Screen 9. No.2 TFT LCD Screen 10. No.1 Operator Control Panel 11. No.2 Operator Control Panel 12. Dimmer for Lamp 13. Main Engine Torsion Meter 14. Microphone for PA System 15. ???? 16. Manoeuvring Table
17. Main Engine Torsional Vibration Monitor 18. No.2 Automatic Telephone 19. Sound Powered Telephone 20. Main Engine Telegraph Unit 21. ECR Manual Control Panel 22. Bilge Mimic Panel 23. Heavy Fuel Oil Settling Tank Gauge 24. Low Sulphur Heavy Fuel Oil Settling Tank Gauge 25. No.6 Heavy Fuel Oil Tank Gauge (Port) 26. No.6 Inner Low Sulphur Heavy Fuel Oil Service Tank Gauge (Starboard) 27. Marine Diesel Oil Service Tank Gauge 28. Main Engine Viscosity Controller
29. Heavy Fuel Oil Service Tank Gauge 30. Low Sulphur Heavy Fuel Oil Service Tank Gauge 31. No.6 Heavy Fuel Oil Tank Gauge (Starboard) 32. No.6 Inner Low Sulphur Heavy Fuel Oil Service Tank Gauge (Port) 33. Marine Diesel Oil Storage Tank Gauge (Port) 34. Central Cooling Fresh Water Outlet Pressure Gauge 35. No.1 Turbocharger RPM Indicator 36. No.2 Turbocharger RPM Indicator 37. No.3 Turbocharger RPM Indicator 38. Rudder Angle Indicator 39. Main Engine RPM Indicator 40. Main Engine Load Indicator 41. Main Engine Crooshead Bearing Lubricating Oil Inlet Pressure Gauge
42. Main Engine Cylinder Cooling Fresh Water Inlet Pressure Gauge 43. Main Engine Fuel Oil Inlet Pressure Gauge 44. Main Engine Starting Air Pressure Gauge 45. Main Engine Revolution Counter 46. Main Engine Running Hour Meter 47. Main Engine Main Bearing Piston Lubricating Oil Inlet Pressure Gauge 48. Main Engine AC Cooling Water Inlet Pressure Gauge 49. Main Engine Charging Air Inlet Pressure Gauge 50. Main Engine Control Air Pressure Gauge 51. Auxiliary Blower Run Lamps and Selector Switch
52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64. 65. 66. 67.
Dead Man Alarm System Turbocharger Reset Button ACP Buzzer Telephone Buzzer ???? Speed Log Indicator Auxiliary Boiler Steam Pressure Indicator Economiser Drum Level Indicator Economiser Steam Pressure Gauge Electric Clock Fire Alarm Repeater Panel Auxiliary Boiler Drum Level Indicator Steering Gear Run Lamps Sootblower Remote Start Button Auxiliary Boiler Emergency Stop Button Boiler Run Indicator Lamp
68. 69. 70. 71. 72. 73. 74. 75. 76.
Second Adjust Button Local Fire Fighting Pushbutton Box Console Power On Lamps Main Air Compressors Start/Stop Buttons and Selector Switch Signal Light Column Heavy Fuel / Low Sulphur Heavy Fuel Oil Changeover Lamps and Selector Switch General Emergency Alarm Button Fire Alarm Button ????
IMO No: 9315197
Maersk Seletar
Illustration 3.3a Hydraulic Remote Valve Operating System
Passageway
Passageway
Engine Room
Normal Power Source 220V AC 1# 60HZ Emergency Power Source 220V AC 1# 60HZ UPS Power Source 24V DC
DPU Module No.1 Local Valve Control Panel (17 units)
Ballast Control Console Ships Control Centre (57 sets)
Bilge Mimic Panel Engine Control Console (57 sets)
7-core
OIL TANK MOTOR
6-core
OIL TANK MOTOR OIL TANK MOTOR
7-core
OIL TANK MOTOR
8-core
OIL TANK MOTOR
7-core
Open/Shut Control
Open/Shut Control
Open/Shut Control
Position Control
Open/Shut Control
BA-04 BG-06
BA-06 BG-07
BA-07 BG-08
BA-08
BA-01 BG-01 BG-21
BA-02 BG-02
BA-03 BG-03
BA-05 BG-04 BG-05
FO-01 BA-09 BA-14 BA-19 BA-26 BA-31 BG-09 BG-14 BG-19
FO-02 BA-10 BA-15 BA-20 BA-27 BA-32 BG-10 BG-15 BG-20
FO-03 BA-11 BA-16 BA-21 BA-28 BA-33 BG-11 BG-14
FO-04 BA-12 BA-17 BA-24 BA-29 BA-34 BG-12 BG-17 BA-13 BA-18 BA-25 BA-30 BA-35 BG-13 BG-18 41 Valves
BA-48
BA-49
BA-53
BA-54
BA-36 BA-41 BA-46 BA-53 BG-22
BA-37 BA-42 BA-47 BA-55 BG-26
BA-38 BA-43 BA-50
BA-39 BA-44 BA-51
BA-40 BA-45 BA-52
7 Valves 7 Core Cable For Each Valve 6 Core Cable For Each Valve
10 Valves 7 Core Cable For Each Valve
4 Valves 8 Core Cable For Each Valve 7 Core Cable For Each Valve
19 Valves
IMO No: 9315197
Maersk Seletar
3.3 Hydraulic Valve Remote Operating System
Hydraulic Remote Operating Valve System Manufacturer: Type: Pleiger Far East Co. Ltd. Electro-hydraulic

Procedure for Operating the Remote Closing Valve System
a) Inspect the oil level (via sight glass) on the hydraulic oil reservoir for each valve mini power pack to ensure that it is at its normal working level and that there are no signs of any leaks. Description Local Valve Control Cabinet No.1 No.2 D.B.W.B.T (C) filling/suction valve No.1 D.B.W.B.T (C) filling/suction valve No.2 S.W.B.T (S) filling/suction valve Ballast ring main forward isolation (crossover) valve No.2 S.W.B.T (P) filling/suction valve No.3 S.W.B.T (C) filling/suction valve No.3 D.B.W.B.T (C) filling/suction valve No.3 S.W.B.T (P) filling/suction valve No.1 hold bilge well suction valve No.2 hold forward bilge well suction valve No.2 hold starboard bilge well suction valve No.2 hold port bilge well suction valve No.3 hold forward bilge well suction valve No.3 hold starboard bilge well suction valve No.3 hold port bilge well suction valve No.4 hold forward bilge well suction valve Bilge main forward isolating valve Local Valve Control Cabinet No.2 No.4 L.S.W.B.T (S) filling/suction valve No.4 L.S.W.B.T (P) filling/suction valve No.4 U.S.W.B.T (S) filling/suction valve No.4 U.S.W.B.T (P) filling/suction valve No.4A L.S.W.B.T (S) filling/suction valve No.4 D.B.W.B.T (C) filling/suction valve No.4A L.S.W.B.T (P) filling/suction valve Ballast main isolating valve Ballast main isolating valve No.5 L.S.W.B.T (S) filling/suction valve No.5 L.S.W.B.T (P) filling/suction valve No.5 U.S.W.B.T (S) filling/suction valve No.5 U.S.W.B.T (S) filling/suction valve No.5A L.S.W.B.T (S) filling/suction valve No.5A D.B.W.B.T (C) filling/suction valve No.5A L.S.W.B.T (P) filling/suction valve No.6 U.S.W.B.T (S) filling/suction valve No.6 U.S.W.B.T (P) filling/suction valve No.6 L.S.W.B.T (S) filling/suction valve No.6 D.B.W.B.T (C) filling/suction valve No.6 L.S.W.B.T (S) filling/suction valve No.7F L.S.W.B.T (S) filling/suction valve Valve BA-01 BA-02 BA-03 BA-04 BA-05 BA-06 BA-07 BA-08 BG-01 BG-02 BG-03 BG-04 BG-05 BG-06 BG-07 BG-08 BG-21 BA-09 BA-10 BA-11 BA-12 BA-13 BA-14 BA-15 BA-16 BA-17 BA-18 BA-19 BA-20 BA-21 BA-24 BA-25 BA-26 BA-27 BA-28 BA-29 BA-30 BA-31 BA-32
b) Ensure that the 230V power isolation breaker for each substation is in the ON position. c) Check that the mimic display for each system is operational.
Introduction
A number of valves throughout the machinery spaces and ship are remotely operated by hydraulic means from the system mimic in the ships control centre and engine control room. The valves are fitted with hydraulic actuator units, incorporating mini power packs, allowing the valves to be opened and closed from the mimic panel for the system concerned. Systems having remotely operated valves are the fuel oil bunkering and transfer system, the ballast system and the bilge system. The valves have valve position indicators fitted so that the position of the valve, open or closed, can be seen locally and indicated on the mimic display. When a valve is closed the indicator lamp in the red pushbutton will be illuminated. When a valve is open, the indicator lamp in the green pushbutton will be illuminated. Four valves, BA-48 and BA-49 which are the discharge valves from the ballast pumps to the ballast mains together with BA-53 and BA-54 ballast pump discharge to overboard, are fitted with double acting actuators which allow for variable amount opening of the valve. These valves may be opened proportionally between 0% and 100% in order to control the discharge flow rate and back pressure from the pump; the mimic display has intermediate position indicators for these valves to show the extent of the valve opening. Each valve actuator has its own mini power pack consisting of an electric motor driven hydraulic pump and an oil reservoir. This arrangement means that only electric power and signalling cable is connected to the valve positioner. Oil leakage from the hydraulic reservoir can be readily detected due to signs of visible oil at the valve actuator. The cause of any hydraulic oil leakage must be rectified as soon as possible. In an emergency, valves can be opened or closed by means of one of the two portable hand pump units which are provided. This portable unit connects to the emergency connections on the valve hydraulic actuator and the valves may be opened or closed locally by operation of the hand pump. One portable pump is located in the engine room workshop and the other in the focsle bosuns store. In the event of electrical power failure, all valves will maintain the position at the time of power failure. The emergency hand pumps are then used to open or close valves as required. Issue: Draft 1 - July 2007
d) The valves are opened or closed as required by pushing the appropriate pushbutton. Check that the indicator lamps for the valve changeover from open to closed or vice versa depending upon the action carried out. For the proportional valves operate the open or close slider at the command faceplate to open or close the valve by the desired amount.
Procedure for Operating the Emergency Valve Portable Hand Pump

Each hand pump has its own oil reservoir which should be kept fully charged and ready for use at all times. a) Connect the hand pump pipes to the quick-release connections on the local power unit, K1 to K1 and K2 to K2.
b) Set the hand pump pilot valve to the desired position - OPEN / CLOSED position. c) Operate the hand pump lever until the desired valve position is reached.
For Valves Which Retain their Position on Power Failure a) Connect the hand pump pipes to the quick-release connections on the local power unit, A to A and B to B. The connections must be correctly set for the opening or closing operation, whichever is required.
b) Set the hand pump pilot valve to the desired position Open or Closed. c) Operate the hand pump lever until the desired valve position is reached.
IMO No: 9315197
Maersk Seletar
Description Local Valve Control Cabinet No.2 No.7F L.S.W.B.T (P) filling/suction valve No.7A L.S.W.B.T (S) filling/suction valve No.7A L.S.W.B.T (P) filling/suction valve No.4 hold starboard bilge well suction valve No.4 hold post bilge well suction valve No.5 hold forward bilge well suction valve No.5 hold starboard bilge well suction valve No.5 hold port bilge well suction valve Port fin stabiliser space bilge well suction valve Starboard fin stabiliser space bilge well suction valve No.6 hold starboard bilge well suction valve No.6 hold port bilge well suction valve No.7 hold forward bilge well suction valve No.7 hold starboard bilge well suction valve No.7 hold port bilge well suction valve No.6 outboard fuel oil tank starboard filling/suction valve No.6 inner fuel oil tank starboard filling/suction valve No.6 inner low sulphur fuel oil tank port filling/suction valve No.6 outer fuel oil tank port filling/suction valve Local Valve Control Cabinet No.3 No.7 U.S.W.B.T (S) filling/suction valve No.7 D.B.W.B.T (C) filling/suction valve No.7 U.S.W.B.T (P) filling/suction valve Water ballast main suction by-pass valve Water ballast eductor suction valve Water ballast eductor suction valve No.1 water ballast pump sea suction valve No.1 water ballast pump main suction valve No.2 water ballast pump sea suction valve No.2 water ballast pump main suction valve No.8 S.W.B.T (S) filling/suction valve No.8 S.W.B.T (P) filling/suction valve No.1 water ballast pump discharge to ballast main valve No.2 water ballast pump discharge to ballast main valve Water ballast pump discharge by-pass valve Water ballast eductor water drive valve Water ballast eductor water drive valve No.1 water ballast pump discharge valve No.2 water ballast pump discharge valve Aft peak tank (C) filling/suction valve Issue: Draft 1 - July 2007 Valve BA-33 BA-34 BA-35 BG-09 BG-10 BG-11 BG-12 BG-13 BG-14 BG-15 BG-16 BG-17 BG-18 BG-19 BG-20 FO-01 FO-02 FO-03 FO-04 BA-36 BA-37 BA-38 BA-39 BA-40 BA-41 BA-42 BA-43 BA-44 BA-45 BA-46 BA-47 BA-48 BA-49 BA-50 BA-51 BA-52 BA-53 BA-54 BA-55 IMO No: 9315197 Description Local Valve Control Cabinet No.3 No.8 hold forward starboard bilge well suction valve No.8 hold forward port bilge well suction valve No.8 hold starboard bilge well suction valve No.8 hold port bilge well suction valve No.9 hold bilge well suction valve Valve BG-22 BG-23 BG-24 BG-25 BG-26
Section 4: Emergency Systems

4.1 Fire Hydrant System 4.2 CO2 Flooding System
4.3 Fire Detection System 4.4 4.5 4.6 Quick-Closing Valves, Fire Damper System and Emergency Stops Water Mist Fire Extinguishing System Watertight Door System
4.7 Safety Equipment

4.7.1 Fire Alarm and Detection System 4.7.2 Fire Fighting Equipment 4.7.3 Lifesaving Equipment and Emergency Escapes
Maersk Seletar
Illustration 4.1a Fire Hydrant System (Engine Room)
To Port Deck Fire and Wash Main (Illustration 4.1b)

To Starboard Deck Fire and Wash Main (Illustration 4.1b)
Key Fire Water Sea Water Bilge / Drain Hydraulic Oil Domestic Fresh Water Steam 6kg/cm2
BF-44V Port Under Passageway

HB HB
BF-43V Starboard Under Passageway

HB
BF-64V (Casing)
BF-63V (2nd deck)
BF-62V (2nd deck)
HB
HB
BF-61V (3rd deck)

HB
BF-60V (3rd deck)

HB
BF-59V (Floor)
HB HB
BF-87V (Part Deck Escape Trunk) BF-58V (Floor) 3rd Deck
BF-57V (Floor) (Near Escape Trunk) 3rd Deck From Fresh Water Hydrophore System
B-29V 20V B-15V B-17V B-16V Bilge, Fire and GS Pumps (400/220m3/h x 3.0/9.0kg/cm2) PI 1 CI Hydraulic Actuator 2 CI Local Steam B-4V T-141V B-26V Hold Bilge Collecting Tank B-3V Engine Room Bilge System B-25V Forward Bilge Well (P) From Cargo Hold Bilge System S-18V S-32V S-30V S-21V PI Hydraulic Actuator B-18V
Overboard Near Sea Chest
Steam Local T-146V B-1V B-75V
B-2V S-17V S-22V Port High Sea Inlet Chest
B-77V
S-31V
S-33V
Sea Water Crossover Pipe
Starboard Low Sea Inlet Chest
IMO No: 9315197
Maersk Seletar
4.1 Fire Hydrant System
Introduction
Fire safety plans are located on the upper deck on the port and starboard sides of the ship near the accommodation ladder. This enables shore fire parties arriving at the ship using either accommodation ladder to see the layout of the ship. These plans must not be removed from the locations and checks must be made at frequent intervals to ensure that they are there and that they are complete. A fire plan is also located in the fire locker located next to the ships control centre on the starboard side of A deck. Two international shore connectors to the fire main allowing shore hoses to be connected are stored in the fire control station in the SCC. The fire hydrant and wash deck system supplies sea water for: The fire hydrants in the engine room The fire hydrants on deck The fire hydrants in the accommodation block Cable washers in the hawse pipes The forward bilge eductor systems The following pumps supply the fire and wash deck system: Bilge, Fire and General Service Pumps Manufacturer: No. of sets: Type: Model: Capacity: Shinko Industries Inc. 2 Vertical centrifugal, self-priming RVP200MS 220/400m3/h at 9.0/3.0kg/cm2 to draw water from the bilge system and discharge it into the fire main. The suction three-way valve is fitted with a microswitch which, when activated from a indicator arm, sends the signal indicating which pump is set for fire fighting mode; this is indicated at the pump starter panels and in the SCC. Emergency (Secondary) Fire Pump Manufacturer: Type: Model: Capacity: Shinko Industries Inc. Vertical centrifugal, self-priming RVP130MS 72m3/h x 9.0kg/cm2

The pump valves should be set as listed in the following tables: No.1 Bilge Fire and General Service Pump Position Description Set Pump suction valve, set to sea suction Set Pump discharge valve, set to fire main Open Pump sea water crossover suction valve Closed Bilge main suction valve Closed Hold bilge collecting tank suction valve Closed Direct engine room (port forward) bilge suction Open Pump discharge valve to fire main Closed Pump overboard discharge valve
The emergency (secondary) fire pump supplies the fire main only. It is an electrically driven self-priming vertical centrifugal pump which is situated in the bow thruster room. The power is supplied from the emergency switchboard, 440 volt feeder panel through circuit breaker P-EM-4. The pump may be started locally, in a switch box located on the breakwater bulkhead adjacent to the entrance hatch to the bow thrust/secondary fire pump room, or remotely from the bridge and the fire control station in the SCC. The emergency fire pump located in the bow thruster room has an independent sea water suction valve chest with the manual valve BF-04 locked open, this valve is operated by an extended spindle from above the floor plates. The emergency fire pump non-return discharge valve BF-05 should be kept open at all times. The sea chest also has an air weed blow facility which is kept shut in normal operations. The discharge from the emergency fire pump links into the fire main in between the two forward isolating valves BF-12 and BF-13 which are located in the bow thrust/secondary fire pump access trunking at the second deck. Note: It is essential that all fire hoses are stored correctly and that the nozzles are located with the hoses. All items must be maintained in serviceable condition at all times.
Valve B-75V B-76V B-1V B-3V B-26V B-25V B-17V B-15V
Note: Valves B-75V and B-76V are interlocked and are hydraulically operated together. No.2 Bilge Fire and General Service Pump Position Description Set Pump suction valve, set to sea suction Set Pump discharge valve, set to fire main Open Pump sea water crossover suction valve Closed Cargo hold bilge main suction valve Open Pump discharge valve to fire main Closed Pump overboard discharge valve
Valve B-77V B-78V B-2V B-4V B-18V B-16V
Note: Valves B-77V and B-78V are interlocked and are hydraulically operated together. d) Start the selected bilge, fire and general service pump to supply water to the fire main. The pumps may be started locally, from the fire station or the bridge. e) Open the desired hydrant valves on the fire main after connecting the fire hose.
One bilge, fire and general service pump is normally set so that it can supply water to the fire main; setting is made at the pump starter panels located near the pumps at the forward end of the engine room floor. The suction and discharge valves must be correctly set for a pump to act as a fire pump. The pumps may be selected for Bilge Mode or Fire Mode. Fire mode enables the pump to be started remotely. The bilge, fire and general service pumps may be started locally, from the bridge and from fire control station which is located in the SCC. At these pump start/stop positions, the pump that is set up in FIRE MODE is shown by an indicator lamp. The pumps for fire fighting duties take suction from the main sea water crossover line in the engine room. The bilge, fire and GS pump suction and discharge valves are three-way hydraulic valves, the valves are interlocked in such a way that is its not possible Issue: Draft 1 - July 2007
Preparation for the Operation of the Fire Hydrant System

a) Ensure that the deck main isolating valves in the port and starboard working passageways are open, BF-44 port and BF-43 starboard.
Fire hydrant valves are located as follows: Location Main Deck and Passageways Focsle deck Focsle (bosuns) store No.1 hold forward No.1 hold aft No.2 hold water spray Hydrant Valve Port BF-03 BF-09 BF-15 BF-17 BF-21 BF-14 BF-16 BF-18 Stbd
b) All hydrant outlet valves should be closed. c) Set up the valves as shown in the table below:
It is assumed that the main sea water suction valves at the sea chests are open to flood the sea suction crossover main. The fire main isolating valves to the accommodation block should be open, BF-42 starboard and BF-84 port. IMO No: 9315197
Maersk Seletar
Illustration 4.1b Fire Hydrant System (Accommodation and Deck)
BF-81 To Swimming Pool BF-79 BF-75 BF-77 BF-76 BF-80 BF-78 F - Deck Navigation / Bridge Deck

Key Fire main Sea Water Fire Hydrant
E - Deck BF-73
BF-74
D - Deck
BF-72
BF-71
C - Deck
BF-70
BF-69
B - Deck
BF-68 Engine Casing
BF-67
A - Deck
BF-64
BF-66
BF-65 Main - Deck To Bilge Eductor (Upper Deck) To Bilge Eductor (2nd Deck)
Port Side Upper Deck
BF-84
Starboard Side Upper Deck
BF-11 BF-83
BF-52
PI BF-48 BF-86
BF-104 BF-44 BF-102 BF-99
BF-39
Passageway Port
BF-97 BF-95
BF-33 BF-93 BF-91
BF-17 BF-89 BF-25 BF-15
BF56 Down To Aft Mooring Steering Gear Deck Room
BF-54
BF-50
BF-46 BF82 Paint Store
BF-41
BF-22 BF-37 BF-35 BF-31 BF-29 BF-27 BF-23 BF-21 For No.2 Hold Water Spray BF-09 BF-02
BF-13 No.1 Hold
No.9 Hold
No.8 Hold
From Engine Room Fire, Bilge and GS Pumps
No.7 Hold
No.6 Hold
No.5 Hold
No.4 Hold
No.3 Hold
No.2 Hold
BF-10 For No.2 Hold Water Spray BF-20 BF-18 BF-19 BF-12 Paint Store
BF-03 BF-01
BF55
BF-53
BF-49
BF-45
BF-40
BF-36
BF-34
BF-30
BF-28
BF-26
BF-47 BF-51 BF-85
BF-42 BF-103 PI
BF 43 BF-100 BF-101
BF-98 BF-38
BF-96
Passageway Starboard
BF-94 BF-32
BF-92
BF-90 BF-88
BF-24 BF-16
BF-14
Bow Thruster Compartment

BF-05
BF-07 BF-08 BF-08
To Bilge Eductor
BF-04
Emergency Fire Pump 72m3/h x 9.0kg/cm2
BF-06
IMO No: 9315197
Maersk Seletar
Location Main Deck and Passageways No.2 hold water spray No.2 hold water spray No.3 hold forward No.3 hold aft No.4 hold aft No.5 hold aft No.6 hold aft No.7 hold aft No.8 hold forward No.8 hold aft No.9 hold aft Passageway by No.2 hold Passageway by No.5 hold Passageway by No.7 hold Passageway by No.8 hold Mooring deck aft Accommodation Block Main deck A deck B deck C deck D deck E deck F deck Navigation bridge deck Swimming pool filling valve Hydrant Valve BF-22 BF-23 BF-27 BF-29 BF-31 BF-35 BF-37 BF-41 BF-46 BF-50 BF-54 BF-25 BF-33 BF-39 BF-48 BF-56 Port BF-66 BF-68 BF-70 BF-72 BF-74 BF-77 BF-79 BF-81 BF-75 Stbd BF-65 BF-67 BF-69 BF-71 BF-73 BF-76 BF-78 BF-80 BF-19 BF-20 BF-26 BF-28 BF-30 BF-34 BF-36 BF-40 BF-45 BF-49 BF-53 BF-24 BF-32 BF-38 BF-47
Engine Room and Machinery Spaces Floor BF-59V Partial deck 3rd deck BF-61V 2nd deck BF-63V Engine room casing upper deck Engine room shaft tunnel Bow thruster space Steering gear room
BF58V BF-87V BF-60V BF-62V BF-64V BF-57V BF-08 BF-55V
IMO No: 9315197
Maersk Seletar
Illustration 4.2a CO2 Fire Extinguishing System
To Atmosphere

CO2 Room
I II III IV
Fire Control Station
PS
PI
98 Bottles
8 Bottles Engine Room Cargo Holds
A B C D
To Fan Unit on E Deck SDS-8 SDS-E12
II
III
IV
E F A B C D 47 Bottles 55 Bottles 100 Bottles TD
Engine Room From Main and Emergency Power Supply To/from Cargo Holds
Fan Unit on E Deck CO2/Smoke Sampling Lines to/from Cargo Holds
No.9A Hatch
No.9F Hatch
No.8A Hatch
No.8F Hatch
No.7A Hatch
No.7F Hatch
No.6A Hatch
No.6F Hatch
No.5A Hatch
No.5F Hatch
No.3F No.4A Hatch Hatch
No.4F Hatch
No.3A Hatch
No.3F Hatch
No.2A Hatch
No.2F Hatch
No.1A Hatch
No.1F Hatch
Cargo Holds
IMO No: 9315197
Maersk Seletar
4.2 CO2 fire extinguishing System
Maker: Type: Capacity: Spaces protected: Unitor High pressure 308 cylinders each containing 45kg Engine room, engine control room and cargo holds hold spaces are also used as sampling pipes for the smoke detection system and operation of three-way valves is required to change from the normal smoke detection mode to CO2 release mode. The smoke detector three-way valves are located in the fire control station in the ships control centre on A deck. A pressure gauge and pressure switch are fitted to the main CO2 manifold. The system is designed to discharge the required number of cylinders into each space as indicated in the table on the following page. CO2 Requirements The amount of CO2 required to be carried on board the vessel depends upon the volume of the largest protected compartment. The largest hold (No.5) is 24,613.3m and at a concentration of 30% by volume of CO2 that would require 13,780kg of CO2, or 308 cylinders each containing 45kg. The engine room, including the control room has a volume of 18,864.1m and for a CO2 concentration of 40% would require 13,474.36kg of CO2, or 300 cylinders each containing 45kg. If the release of CO2 is authorised, all 308 cylinders are released into the engine room. For cargo hold CO2 release, the number of cylinders used depends upon the hold and whether it is considered to be in a full or empty condition; this is covered below in the operation of the cargo hold system. Pilot CO2 cylinders are used for activating the release of the main CO2 cylinders. Two pilot cylinders are located in the CO2 room and two in the fire control station; one cylinder at each location is a standby cylinder. Distribution Valves A distribution valve is installed into the CO2 discharge pipework between the CO2 manifold and the discharge nozzles to direct the CO2 gas into the space where the fire is located. The distribution valve is opened when the CO2 system for a particular space is activated. The following sizes of pipe are used from the CO2 room to the protected spaces: 150mm for the engine room CO2 discharge lines 25mm for the cargo hold CO2 discharge lines Control Box Positions Discharge of the CO2 is manually operated from a control box. There are release cabinets connected to the central bank system. These are located as follows: In the Fire Control Station Release cabinet for engine room CO2 release Release cabinet for cargo holds CO2 release IMO No: 9315197

In the CO2 Cylinder Room Release cabinet for the engine room CO2 release Release cabinet for the cargo holds CO2 release From the fire control station the CO2 cylinders are released remotely but in the CO2 room they can be released both remotely and manually. Alarms Various alarms are connected to this system to give warning of CO2 discharge. They are installed as follows: Engine room including the engine control room Cargo holds They are initiated via a heavy duty relay from switches mounted on the control box doors, on control valves and on main CO2 release valves.
Introduction
Dependant upon the application, carbon dioxide (CO2) is normally employed at levels of between 35% and 50% by volume to produce an oxygen deficiency and thus extinguish a fire. Fixed systems are therefore designed to include safeguards which prevent the automatic release of the CO2 whilst the protected area is occupied. The users 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 does not normally produce decomposite products in a fire situation. WARNING This level of oxygen depletion will cause death by asphyxiation All of the CO2 cylinders are fitted with safety devices to relieve excess pressure caused by high temperatures. To avoid these safety devices operating, it is recommended that cylinders are located in areas where the ambient temperature will not exceed 46C. Cylinders must not be stored in direct sunlight. CO2 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.
Cargo Hold System

Discharge of CO2 to the cargo holds is via a diverter three-way valve block to any cargo hold. Diverter valves are used where the CO2 system is combined with a smoke sampling system protecting the cargo spaces. When CO2 gas is required to be injected into a cargo hold space it is directed down the smoke sampling lines to the cargo space affected. Control Box (Cargo System) The system is operated by a supply of CO2 separate from the main fire extinguishing central bank of CO2 cylinders. This activation CO2 is stored in two pilot cylinders, each containing 1.78kg of CO2 which is installed in supply cabinets adjacent to the release cabinets in the fire control station and in the CO2 room. The control cylinders are connected to the main pilot system pipework via isolation valves installed within the control box, both for the engine room and cargo hold system. When the control cabinet door is opened either in the fire control station or locally in the CO2 room for the cargo system, alarms are sounded in each hold and the ventilation fans are tripped. Operating the levers I, II, III or IV will direct pilot gas onto the gang release system for required amount of sections that are required. Operating the HOLD control lever will direct pilot gas to open the distribution valve, which will direct CO2 to the three-way diverter valve assembly in the fire control station.
System Description
Areas Protected The CO2 system consists of a central bank of cylinders installed in a designated compartment in the ship in order to protect the following areas: Engine room and the engine control room Cargo holds No.1 to No.9, inclusive
Central Bank CO2 System

The central CO2 bank which is located in the CO2 room on the upper deck, forward starboard side of the accommodation, consists of 308 cylinders, each containing a 45kg CO2 charge. These cylinders are connected to discharge nozzles within the protected spaces via cylinder manifolds and distribution pipework. The distribution pipes in the Issue: Draft 1 - July 2007
Maersk Seletar
Illustration 4.2b CO2 Room Arrangement
Cargo Holds Discharge Control Cabinet
Engine Room Discharge Control Cabinet
Supply Cabinet Key Red to Red Inclusive Block I (27 Cylinders) Purple to Purple Inclusive Block II (34 Cylinders) Blue to Blue Inclusive Block III (58 Cylinders) Yellow to Yellow Inclusive Block IV (75 Cylinders) Green to Green Inclusive Block V (40 Cylinders)
THIS KEY, INCLUDING NUMBER OF CYLINDERS, TO BE VERIFIED ON VISIT
IMO No: 9315197
Maersk Seletar
Operating Instructions for the Cargo Hold System
The cargo hold system has two different CO2 release arrangements and the one used depends upon whether the hold is empty or is filled with containers. There are four block numbers and these relate to the number of CO2 cylinders which will be released when the valves are actuated. Block No. I II III IV Cylinders of CO2 47 55 100 121 Hold Loaded Release Block No. I I + II I + II I + II I + III I + II I + II I + II I + II Authors note: No, of cylinders in each group to confirm. Total should be 308. e) In the supply cabinet, open the screw down valve to one of the two CO2 pilot cylinders. If the indicated pressure is less than 30 bar, open the valve on the other cylinder. In the release cabinet, pull down the main valve handle.

Each cargo hold has two sampling points, one each side, which are towards the outboard ends on the first level down from the access hatch. e) f) The operator in the SCC should swing over the diverter valve which will now direct the compressed air flow down the sampling line. In the cargo hold the person standing by can judge the air flow by listening for the air passing down the line.
g) In the release cabinet, pull down the appropriate CO2 block valve handle(s) for the hold in question, as indicated in the above table. The requisite number of CO2 cylinders are now discharged into the hold in question. Note: During the above procedure and until arriving in port, keep all openings sealed and directional valves open. Do not open the hatches or other openings of the compartment until arrival in port.
Hold No. 1 2 3 4 5 6 7 8 9 Cargo Hold System a)
Hold Empty Release Block No. I + II III + IV III + IV III + IV I + II + III + IV III + IV III + IV I + IV I + IV
In the unlikely event of pilot gas initiation failure at the fire control station: a) The three-way diverter valve should already be set for delivery of CO2 to the cargo hold on fire.
Note: Due to the system design, it is unlikely that the air will flow out of the test point; in reality a small vacuum will be developed. This is due to the close proximity of the test point which is branched off the sampling line at 90 and the fact that the sampling head is very close to the test point and has a large change of diameter in relation to the sampling line. This develops a nozzle effect and the subsequent vacuum being developed at the branch test point. If air is directed down the sampling test point, this could in fact indicate that there is a blockage at the sampling head. f) When the test of the sampling line is complete, swing the threeway diverter valve back to the smoke sampling system. Carry out the testing of any other smoke sampling lines in the same manner.
b) Go to the cargo hold CO2 release box in the CO2 room. Carry out the same procedure c) to d) as for the operation from the fire control station. The smash box key is located next to the control release cabinet. Indication that a cylinder has released its charge will be shown by snow and ice developing on the outlet line and the top of the cylinder.
g) When the last line has been tested, shut off the compressed air supply to vent the flexible air hose before it is disconnected. Close the test point on the CO2 discharge line. Swing the last three-way diverter valve back to the smoke sampling system. h) Return all blanks on the sampling test points to the closed position.
Before operating the extinguishing system, ensure that there are no personnel in the cargo space and all personnel are accounted for. Ensure all openings including hatch covers, ventilators, ports, sounding pipes etc, connected with the compartment are sealed.
Testing of the Smoke Sampling/CO2 Discharge Line

Each smoke sampling/CO2 discharge line from every cargo hold must be tested every six months. The process is carried out by directing compressed air down the line to the sampling point in the cargo holds, a test point just before the sampling point is used to verify that the line is clear. a) Remove the blank from the test point on the sampling line to be tested.
b) Open the door to the fire control station and change the 3-way diverter valve from the smoke detecting position to the CO2 extinguishing position by pushing down on the valve lever of the hold in question. c) Break the glass of the key box that is inside the fire control station, remove the key and open the release cabinet for the cargo holds
b) In the CO2 room, connect the compressed air supply to the test point on the cargo hold CO2 discharge line; the test point is indicated on illustration 4.2a. c) Open the compressed air supply isolating and the system test line valves.
d) Take the key that is in the release cabinet and open the supply cabinet
d) In the SCC open the fire control cabinet door for the smoke sampling three-way diverter valves. Personnel should be in radio communication standing by in the cargo hold at the smoke sampling line to verify the air flow. IMO No: 9315197 Section 4.2 - Page 4 of 6
Maersk Seletar
Illustration 4.2a CO2 Fire Extinguishing System
To Atmosphere

CO2 Room
I II III IV
Fire Control Station
PS
PI
98 Bottles
8 Bottles Engine Room Cargo Holds
A B C D
To Fan Unit on E Deck SDS-8 SDS-E12
II
III
IV
E F A B C D 47 Bottles 55 Bottles 100 Bottles TD
Engine Room From Main and Emergency Power Supply To/from Cargo Holds
Fan Unit on E Deck CO2/Smoke Sampling Lines to/from Cargo Holds
No.9A Hatch
No.9F Hatch
No.8A Hatch
No.8F Hatch
No.7A Hatch
No.7F Hatch
No.6A Hatch
No.6F Hatch
No.5A Hatch
No.5F Hatch
No.3F No.4A Hatch Hatch
No.4F Hatch
No.3A Hatch
No.3F Hatch
No.2A Hatch
No.2F Hatch
No.1A Hatch
No.1F Hatch
Cargo Holds
IMO No: 9315197
Maersk Seletar
Engine Room Control Box
The system is operated by a supply of CO2 separate from the main fire extinguishing central bank of CO2 cylinders. This activation CO2 is stored in two 1.78kg pilot cylinders which are installed adjacent to the control boxes at the fire control station and in the CO2 room. The control cylinders are connected to the main pilot system pipework via isolation valves installed within the control box, both for the engine room and cargo hold system. For the engine room system isolation valve No.1 is connected via small bore pilot gas pipework to the cylinder bank to open cylinders via a time delay unit. Isolation valve No.2 is used to direct pilot gas to open the distribution valves to the engine room. 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 opening the control box door operates a switch activating audible and visual alarms. When the engine room system isolation valves are operated, the engine room fans are automatically tripped. Machinery CO2 Trips No.1 engine room ventilation fan (reversible) No.2 engine room ventilation fan (reversible) No.3 engine room ventilation fan No.4 engine room ventilation fan No.1 main engine auxiliary blower No.2 main engine auxiliary blower No.3 main engine auxiliary blower Port engine control room unit cooler Starboard engine control room unit cooler Shaft tunnel ventilation fan Auxiliary boiler P-GS1-9 P-EM-2 P-GS2-9 P-GS1-8 P-1M-5 P-2M-3 P-1M-5 P-1M-3 P-2M-4 P-LS3-10 P-1M-4 or a shorter period is needed, the time delay unit may be operated in emergency mode by turning the handle to break the seal manually. a)

In the unlikely event of pilot gas initiation failure: Proceed to the engine room release box in the CO2 room . With the control cabinet key from the smash box open the control cabinet, the alarms will sound in the engine room. The engine room ventilation fans should have already been stopped.
Operating Instructions for the Engine Room System

a) On discovering a fire, shut down machinery, fuel supplies and ventilation systems. Close all doors, ventilators and other openings, having first ensured that all personnel have been evacuated and accounted for.
b) Open the valve on one of the control cylinders to release pilot CO2. c) Pull down the control valve handle No.1 for the main battery and time delay unit. The switch will initiate the tripping of the ventilation fans, main engine auxiliary blowers and boiler trip.
b) Break the glass in the key box inside the fire control station, remove the key and open the release cabinet for the engine room. This will cause the alarms to sound in the engine room and mechanical engine room ventilation will stop. c) Take the key that is in the release cabinet and open the supply cabinet.
d) In the supply cabinet, open the screw down valve to one of the two CO2 pilot cylinders. If the indicated pressure is less than 30 bar, open the valve on the other cylinder. e) f) In the release cabinet, pull down the lever for number one main valve. In the release cabinet, slacken off the locking screw and slide the sliding bar off the lever for number two valve.
d) Pull down the control valve handle No.2 for the distribution valve. Extinguishing CO2 gas will be released from the main cylinder bank to the engine room nozzles after the time delay period has expired.
Galley Fire Extinguishing Systems

The galley is protected by two types of extinguishing media: CO2 and Ansul R-102, a wet chemical (foam) system. CO2 System This system is designed to extinguish a fire in the galley extraction hood and consists of a single 4.5kg CO2 gas cylinder. The discharge cabinet is located immediately outside of the port side galley door, with posted operating instructions. The galley should be evacuated after ensuring that all doors, vents and dampers are closed and that all mechanical ventilation has been stopped. Once this has been done, the system is activated by fully opening the CO2 cylinder valve. Do not start any ventilation until it has been ascertained that the fire has been extinguished and the extractor hood trunking has cooled down. Ansul R-102 System This system is designed to attack fires in the deep fat cooking system by laying a foam blanket on top of the fat, thus depriving the fire of oxygen. The system is operated from a control panel located within the galley on the port side bulkhead. In the event of a fire, switch off the power to the deep fat cooking equipment. Ensure that the galley has been evacuated and that all doors, vents and dampers have been closed and all mechanical ventilation stopped. At the red activation box, lift the plexiglass cover and pull the handle. R-102 is now discharged onto the deep fat cooking equipment Do not start any ventilation until it has been ascertained that the fire has been extinguished and that the fat has cooled down.
g) In the release cabinet, pull down the lever for number two valve. The CO2 cylinders will be discharged into the engine room by the time delay mechanism after approximately 30 - 40 seconds After the time delay has run down, the charge in the time delay cylinder is directed to each of the section pilot operating cylinders in the main gang which in turn releases the remaining gang of cylinders. E xtinguishing CO2 gas is now released from the main cylinder bank to the engine room nozzles. g) After 10 minutes close the pilot cylinder hand wheel valve in the remote control cabinet box. Note: Allow time for structural cooling before opening the engine room, at least 24 hours prior to ventilating the CO2 gas. WARNING Do not enter a CO2 flooded space without using breathing apparatus. The level of oxygen depletion resulting from CO2 flooding will cause death by asphyxiation.
Authors note: the above list will need to be modified to reflect the actual situation on board. A pressure gauge is fitted to the pilot CO2 pipeline to indicate pilot CO2 pressure. Time Delay Unit A time delay unit is provided to initiate a time delay between actuation of the CO2 system and actual injection of the CO2. The device is provided for the engine room system and allows the alarm to sound before CO2 is actually injected into the engine room, thus giving personnel time to evacuate the engine room prior to the injection of CO2. When the time delay is run down, the CO2 charge from the associated CO2 cylinder is released to act upon the pilot cylinders in the main gang. The delay time is set by the calibrated nozzle and is normally between 30 and 40 seconds. If the delay valve fails to operate Issue: Draft 1 - July 2007
IMO No: 9315197
Maersk Seletar
Illustration 4.3a Fire Detection System
FAULT DISC.
AC 220V Supply from Emergency Switchboard (P-EL-18)
AC 220V Supply from Main Switchboard (P-IL-14)
Power Test Alarm Transfer Alarm Device Alarm Delay Zone/Unit System Fault Warning Pre-Alarm
FIRE
Salwico CS4000 19-06-06 10:11 HG Friendship SG-6789 www.Consilium.se Press MENU to Operate
Menu
Home
Disc.
Public Address System
ABC
DEF
GHI
JKL
MNO
SELF CLOSING DOOR MAGNETIC RELEASES TO BE VERIFIED
PQRS
TUV
XYZ
OK
Main Fire Detection Panel on the Bridge Aft Console
F1
F2 Mute Next Reset
OK
F3
Fire Detection Repeater Panel in the SCC
Loop 1: Accommodation Areas including the Bridge, Galley, Laundry, Paint and Lamp Store, Reefer Workshop, Garbage Store Room, Emergency Generator Room with Zones No.1 to 10 Stairwell Door Release F Deck Stairwell Door Release E Deck
FIRE
Salwico CS4000 19-06-06 10:11 Power Fault Disconnection www.Consilium.se HG Friendship SG-6789
Scroll
2
Press MENU to Operate
Test
Fire
Fault
Disc.
Mute
Stairwell Door Release D Deck
Stairwell Door Release C Deck
Emergency Generator Room Loop 2: Engine Room Spaces, Workshops and Engine Control Room with Zones No.11 to 15
Galley
Stairwell Door Release B Deck
Fire Detection Repeater Panel in the ECR
Workshop Door Release on A Deck: Dry Provision Room + Galley (x2)
Engine Control Room
FIRE
Loop 3: Port Stabiliser Space and Bow Thruster/Emergency Fire Pump Apace with Zones No.16 to 18
Scroll
2
Passageway Door Release A Deck (Pt and Stbd)
Test
Fire
Fault
Disc.
Mute
Stairwell Door Release U Deck
Loop 4: Starboard Stabiliser Space and Steering Gear Room with Zones No.19 to 20
Loop 5: Engine Room Local Fire Fighting System Detectors with Zones No.21 to 25
IMO No: 9315197
Maersk Seletar
4.3 FIRE DETECTION SYSTEM
Fire Detection Equipment Maker: Type: Consilium Marine CS4000 Salwico Fire Detection System System Loops and Zones There are five detector loops around the vessel to monitor selected areas. These are divided up into separate zones numbered between 1 and 25. This allows for rapid identification of the location of a fire situation. Loop No.1 Loop No.2 Loop No.3 Loop No.4 Loop No 5 Zones 1 - 10 Zones 11 - 15 Zones 16 - 18 Zones 19 - 20 Zones 21 - 25 Navigation, F, E, D, C, B, A and upper decks Engine room 2nd, 3rd, partial and floor decks and casing Paint store, bosuns store, bow thruster room and port fin stabilizer space Starboard fin stabilizer space and steering gear room No.1 and 2 diesel generator rooms, main engine area, auxiliary boiler and purifier room c)

Supplementary text Press Menu to display the menu titles.
d) Press 2 (Alarm list). e) Press 1 or OK for the fire list.
Introduction
The CS4000 Fire Detection system is a computerised, fully addressable analogue fire alarm system with analogue detectors. The operating panel, control unit and power supply are contained in the bridge alarm control console. The supplies are 220V AC from the main switchboard and 220V AC from the emergency switchboard. The unit also contains an emergency 2.0 Ah battery should the other supplies fail. A duplicate operating panel is also fitted in the engine control room There is an MN4000 repeater panel located in the ships control centre. The repeater panel allows the ships staff to monitor alarms and scroll through alarms in the queue list but not to accept any alarms or perform any disconnections or reconnections. These functions can only be performed on the main control panel on the bridge. The system can also identify defective detectors in each loop. The CS4000 is connected to the ships PA system for sounding of the fire alarm over the public address. There is also a connection between the fire alarm panel and the fan control panel in the engine control console, in order to trip the accommodation fans after a set time delay of 2 minutes. The CS4000 system is also responsible for the automatic activation of the local fire fighting (water mist) system upon receipt of 2 alarms from the same protected area. An output also sends data to the VDR in order to record any incidents. The Salwico CS4000 comprises a wide range of detectors and sensors to suit different needs and conditions. It includes detectors for different alarm parameters, for example, smoke, heat and flame. Manual call points, short circuit isolators and a timer are connected to the loop 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 monitored. Pre-alarm A pre-alarm facility gives advance warning of a smouldering fire which does not exceed the detector alarm threshold. It is only possible to mute and not to reset a pre-alarm until the device is over or under the pre-alarm level. Any prealarm must be investigated. The pre-alarm will not activate external outputs.
Fault Alarm When a system fault occurs the following indications are displayed: Buzzer sounds continuously Fault indicator flashes Zone/unit LED flashes Lower display shows options; press Mute or Reset a) Press Mute. Audible buzzer is silenced Fault indicator is continuously illuminated Zone/unit LED continues to flash Lower display shows option; press Menu b) Press Menu to display the menu options. c) Press 1 (Fault alarms).
Note: If two alarms are received from the same area in loop 5, the CS4000 system will automatically activate the local fire fighting (water mist) system for that area.
Operation
Fire Alarm When a fire condition occurs the following is displayed: Intermittent sounding of alarms FIRE indicator is flashing Number of alarms is displayed Zone in alarm is displayed Address number of unit in alarm Supplementary text Lower display shows options; Mute, Reset or OK. Reset will only be achieved in the absence of a fire condition. a) Press MUTE to silence the internal buzzer/external alarms dependant on access level. FIRE indicator is continuously illuminated Lower display shows options; Reset or OK b) Press OK to view the following, (the display will be similar to that shown 4.3b). (The OK key will toggle between the displays at a) and b) above.) Time of alarm Date of alarm
d) Press 1 (Fault list) to display the fault information. e) Select the appropriate options from the on-screen instruction. Authors note: all the above details, from Operation-Fire Alarm to be verified WARNING Disconnecting the fire loops or detectors impairs the operation of the system. Alternative methods such as fire watching should to be put in place during disconnections. Disconnections a) Press Menu.
b) Press 3 (Disconnections). c) Press the number key appropriate to the required disconnection function (1-5).
d) Press 1, for example, to select zones. Issue: Draft 1 - July 2007 IMO No: 9315197 Section 4.3 - Page 2 of 4
Maersk Seletar
Illustration 4.3b Fire Alarm Control Panel
CS4000 Control Panel
18 19 20
FAULT
3 4 5 6 7 8 9 10 11 12
DISC.
2
FIRE
06:27
21
Menu
Home
Disc.
Repeater Panel MN4000

1
Power Test Alarm Transfer Alarm Device Alarm Delay Zone Unit System Fault Warning Pre-alarm
FIRE ALARM 1(1)
1
GHI PQRS
ABC JKL TUV
DEF MNO WXYZ
FIRE
1 FIRE ZONE 61 MCP 612 Analogue Zone 61 Text 1 LB3 address 6 Time 10:17:32, Date 2048:05:11 Push OK for list view
22 4 3 23 2
Power Fault Disconnection
OK
Scroll
30
F1
13
F2 F3
14
16
OK
Reset
25
23
Test
24 26
Fire
27
Fault
28
Disc.
29
Mute
15
Mute
15 17
Next
Key 1 2 3 4 5 6 7 8 9 10 11 12 13/14 15 16 17 18 19 20 21 22 23 24 25 Alarm Indicator - flashes red in alarm, continuous when muted Disconnection Indicator - at least one zone has been disconnected Fault Indicator - flashing yellow to show fault, continuous when muted Power indicator Test Indicator - continuous yellow when at least one zone in test, flashes when panel not initiated at start up (Not applicable) Alarm Device Indicator - continuous yellow shows alarm device disconnected, flashing shows alarm device output fault Alarm Delay Indicator - continuous yellow shows alarm device outputs are delayed Zone/Unit Indicator - continuous yellow shows detector or zone disconnected, flashing indicates at least one detector or zone is in fault condition System Fault Indicator - flashes yellow to indicate panel or system fault Warning - continuous yellow indicates detector performance fault Pre-alarm - flashing red indicates a pre-alarm state in the system, continuous red when muted Three programmable keys with labels Mute - audible alarm More Alarms - flashes red if more than one device in alarm Next - scroll through the different alarms, returns to first alarm if button not pressed for 20 seconds Menu - direct access to the main menu Home - direct access to the initial view Disconnections - direct access to the disconnections menu to allow disconnections to be made Alphanumeric display - 14 x 40 characters Numeric keypad - used to enter information, arrow key deletes previous characters OK - used to select a menu or accept a function Arrow keys - up/down scrolls through the menu items, left goes to previous menu, right selects the chosen menu alternative Reset - used to reset alarms 26 27 28 29 30 Test - test each segment of display Fire - direct access to fire alarm list Fault - direct access to fault list Disconnections - direct access to disconnections list Arrow keys - scroll up/down through lists
IMO No: 9315197
Maersk Seletar
e) f) Select the required zone to be disconnected. Press OK or the right arrow key. of the detector heads due to contamination. Repeated application of test smoke to the same detector can degrade its performance.
Illustration 4.3c Menu Tree
HOME 1 Fault alarms 1 Fault list 2 Warning list 3 Reset all faults 2 Fire alarms 1 Fire list 2 Pre-alarm list 3 Resound bells 4 Reset all fire alarms 1 New disconnections 2 Disconnection list 3 Periodic disconnection list 4 Old disconnections 5 Remove all disconnections 1 Log in 2 New user 3 Delete user 5 Settings 1 Set Dimmer 2 Set time 3 Set date 4 Test display 5 Alarm delay time 6 Keyboard beep 1 System details 2 System boards 3 Display 4 Zones 5 Loops 6 Reload configuration 7 Load config to memory stick 8 Upload config from memory stick 9 Save changes to memory stick 10 Upload syslog to memory stick 7 History 1 Fire history 2 Fault history 3 Disconnection history list 4 Common history list 1 Zones 2 Detectors and manual call points 3 External controls 4 Alarm device 5 Alarm delay 6 Test mode
g) Select the zone type (1-5) using the numeric keys or arrows and then OK. h) Select the disconnection duration using numeric keys (1-4) or the arrow keys. i) j) Press OK to confirm the selection. Press Menu to show the disconnection in the list if required, or press Home to exit the disconnection menu.
3 Disconnections
Timed Disconnection When Disconnection Time display is shown at h) above, timer, clock or periodic, may be selected. Timer Disconnection is instantaneous and lasts for the period entered. The maximum disconnection time is 23 hours 59 minutes. Clock Disconnection is instantaneous and reconnection will take place at the next entered time. The maximum disconnection time is 23 hours 59 minutes. Periodic Disconnection for a time period during set days. For example, disconnect zone 1 each Tuesday and Friday between 07:00 and 17:00. Example of periodic disconnection procedure for Monday and Tuesday: a) Select Disconnections - New disconnections - Zones - Zone type - Disconnection time.
6 Service menu
4 Log in
1 All external controls 2 Alarm transfer (not applicable) 1 Alarm device 2 Alarm delay
b) Select 4 (periodic) from the disconnection time display. c) Enter disconnection time 06001830, press OK.
d) Press 34567 to disable all week days except Monday and Tuesday. Maintenance A periodic testing/inspection procedure should be carried out in accordance with manufacturers recommendations, in order to monitor any deterioration Issue: Draft 1 - July 2007 IMO No: 9315197 Section 4.3 - Page 4 of 4
Maersk Seletar
Illustration 4.4a Quick-Closing Valves and Fire Damper System
Emergency Generator Room
TO BE VERIFIED Emergency Generator Gas Oil Tank
Boiler Waste Oil Service Tank
From Engine Room Working Air System
No.1 Engine Room Vent Fan F-271V F-11V No.2 Engine Room Vent Fan F-12V No. 1 Cylinder Oil Storage Tank No. 2 Cylinder Oil Storage Tank Cylinder Oil Measuring Tank Cylinder Oil Tank for LSHFO Main Lubricating Oil Settling Tank No.3 Engine Room Vent Fan F-13V No.4 Engine Room Vent Fan F-14V
PAL MC
L-114V
L-121V
L-171V
L-184V
L-4V
Purifier Room Exhaust Fan Damper F-15V D/G Work Bench Exhaust Fan Damper
PS
PI
Emergency Air Receiver
Heavy Fuel Oil Settling Tank
Heavy Fuel Oil Service Tank
Low Sulphur Heavy Fuel Oil Settling Tank
Diesel Oil Service Tank
F-16V Workshop Exhaust Fan Damper F-17V No. 1 Funnel Fire Damper
F-104V
F-32V
F-101V
F-31V
F-110V
F-62V
F-102V
F-61V
F-103V
F-33V
F-18V No. 2 Funnel Fire Damper F-19V No. 3 Funnel Fire Damper
No.6 Low Sulphur Heavy Fuel Oil & Heavy Fuel Oil (Port)
No.6 Low Sulphur Heavy Fuel Oil & Heavy Fuel Oil (Starboard)
F-20V Diesel Oil Storage Tank Sludge Tank No. 4 Funnel Fire Damper F-21V No. 5 Funnel Fire Damper
Key
Compressed Air 8kg/cm2
F-19V
F-18V
F-9V
F-88V
F-49V
F-22V No. 6 Funnel Fire Damper F-23V
IMO No: 9315197
Maersk Seletar
4.4 Quick-Closing Valves, fire system and emergency stops damper
Oil Tank Quick-Closing Valves
CAUTION Some tanks, such as lubricating oil daily service and storage 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. Tank Quick Closing Valves Group 1: Generator Group MDO service tank to fuel oil system Group 2: Main Engine Group and Other Group Boiler waste oil service tank outlet valve No.1 cylinder oil storage tank outlet valve No.2 cylinder oil storage tank outlet valve Cylinder oil tank for LSHFO outlet valve Cylinder oil measuring tank outlet valve Main lubricating oil settling tank outlet valve Heavy fuel oil settling tank outlet valve Heavy fuel oil settling tank outlet valve Heavy fuel oil service tank outlet valve Heavy fuel oil service tank outlet valve Heavy fuel oil settling tank outlet valve Heavy fuel oil settling tank outlet valve Low sulphur heavy fuel oil service tank outlet valve Low sulphur heavy fuel oil service tank outlet valve Diesel oil service tank outlet valve Diesel oil storage tank outlet valve Sludge tank outlet valve Sludge tank outlet valve No.6 port fuel oil (HFO and LSHFO) tanks outlet valve No.6 starboard fuel oil (HFO and LSHFO) tanks outlet valve Fuel Shut-Off Valves Main engine fuel inlet valve (Tripped from the valve box located outside the starboard generator engine room) No.1 generator engine fuel inlet valve No.2 generator engine fuel inlet valve No.3 generator engine fuel inlet valve No.4 generator engine fuel inlet valve (Generator engine fuel inlet valves are tripped at the valve boxes outside the generator engine rooms) Valve F-103V L-271V L-114V L-121V L-184V L-117V L-4V F-32V F-104V F-31V F-101V F-62V F-110V F-61V F-102V F-33V F-9V F-49V F-88V F-18V F-19V

Fire Dampers
Fire dampers operate to close the ventilation openings in the event of a fire. The dampers are kept open against a closing force (gravity acting on a counterweight) by means of air pressure. When air pressure is vented the damper or dampers will close. The fire damper pipework is supplied from the working air system through the same air line to the quick-closing valve reservoir and air pressure is constantly applied to the system. The dampers are supplied through a screw down non-return valve and a three-way valve which is turned to vent air from all the fire damper cylinders simultaneously. This allows all the dampers to be closed at once from the fire control station. Operation of individual local damper valves will vent each individual damper as required and allow that damper to close. Fire dampers are fitted as follows: Damper Location No.1 engine room vent fan No.2 engine room vent fan No.3 engine room vent fan No.4 engine room vent fan Separator room exhaust fan Diesel generator work bench exhaust fan Work shop exhaust fan damper No.1 funnel vent damper No.2 funnel vent damper No.3 funnel vent damper No.4 funnel vent damper No.5 funnel vent damper No.6 funnel vent damper Valve 11V 12V 13V 14V 15V 16V 17V 18V 19V 20V 21V 22V 23V
Introduction
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 reservoir situated in the fire locker on the starboard side of A deck. The reservoir is supplied at a pressure of 8.0kg/cm2, directly from the working air system. The inlet valve to the quick-closing valve air reservoir is locked open. The quick-closing valve air reservoir is fitted with a low pressure alarm transmitter. The tanks are grouped into two systems, with an individual threeway cock operating each system. In normal operation the supply line to each group of tank valves is vented to atmosphere, but when the cock is turned, air is supplied to pistons which collapse the bridge of each valve in that group, thus causing the valve to close. The valves are reset by venting the air supply and operating the valve handwheel in a closed direction to reset the bridge mechanism and then opening the valve in the normal way. Quick-closing valves are also fitted at the fuel inlet to the main engine and to each generator engine. These valves are activated from two panels located outside the generator engine rooms on the 3rd deck. The emergency generator diesel oil tank quick-closing valve is operated by a directly connected wire from outside the emergency generator room. The main sea suction valves are operated remotely from the 3rd deck level by means of hydraulic actuators.
The local control valves for the funnel Jalousie fire flap dampers and the separator room damper are located in a box at the base of the funnel on port side at the navigation deck level. The local control valves for No.1 and No.2 engine room fan dampers are located in the fan room on A deck, port side and those for No.3 and No.4 engine room fan dampers are located in the fan room on D deck, starboard side.
F-234V F-235V F-236V F-237V F-238V
IMO No: 9315197
Maersk Seletar
Ventilation Dampers and Emergency Stops
Ventilation dampers are installed at various locations in order to shut off the flow of air which would feed a fire in a particular compartment. The dampers are to be closed in the event of a fire and ventilation fans shut off. In the event of a fire in a space where CO2 is used ventilation is automatically shut off when the system is initiated. Cargo holds are fitted with vent fans and these are shut off and dampers closed from the ships control centre; fans may also be stopped locally if required. Ventilation systems in the engine room and accommodation spaces are also provided with fan stops and fire dampers. Fans and ventilation systems may be stopped locally or remotely as required depending upon the nature of the outbreak. The shutting off of engine room ventilation fans automatically shuts the ventilation dampers. In the fire control station there is located an Emergency Shut Down Panel which contains stops for fans and ventilation systems throughout the ship, together with stops for machinery which might aggravate a fire situation. Ventilation systems are grouped in order to allow any particular part of the ship to be isolated quickly. Group ES-A Stop Button - Engine Room Fuel Oil Pump FO booster and feed pumps Oily bilge pump Oily bilge separator Generator engine LO separator Sludge pump Auxiliary blower Turbocharger LO pump Main engine LO pump HFO separator supply pumps MDO service pump HFO/MDO transfer pumps Generator engine LO priming pumps LO transfer pump Stern tube LO circulating pumps Main engine crosshead LO pumps Main engine cylinder lubricator pump Forward seal LO pump Generator engine LO separator supply pump IMO No: 9315197 Stern tube LO filter pumps Generator engine LO transfer pump Sludge collection pump Main engine FO oil auto filter Main FO and LO separators Main LO separator supply pump Main engine control oil pump Main engine cylinder oil transfer pump Main engine servo oil auto filter Main engine LO auto filter Main engine LO fine filter pump

Group ES-D Stop Button - Accommodation Fans Engine room ventilation fans Steering gear room ventilation fan ECR unit coolers Workshop unit cooler Main engine auxiliary blower Separator room ventilation fan Generator engine workbench exhaust fan Welding area exhaust fan Workshop exhaust fan Engine room toilet exhaust fan
Group ES-B Stop Button - Engine Room Fans CO2 room fan Galley supply fan Galley fan coil unit Galley exhaust fan Air conditioning central fan unit Provision refrigeration fan Econovent heat recovery unit Paint and lamp store vent fan
No.1 Diesel Generator Engine Stop Pushbutton ES-1 No.2 Diesel Generator Engine Stop Pushbutton ES-2 No.3 Diesel Generator Engine Stop Pushbutton ES-3 No.4 Diesel Generator Engine Stop Pushbutton ES-4 The emergency generator room is protected by dampers which may be activated automatically when the vent fan stop is activated (the stop is located outside the emergency generator room) or the dampers may be activated locally from within the room. A number of dampers are provided with local actuation including the air conditioning units in the engine control room and the workshop. These units may also be shut down locally. The galley is provided with automatic dampers which may also be activated locally. Within the accommodation fire doors provide protection and these must be closed in the event of a fire. The doors are of the self-closing type and are kept open by means of magnetic catches which are released in the event of a fire.
Group ES-C Stop Button - Cargo Area Fans and Pumps Cargo hold ventilation fans Bosuns store fan Under passageway exhaust fans Bow thrust and secondary fire pump room supply fan Forward paint and lamp store exhaust fan Local valve control cabinet Fin stabiliser room vent fans Fin stabiliser Hydraulic power pack for winch cable lifter
Maersk Seletar
Illustration 4.5a Water Mist Fire Extinguishing System
Main Fire Detection Panel on Bridge Alarm Console
FAULT

Local Fire Fighting Indication Panel on Bridge Alarm Console
NOVENCO
MAIN ENGINE PURIFIERS DIESEL GEN. 1+2 DIESEL GEN. 3+4 AUX. BOILER POWER ON PRESSURE IN SYSTEM PUMP UNIT FAULT
DIESEL GEN. RM 1+2 DIESEL GEN. RM 3+4
Release Logic Unit in Ships Control Centre
No.1 and 2 Diesel Generators
SPRINKLER RELEASE
BREAK GLASS PRESS HERE
SPRINKLER RELEASE
BREAK GLASS
Main Engine
PRESS HERE
DISC.
FIRE
Menu
Home
Disc.
ABC
DEF
GHI
JKL
MNO
PQRS
TUV
XYZ
OK
MAIN ENGINE
PURFIER
AUX. BOILER
F1
F2 Mute Next Reset
OK
LAMP TEST MUTE BUZZER LOCAL PROTECTION SYSTEM FOR ENGINE ROOM
F3
FIRE
FO Purifier Room
SPRINKLER RELEASE
Boiler
SPRINKLER RELEASE
No.3 and 4 Diesel Generators
SPRINKLER RELEASE
Scroll
2
Test
Fire
Fault
Disc.
Mute
To VDR Fire Detection Repeater Panel in SCC Pump Starter Panel Drain Line
FAULT
DISC.
FIRE
Menu
Home
Disc.
ABC
DEF
Water Mist Unit Remote Release Panel in ECR

DIESEL GEN. 1+2 DIESEL GEN. 3+4
GHI
JKL
MNO
Air Test Connection Point
PQRS
TUV
XYZ
OK
F1
F2 Mute Next Reset
OK
To Bilge Well
SPRINKLER RELEASE
F3
MAIN ENGINE
PURFIER
AUX. BOILER
Manual Release Point Located at Each Protected Area
Fire Detection Repeater Panel in ECR From Fresh Water Generator
Supply from Main and Emergency Switchboards
D2V Fresh Water Tank 202.2m3 (Port)
D1V Fresh Water Tank 134.8m3 (Starboard)
Water Mist Pump 15.7m3/h x 14.6kg/cm2 D23V
To Fresh Water Hydrophore
MC
LAL
LS
D4V D45V
D3V
LS
1.5m D44V
1.5m
MC
LAL
Key Fresh Water Compressed Air Electrical Signal
IMO No: 9315197
Maersk Seletar
4.5 fresh water mist fire Extinguishing System
Novenco Grundfos CR15-8 1 Vertical multistage centrifugal 15.7m/h at 14.6kg/cm Diesel generators No.3 and 4 (diesel generator room No.2): four smoke detectors and two flame detector for each engine. The local pushbutton is located outside the aft entrance into the room. Auxiliary boiler burner unit: two smoke detectors and one flame detector. The local pushbutton is located at the centre line aft of the ladder leading down from A deck to the upper deck level. When a detector head is activated an alarm is initiated, and is indicated on the main fire detection panel on the bridge and the fire detection repeater panels in the engine control room and the ships control centre. An alarm is also issued at the Kongsberg alarm and monitoring display which indicates E/R WATER MIST RELEASE ALARM. If a second detector in the same protected area is activated whilst the first detector is still active, the water mist sprinkler pump is started automatically and the protected space solenoid valve is opened. It takes two detectors to activate the system. This is to avoid the risk of activating the system unintentionally; for example, if welding or similar hot work is being carried out without detector heads having first been isolated. Indication of the pump having started is given on the remote release panel in the engine control room, the local fire fighting indication panel on the bridge and the RLU in the ships control centre. Release Logic Unit (RLU) The function of the RLU is the control of the local fire fighting system using inputs from the ships fire detection system. The RLU has the following functions: Receiving automatic release signals from the vessels main fire detection system. Receiving release signals from the manually activated pushbuttons located in each protected area. Manual release by use of the pushbuttons built into the RLU. Visual indication of the activated (red lights). Handling of visual/audible alarm outputs (sirens and lights). Handling of alarm outputs to the voyage data recorder and the alarm monitoring system. The water mist fire extinguishing system uses fresh water in order to reduce the risk of corrosion. The fresh water is taken from the port and starboard fresh water tanks via dedicated valves, one of which must always be open. The pump starter panel, solenoid activation control panel and manifold distribution piping are located at the pump on the partial deck level, to starboard of the main engine at the forward end.

The AUTO-0-MAN switch at the local fire fighting pump starter panel in the engine room should, normally, always be in the AUTO position. During daywork periods when the engine room is manned, the local fire fighting water mist pump start switch may be set to the MAN position. This will allow engine room staff to assess a fire situation before activation of the water mist system Before the engine room runs unmanned, the switch key must be returned to the AUTO position. The fresh water mist system releases water mist into a protected area automatically when a fire is detected by at least two fire detection heads which are active at the same time. However, it can also be activated by pressing the appropriate SPRINKLER RELEASE pushbutton. These pushbutton units are coloured blue to distinguish them from the conventional fire alarm pushbuttons and are sited at, or close to, the appropriate protected area. There are a total of 68 spray nozzles situated as follows: Protected Area Main engine Purifiers Diesel generators No.1 and 2 Diesel generators No.3 and 4 Auxiliary boiler No. of Nozzles 19 18 15 15 1
Manufacturer: Pump model: No. of sets: Type: Capacity:
Introduction
High pressure water forced through the sprinkler nozzles atomises into very fine droplets forming a dense mist. This mist is very effective at extinguishing a fire, even an oil fire. The fine droplets remain suspended in the air and so the mist does not disturb the oil surface nor settle to form a water layer on which burning oil might float. The fine water droplets present a large surface area to the fire and also exert a cooling effect as they evaporate. The high 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 mist fire extinguishing system relies upon the delivery of high pressure water to sprinkler heads located at sites of fire risk. Five areas are protected by the water mist system; these are the two generator engine rooms, the separator/fuel preparation room, the auxiliary boiler and the top of the main engine. The area to be protected is provided with a number of nozzles fitted to branch lines from the main supply line to that area. The main supply line to the area protected 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 compartment. The individual lines remain dry until the pump is running and the appropriate section valve is opened. The protected spaces have the following detector heads and local activation pushbuttons: Main engine: six smoke detectors and three flame detectors around the main engine. The two local pushbuttons are located at the starboard and port sides of the main engine, adjacent to the ladders leading upwards to the third deck. Purifier room: two smoke detectors and two flame detectors. One local pushbutton is located outside the aft entrance door from the main engine room. Diesel generators No.1 and 2 (diesel generator room No.1): four smoke detectors and two flame detector for each engine. The local pushbutton is located outside the forward entrance to the room.
On the discharge side of the pump there is a test/drain valve and a valve to enable a compressed air supply to be connected. The air supply serves two purposes: To purge the system lines after they have been filled with water. To test the system without the need to fill the lines with water.
IMO No: 9315197
Maersk Seletar
Procedure for Setting the Water Mist System for Operation
Either of the two fresh water tanks, port or starboard, may be used to service the system. a) Check that the fresh water tank to be used has sufficient water. f) The pump is now under the control of the RLU which, when a release signal is received from the main fire detecting system, will start the pump and open the appropriate solenoid valve(s).

Purging the System
After the release of fresh water mist into the protected space the lines must be cleared of water using compressed air. There is a compressed air line connection at the water mist pump unit and compressed air is supplied from the working air system via valve A-139V. A flexible hose is used to connect the air line at valve A-139V to the water mist unit. After the water mist pump has been stopped and the fire is extinguished the section pipeline may be purged of water using compressed air when it is safe to enter the space in which the fire has occurred. The pump AUTO-0-MAN switch should be turned to the 0 position so that the pump cannot be operated. The solenoid valve for the protected space is open as is the line isolating valve; the test/drain valve for that section must be closed. The air supply valve on the water mist unit is opened as is the air supply valve A-139V from the working air system. Compressed air will flow through the section lines forcing water out of the line and drying the pipe. Air should be allowed to flow through the line for about 2 to 3 minutes after the water has been displaced from the line in order to ensure that the section pipes are dry. After drying of the section line the section solenoid valve is closed. The air supply valve on the water mist unit is closed as is the air supply valve, A-139V, from the working air system. The flexible hose connecting the working air system to the water mist unit is disconnected. CAUTION Even after purging with air, it is still possible that some water will remain in the system. Precautions should therefore be taken if the vessel is to operate in low temperature areas, as the pump unit is not designed for these conditions with water in the system.
The nozzle heads and valves should be checked at intervals in order to detect any leakage. The spray heads have plastic protective covers which should be kept in place; they will blow off when the system operates. The isolating valves and each associated drain valve are fitted with a microswitch which indicates a fault warning ( PUMP FAULT on the RLU, PUMP UNIT FAULT on the bridge local fire fighting indication panel) if any of the valves are not in their normal operational position.
b) Open the supply valve from the FW tank to be used; D-45V for the port tank or D-44V for the starboard tank. Note: The FW tank system is such that neither tank would ever be empty as the tank not being used to supply water to the domestic system would be in the process of being filled by the FW generator. When changing over FW tanks for domestic purposes the suction valves for the water mist system must also be changed. There should be sufficient fresh water available to cover the largest section for a minimum of 20 minutes. c) Set the valves as in the following table:
System Testing
The fresh water mist system must be tested at monthly intervals.
Procedure for Testing the Fresh Water Mist System

a) Close all outlet valves located after the solenoid valves and open the test/drain valve for the section to be tested.
Note: At the water mist unit each protected space has a manually operated outlet valve after the solenoid valve; this line valve must normally be in the open position. The test/drain valve located between the solenoid valve and the manual outlet valve must normally be closed. Position Open Open Open Close Operational as required Operational as required Operational as required Operational as required Operational as required Description Water mist supply pump suction valve Water mist supply pump discharge valve Manual outlet valves Test/drain valve Solenoid valve to main engine Solenoid valve to purifiers Solenoid valve to No.1 and 2 diesel generators Solenoid valve to No.3 and 4 diesel generators Solenoid valve to auxiliary boiler Valve D-23V
b) Release a section manually by pressing the section pushbutton on the RLU. c) Check that the pump starts, that the section solenoid valve opens and that water is released at the test/drain valve.
d) Check that the PRESSURE IN SYSTEM lamp is illuminated on both the RLU in the ships control centre and the local fire fighting indication panel on the bridge. e) When water has been released reset the alarm on the RLU and check that the section solenoid valve closes and that the water mist pump stops. Close the test/drain valve.
f)
g) Repeat the test procedure in steps a) to f) above for the other sections. h) When all tests have been completed check that all test/drain valves are closed and open all outlet valves after the solenoid valves. i) j) Check that there is sufficient water in the fresh water tank and changeover tanks if necessary. Record the water mist system test in the log book IMO No: 9315197 Section 4.5 - Page 3 of 3
d) At the sprinkler pump starter panel ensure that the main switch on the front of the panel is set to ON and the POWER ON indicator lamp is illuminated. Switch on the SPACE HEATER and ensure that the indicator lamp is illuminated. The system is supplied from the emergency switchboard. e) Set the AUTO-0-MAN switch to the AUTO position.
Maersk Seletar
Illustration 4.6a Watertight Door Indicator Panel
CONTROL PANEL FOR W.T SLIDING DOOR / W.T STEEL DOOR / W.T HATCH
OPEN CLOSE
PASSAGE WAY(P)
OPEN
FIN STABILIZER RM(P)

CLOSE
Local Indication Box
OPEN CLOSE
NO.9 HOLD
NO.8 HOLD
ENGINE ROOM
OPEN CLOSE OPEN CLOSE
NO.7 HOLD
NO.6 HOLD
NO.5 HOLD
NO.4 HOLD
NO.3 HOLD
NO.2 HOLD
NO.1 HOLD
BOW THRUSTER ROOM
CLOSE CLOSE OPEN CLOSE OPEN
PASSAGE WAY(S)
FIN STABILIZER RM(S)

OPEN
W.T SLIDING DOOR INDICATION IN ENGINE ROOM

440V AC FAILURE FOR STARTER BOX DOOR CLOSE 24V DC FAILURE FOR STARTER BOX HYD LOW PRESS DOOR CLOSE HYD OIL LOW LEVEL 24V DC FAILURE FOR SSC
MASTER MODE
LOCAL CONTROL
CENTRAL CLOSE
LAMP TEST
DIMMER
BUZZER
BUZZER OUT
IMO No: 9315197
Maersk Seletar
4.6 Watertight Door system
Watertight Sliding Door Maker: Sung Mi Model: Albatross Type: Electro-hydraulic The door is provided with a hand operated pump, with handles located on both sides of the door. This hand pump is operated to locally open or close the door if there is a failure of the power pack for any reason. Opening of the door requires the hand pump to be operated together with movement of the control lever to the open or close position. Prior to operation of the hand pump the main power supply to the power pack must be isolated and the remote control power system must be switched on. When operating with the hand pump, the closing time for the door should not exceed 90 seconds. Watertight door indicator panels are provided locally, in the wheelhouse and in the SCC.

Procedure for Operating the Watertight Door Manually from the Local Position
Local manual operation takes place if there is a failure of the power pack. a) Ensure that the power pack electrical supply switch is turned to the OFF position.
Introduction
A watertight sliding door is located in the engine room at the floor deck level aft bulkhead for access into the shaft tunnel area. This is in order to maintain the watertight integrity of the ship whilst allowing for the passage of personnel between the two spaces. The door is opened and closed hydraulically, the hydraulic power being provided by an electric motor driven pump unit. Hinged watertight doors are fitted at the entrances to the passageways at the side of the ship from the engine room at deck 2 level and from the after mooring deck. There are watertight hatches leading to the fin stabiliser compartments from the passageways and a watertight hatch for the bow thruster/emergency fire pump compartment. The position of these watertight doors is indicated on a display panels located in the SCC and on the bridge. Two indicator lamps are provided to show the position of the individual doors. The red lamp is illuminated when the door is open and the green lamp when the door is closed. The engine room shaft tunnel watertight door is of the horizontal sliding type, the passageway must be kept clear at all times with the track not allowed to become restricted in any way. The door is normally operated locally but may be closed from both the Ships Control Centre (SCC) and the bridge by selecting CENTRAL CLOSE on the mode switch on the watertight door control panel. An emergency hand pump is provided SCC in the for remote closing of the door in the event of power failure. Indicator lamps in the SCC and on the bridge show whether the door is open or closed. The door is moved in the open and close direction by two double acting hydraulic cylinders, one is located at the top of the door and one at the bottom. The cylinders are attached to the door frame and the piston rods connect to the door. The door closing time must not exceed 40 seconds. The hydraulic power pack has an electrically driven pump which pressurises the hydraulic accumulator cylinder, the working pressure is 150kg/cm2. The pump takes suction from an oil tank, which must always be maintained at the correct level, and delivers oil into the operating system. The door is opened and closed by means of a control lever which has handles on each side of the door. Movement of the lever operates a switch which directs oil to the open or close sides of the hydraulic cylinders depending upon which way the lever is moved. At the same time a switch is activated which starts the pump and maintains hydraulic pressure until the door is fully open or fully closed; when the door is fully open or closed system pressure rises and a pressure switch stops the pump. A local bell sounds and an indicator lamp is illuminated when the door is moving. Issue: Draft 1 - July 2007
b) To open the door place the hand pump handle in the hand pump operating socket. Operate the hand pump handle and move the lever handle to the OPEN position simultaneously. c) When the door is fully open remove the hand pump handle and return it to its storage position.
Emergency Remote Control

The emergency remote control unit for the door is located in the SCC which consists of a hand pump which is only used to close the door. The local bell and indicators will operate whilst the door is closing provided that electrical power is still available.
d) Walk through the door and place the hand pump handle on the other side of the door in the pump operating socket. Close the door by operating the door hand pump handle whilst holding the control lever handle in the CLOSE position. The bell and indicator lamps will operate during manual opening and closing of the door.
Procedure for Setting the Watertight Doors for ElectroHydraulic Control

a) Ensure that the door power pack oil reservoir is at the correct level and that there are no signs of oil leakage at the power pack, control system or cylinders. This should be part of a routine weekly check.
Procedure for Emergency Operation the Watertight Door

Emergency operation takes place from the emergency unit located in the SCC and the door can only be closed by the emergency pump, it cannot be opened. a) Operate the emergency hand pump handle in order to close the door. The bell will sound and the indicator lights will be illuminated if there is electrical power available.
b) Ensure that there is electrical power available, and that the power pack is switch ON. c) Check that the pump starts and pressurises the system, cutting out at the selected cut-out pressure. The watertight door is ready for operation.
Hinged Watertight Doors and Hatches

Hinged watertight doors are provided from the working passageways to the engine room workshop on the port side and the air compressor and transformer spaces on the starboard side. These doors should be kept closed whilst the ship is at sea. Hatches are also provided in the passages for access to the stabiliser and bow thruster spaces. These are held firmly in place by means of dog clips and should be maintained in a free and lubricated condition so that they will operate effectively at all times without the need for excess force. The seals must be checked and care taken to ensure that nothing is trapped between the door and the frame when it is closed which could damage the seal Door positions are indicated on the bridge and the indicator lamps must be checked to ensure that they are working.
Procedure for Operating the Watertight Door

a) Ensure that the power pack is operating.
b) To open the door move the lever handle to the OPEN position; the pump will start and the door will begin to open. Check that the bell operates and that the indicator lights operate. c) When the door is fully open the pump will automatically stop. Step through the door and move the lever handle on the other side of the door to the CLOSE position. The pump will start and the door will close. Check that the bell operates and that the indicator lights function correctly. Check that the door closes fully. The pump will stop when the door is fully closed. IMO No: 9315197
Maersk Seletar
4.7 Safety Plans
4.7.1 Fire Alarm and Detection System
Illustration 4.7.1a Fire Alarm & Detection System Engine Room 2nd & 3rd Decks and Steering Gear Room
Steering Gear Room
2nd Deck
M
3rd Deck
MV-9
SAFETY PLAN
Up
Down
SPK
R.P
Up
CO2
SPK
Key Manually operated call point Space monitored by smoke detector Space monitored by flame detector
SAFETY PLAN
Space monitored by heat detector Pushbutton for general alarm Fire control and safety plan
SPK
Signal light column Speaker for fire and emergency general alarm
R.P
CO2
CO2 discharge alarm horn Manual pushbutton for water mist system Class A self closing fire door
M
Primary escape route
Class A bulkhead Ventilator with number (Machinery spaces)
Repeater panel
MV
IMO No: 9315197
Maersk Seletar
Illustration 4.7.1b Fire Alarm and Detection System. Engine Room Floor and Partial Deck
Partial Deck
Engine Room Floor
Engine Room
Shaft Tunnel
Up Up Up
Up
Up
Dn Up Dn Up Dn
Up
Key Manually operated call point Alarm bell

CO2
CO2
Space monitored by smoke detector Space monitored by flame detector

SPK
Pushbutton for general alarm

SAFETY PLAN
R.P
Primary escape route Secondary escape route Class A self-closing fire door Class A bulkhead Floor Plates
Fire control and safety plan Repeater panel Manual button for Water Mist System
CO2 discharge alarm horn Space monitored by heat detector
Speaker for fire and emergency general alarm Signal light column
IMO No: 9315197
Maersk Seletar
4.7.2 Fire Fighting Equipment
Illustration 4.7.2a Fire Fighting Equipment Engine Room 2nd & 3rd Decks and Steering Gear Room Steering Gear Room
P 12kg
2nd Deck
CO2 CO2
P 12kg P 12kg
3rd Deck
WL CO2
Spare Equipment and Refills 2 12kg powder extinguisher 14 5kg CO2 extinguisher 12 25kg powder charges 110 12kg powder charges 1 Extra cylinder recharging unit
CO2
CO2
P 12kg
N
P 12kg
P 12kg
P 25kg
CO2
18M
Up
CO2 5kg
CO2
P 12kg
Down
CO2 5kg
W
Up
CO2
W
18M
CO2
P 12kg
WL
CO2
CO2 CO2
P 12kg CO2 5kg P 12kg W
18M
P 12kg
P 12kg
CO2
CO2 CO2
W
18M
CO2 WL F 135
WL
P 12kg
P 12kg
P 25kg
P 12kg
W
18M
CO2
CO2
Key
CO2 5kg
5kg CO2 Extinguisher 12kg Powder Extinguisher 25kg Powder Extinguisher
F 45 F 135
Wheeled Foam Fire Extinguisher 45L Wheeled Foam Fire Extinguisher 135L Portable Foam Applicator 2 x 25 L
N
W
W
18M
Nitrogen Recharging Unit Fire Hydrant Hosereel 18m with Jet/Fog Nozzle
WL
Space Protected by Water Mist System Room Protected by CO2
P 12kg
CO2
P 25kg
IMO No: 9315197
Maersk Seletar
Illustration 4.7.2b Fire Fighting Equipment. Engine Room Floor and Partial Deck
Partial Deck
F 45 WL CO2 W CO2
P 12kg
Engine Room Floor
P 12kg
CO2
CO2
P 12kg
CO2
P 12kg
W P 12kg
18M
Engine Room
P 12kg
CO2
Up
Up
Up
P 12kg
Shaft Tunnel
Up
P 12kg
18M
Up
CO2
Dn Up Dn Up Dn
P 12kg
Up
CO2
W
18M
W
18M
CO2
CO2
P 12kg
P 12kg
CO2
CO2
W
18M
WL CO2 CO2
CO2 5kg
Key 5kg CO2 Extinguisher 12kg powder extinguisher Wheeled Foam Fire Extinguisher 45L
W
Fire Hydrant Hosereel 18m with Jet/Fog Nozzle Water Mist Pump
WL
Space Protected by Water Mist System Fire Pump Fire Pump Remote Stop/Start
CO2
Room Protected by CO2
W
18M
P 12kg
F 45
WL
IMO No: 9315197
Maersk Seletar
4.7.3 Lifesaving Equipment and Emergency Escapes
Illustration 4.7.3a Life Saving Equipment and Escape Routes Engine Room 2nd & 3rd Decks and Steering Gear Room
Steering Gear Room
2nd Deck
3rd Deck
Up
Down
L.J.B
Up
x2 x2
L.J.B
2 Pair Fireproof Gloves 2 Safety Lamps 4 Batteries for Safety Lamps
Key Emergency Escape Breathing Device Primary Escape Route
Immersion Suit
L.J.B
Life Jacket Box Life Jacket with Light and Whistle (Adult)
IMO No: 9315197
Maersk Seletar
Illustration 4.7.3b Life Saveing Equipment and Escape Routes. Engine Room Floor and Partial Deck
Partial Deck
Engine Room Floor
Engine Room
Shaft Tunnel
Up Up Up
Up
Up
Dn Up Dn Up Dn
Up
Key Emergency Escape Breathing Device Primary Escape Route Secondary Escape Route
IMO No: 9315197
Section 5: Emergency Procedures

5.1 Flooding in the Engine Room - Emergency Bilge Suction 5.2 Local (Emergency) Operation of Main Engine
5.3 Emergency Steering 5.4 Emergency (Secondary) Fire Pump Operation 5.5 Fire in Engine Room 5.6 Fire Control Station 5.7 Failure of the Engine Room Alarm and Monitoring System
Maersk Seletar
5.1 Flooding in THE Engine Emergency Bilge Suction Room 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.

Illustration 5.1a Emergency Bilge Suction
3rd Deck Local S-31V Key Sea Water Hydraulic Oil
FS
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 Measures to Prevent or Alleviate Flooding
Maintain pipelines externally, tighten slack supports and replace broken U bolts on pipe brackets to minimise 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. Valves operated by hand hydraulic actuators should be checked to ensure that the hydraulic system is full and still operative. 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. All personnel should be familiar with the position of bilge suctions and the pumps that can be utilised for bilge pumping duties. They should also be familiar with the position of main sea suction and overboard valves and know which main suction is currently in use. The emergency bilge suction valve B-14V, connected to No.2 ballast pump, should be operated on a regular basis. No.2 ballast pump is located at the floor level at the forward end of the engine room on the starboard side. The emergency bilge suction valve should be operated and lubricated on a regular basis, such as weekly. Double bottom sounding pipe cocks should be kept closed when not in use and all caps fitted. Self closing devices must also be in use as appropriate.. Oily Bilge Pump Can take suction from the bilge main and the bilge holding tank. Bilge, Fire and General Service Pumps Both these pumps are able to take suction from the engine room bilge main through valve B-10V. Additionally No.1 pump has a direct bilge suction from the port forward engine room bilge well through valve B-25V. Hold Bilge Stripping Pump Takes suction from the bilge main. Oily Water Separator Takes suction from both the clean and dirty sections of the oily bilge tank.
BA-53
PX CI PI PX
S-33V
Bilge Suction/Discharge
To Ballast Eductor
BA-40
To/From Ballast Main Port BA-48 BA-43 BA-42 BA-45 BA-44 To/From Ballast Main Starboard
BA-51
1 Ballast Pumps (700m3/hx3kg/cm2)

PX CI PI PX
No.2 Ballast Pump Takes suction from its own emergency bilge suction, which is operated by an extended spindle from floor plate level. CAUTION Direct overboard pumping of bilges is only to be undertaken in an emergency to control flooding which could endanger the ship.
BA-50
BA-54 BA-41
2 2
To Ballast Eductor
BA-52
BA-49 B-14V
Emergency Bilge Suction

FS
S-32V
Main Sea Suction Valves

The main sea suction valves, high and low suction, are locally operated hydraulic valves. They can be operated locally at the valve at the floor plate level or from the 3rd deck level.
B-63V
3rd Deck Local
S-30V Low Sea Chest (Starboard)
IMO No: 9315197
Maersk Seletar
5.2 Local (Emergency) Operation of Main Engine
The following pushbuttons are fitted in the Manual Control Panel: START AHEAD STOP START ASTERN Starting air is released when the START AHEAD or START ASTERN pushbutton is pressed. The engineer must decide, when and for how long starting air or braking air is supplied. AIR RUN Releases starting air in the ahead direction to turn the engine over on air, as long as the push button is pressed. Releases a Slow Turning sequence. Slow turning failures are indicated in the display. Reset slow turning failure by pressing the pushbutton again:
START AHEAD

Illustration 5.2a Main Engine Local Control Panel
Local (Emergency) Control from Engine Side

In the event of breakdown of the remote control system, or of the speed governor module (EGS2200-RTF), the engine may be controlled from the local (emergency) stand at the engine side. The local control stand is situated on the forward port side of the engine at the middle platform level. The main engine is controlled electronically by the WECS-9520 system and the operator must interface with this when operating the engine in local (emergency) mode. The WECS-9520 and servo/control oil systems must be operational otherwise the engine will not function. The WECS-9520 controls the operation of the fuel injection system, the exhaust valves and the starting air system. The engine overspeed monitoring system must be fully operational and correctly set at all times, no matter which control station has control of the engine. The engine is controlled locally from the local control stand, which is equipped with all the pushbuttons, switches and dials necessary to start, stop and manoeuvre the engine. The local control panel has a telegraph which signals engine movements from the bridge and enables the operator to signal to the bridge that a speed/direction command has been complied with. The local control panel also contains a WECS-9520 Manual Control Panel. As there is no physical link between the local control stand and the fuel injection system (because regulation of the fuel injection system is carried out electronically by the WECS-9520), there is no changeover linkage to operate. WECS-9520 Manual Control Panel The manual control panel has a four line display and 15 pushbuttons. Each of the pushbuttons activates a particular manoeuvring function and most are fitted with and indicator LED. The display provides information necessary for operation of the engine and this includes: Speed and / or Fuel Command Start Interlocks Safety events (SHD, SLD, OVSPD) Rail pressures Engine speed Fuel rail pressure Servo oil pressure Control oil pressure
E25
50
60
100
120 ASTERN
100 120
rpm
AHEAD
SLOW TURNING
Fuel Cmg= 1.1 % : Eng.Speed= 0.0RPM : Fuel Fail = 0 bar : Servo Oil = 0 bar : Contr. Oil = 0 bar
AUX BLOWER PRESEL Pre-selects blowers for automatic mode; start / stop depends on actual charge air pressure. Blowers may be started manually, if both charge air sensors fail. The display indicated Aux. Blower Man. Ctrl. / No Blowers running Stops blowers during automatic mode only if engine is not running. In manual mode stops blowers at any time.
AIR RUN
AUX. BLOWER PRESEL.
SPEED CONTROL MODE
REMOTE AUTOM. CONTROL
SAFETY SYSTEM RESET
STOP
ECR MANUAL CONTROL
SHD OVERRIDE
START ASTERN
SLOW TURNING
AUX. BLOWER STOP
FUEL CONTROL MODE
LOCAL MANUAL CONTROL
SOUND OFF-ALM ACKN.
AUX BLOWER STOP
WECS-9520 Manual Control
SULZER RT-flex
At Sea Stand by
Nav Full Full
SPEED CONTROL MODE FUEL CONTROL MODE Select Speed or fuel control mode Speed or fuel commands are set by means of the Speed/Fuel Oil dial on the ECR or Local Control Manual panels. Speed control mode is only possible, if the speed governor system in the Propulsion Control System and the bus connection is operational. REMOTE AUTOM CONTROL ECR MANUAL CONTROL LOCAL MANUAL CONTROL In order to change the engine control to the local control stand the operator only has to press the LOCAL MANUAL CONTROL pushbutton at the local control stand. As the local control stand has the highest priority for control, there is no need for any control transfer from the remote control stations. It is only possible to change control to the local control stand when the engine is stopped. The last command is stored, when changing over control between one manual panel to other manual panel or when changing from remote to manual control.
FWE
Half
Slow Dead Slow Stop Dead Slow Slow Half

Wrong Way Lamp Test
A H E A D
SPEED / FUEL
Bridge ECR Local
Full
Emerg. Astern
A S T E R N
EMERGENCY STOP
IMO No: 9315197
Maersk Seletar
SAFETY SYSTEM RESET Resets shutdowns on the safety system. Overrides shutdowns if pressed once, next pressing of this releases override (the red LED indicator in the pushbutton is illuminated when the shutdown override is active). Resets the audible alarms from the safety system and slow turning failures on this panel. If the Ack. pushbutton is pressed for more than 5 seconds, WECS-9520 software information and all necessary IMO check values are indicated on the screen display until the button is pressed again. SHD OVERRIDE

Procedure for Operating the Main Engine from the Local (Engine Side) Control Stand
Note: Selection of LOCAL MANUAL CONTROL is only possible with the engine stopped. Note: When the engine is controlled from the local control stand the operator must remain at the local control position and must constantly observe the engine speed and be prepared to make adjustments as required. All engine operating systems must be functioning and the engine must be ready to start. a) Check that all engine service systems such as cooling water, lubricating oil, cylinder lubrication, fuel oil and starting air are available and at the correct conditions. The turning gear must be disengaged and the engine available for starting. h) When the engine is running on fuel, the Speed/Fuel control dial must be adjusted slowly until the engine runs at the desired speed. In order to stop the engine the STOP pushbutton must be pressed and the Speed/Fuel control dial must be turned to the 0 position and. The engine should stop. i) The engine is then started in the new direction, or in the same direction, as indicated in items e) and f) above.
SOUND OFF ALARM ACK
In addition to the telegraph and the WECS-9520 Manual Control Panel the local control panel contains the following; Engine speed and direction indicator Speed/Fuel control dial Sub-telegraph pushbuttons for SEA MODE, STANDBY and FWE A RESET SHUTDOWN illuminated pushbutton Wrong Way Alarm indicator Power supply indicator EMERGENCY STOP and OVERRIDE pushbuttons with protective covers SHUTDOWN
Note: The engine may be controlled manually from the manual control unit situated in the ECR console. This panel has the same pushbuttons and dials as the local panel but it does not have a telegraph or Engine Speed dial. This panel controls the engine through the EGS2200-RTF. However, in the event of failure of the governor system control should always be from the local engine side control panel as this enables the operator to monitor the engine directly at all times.
b) Check that the WECS-9520 is operating and that the control oil, servo oil and fuel oil rail pressures are all within the acceptable range. c) Switch on the auxiliary blowers by pressing the AUX BLOWER PRESEL pushbutton. Auxiliary blower No.1 will start immediately and No.2 auxiliary blower will start about 20 seconds later.
System pressures should be as in the table below for starting and running: System Medium Control air from board system (adjusted to 6.5 bar with pressure reducing valve 23HA) Control air from starting air receiver (adjusted to 6.0 bar with pressure reducing valve 19HA) Starting air from starting air receiver Main bearing and piston cooling oil Crosshead bearing oil Servo oil Control oil Fuel oil common rail Pressure 7.0 - 8.0 bar 25 - 30 bar (max) 25 - 30 bar (max) 4.8 - 6.0 bar 10 - 12 bar 100 - 200 bar 200 bar 800 - 1000 bar
d) Press the SPEED CONTROL MODE pushbutton to select engine speed control, alternatively press the FUEL CONTROL MODE pushbutton if speed control mode is not available. e) Press the SLOW TURNING pushbutton to initiate a slow turn. The AIR RUN pushbutton is pressed to initiate a longer engine rotation on air with the indicator cocks open; this is normally done after a prolonged stop or engine maintenance Turn the rotary Fuel Command control dial to the starting fuel position (about 15% to 20%). This dial sends a signal directly to the WECS-9520.
f)
g) When a telegraph order is received press the START AHEAD or START ASTERN pushbutton in order to start the engine in the direction indicated by the telegraph; release the pushbutton and answer the telegraph when the engine starts. If the engine fails to reach firing speed within 8 seconds, or even to turn over on starting air, the cause of the problem must be investigated before a restart attempt is made.
IMO No: 9315197
Maersk Seletar
5.3 Emergency Steering
General Description
The steering gear consists of a tiller turned by a 4 cylinder hydraulic system; hydraulic power is produced by two electric motor driven variable delivery pumps. The pumps, hydraulic power circuits and rams can operate as two isolated systems (see section 2.11). The steering gear is fitted with an isolating system which is used to manually isolate the hydraulic power circuits in the event of a hydraulic oil loss from the oil tanks or other part of the hydraulic system. The isolating valve is actuated by means of a handle which is locked in the normal position by a pin. A switch is closed when the handle is turned to the valve closed position and this operates an indicator lamp informing the bridge that the isolating valve is closed. The hydraulic pumps used in the steering gear are supplied with power from two independent sources. In the event of main switchboard electrical power failure No.1 pump (at low speed) is supplied from the emergency switchboard. In the event of loss of one hydraulic system the steering gear can still be controlled from the bridge provided that one part of the steering gear system remains operative and the isolating valve is closed to isolate the failed system from the good system. In the event of loss of control from the bridge the steering gear must be operated under emergency control from the steering gear compartment. d) Press the MANUAL pushbutton on the solenoid valve unloading device for the pump unit and lock it in position by means of the screw collar lock nut. e) Operate the steering gear by turning the pump control knob which is located on top of the pump torque motor. This operates the pump to move the hydraulic ram system in order to turn the rudder. When the rudder reaches the desired angle the pump control knob should be released. The pump will return to the neutral position and the rudder will stop turning. Use the rudder slider angle indicator or the electronic rudder angle repeater to check the rudder position.
Note: The hydraulic pump and valves must be operated in accordance with the information provided on the instruction plate attached to the steering gear. CAUTION In the event of failure of hydraulic piping the appropriate section of the hydraulic system must be isolated and that reduces the torque available at the rudder. The speed of the ship must be reduced to half or below.
Emergency Operation using Local NFU Control

a) Isolate the systems and stop the defective pump, if running, and use the other pump.
Operation of the Steering Gear on Loss of Bridge Control

a) On loss of steering gear control from the bridge, establish communication between the bridge and the steering gear compartment via the telephone system. A telephone is located in the steering gear compartment for this purpose. There is also a rudder angle indicator and compass repeater in the steering gear compartment.
b) Turn the Rudder Servo Unit operating location selector switch to the LOCAL position. c) Use the port (red) and starboard (green) pushbuttons on the Rudder Servo Unit panel to turn the rudder as required. Use the rudder slider angle indicator or the electronic rudder angle repeater to check the rudder position.
b) Shut down one pump unit if both are running, as it is not possible to operate under local emergency control with two pumps in operation. The single pump may still supply all four hydraulic rams provided that there has not also been a failure in one of the hydraulic systems. The pump is started at the rudder servo unit panel if it is not already running. c) Turn the servo control switch at the rudder servo unit control panel to the LOCAL position.
CAUTION When operating under local control the rudder angle limiter does not function and so the rudder must not be worked over its maximum angle of 35 .
IMO No: 9315197
Maersk Seletar
5.4 Emergency Operation
Manufacturer: Model: Type: Capacity:

Fire Pump
Illustration 5.4a Emergency (Secondary) Fire Pump System
(Secondary)
Shinko Industries Inc. RVP130MS Centrifugal, self-priming; electric motor driven 72m3/h at 9.0kg/cm2
To/From Fire and Deck Wash System
Passageway 2nd Deck
Focsle Deck Bosun Store Upper Deck Chain Locker

BF-83 BG-78
The emergency fire pump is located in the bow thruster room and is fed from the emergency generator 440V feeder panel via an isolation breaker. Starting and stopping of the pump can take place from four locations: Locally at the pump From the focsle at the top of the access to the bow thruster room in which the pump is located; an isolation switch and ammeter load indicator are situated locally In the ships control centre The bridge The secondary fire pump draws from an independent sea water chest located within the bow thruster room. The fire pump sea suction valve BF-04 is operated locally and is normally locked open. A non-return valve BF-05 is fitted in the discharge line after the pump. The non-return discharge valve from the pump to the fire main is locked open. The pump and suction valve should be operated and lubricated weekly.
BG-30
BF-07 BG-37
Eductor BG-34 BG-34 BG-34
Fore Peak Void
BF-04
BF-05
Bow Thrust Room
Emergency Fire Pump 72m3/h x 9.0kg.cm2
Key Sea Water Fire Main Bilge Water Hydraulic Oil
IMO No: 9315197
Maersk Seletar
5.5 Fire in the Engine Room
Engine Room Fire Prevention
The best way of dealing with an engine room fire is to prevent one. Oil spills must be cleaned up as soon as they occur and oily waste or rags must not be left lying around. Any leakage from oil pipes must be rectified as soon as possible. Rags, oily waste and similar combustible material must not be stored in the engine room and plastic containers must not be used for storing such material or used as drip trays. Lagging must be correctly fitted to exhaust manifolds and the dripping of oil onto hot manifolds, even when lagged, must be prevented. Fire detection equipment must be checked frequently and fire extinguishing appliances must be in an operable state at all times. h) If any person is seriously injured, request assistance from the nearest rescue centre. In Port WARNING Fire plans are housed in red cylindrical containers at the port and starboard accommodation entrances on the upper deck. These are positioned to assist outside parties to deal with a fire on board and should under no circumstances be removed. i) j) Activate the emergency shutdown system in agreement with the terminal duty personnel. Conduct a crew check. t)

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.
If the fixed fire extinguishing system is to be used, take the following action:
Battening Down of the Engine Room

a) Stop the main and auxiliary engines and shut down the boiler.
b) Sound the evacuation alarm. c) Stop all the ventilation fans.
k) Organise the crew for fire fighting duties. l) Inform the terminal authorities and the local fire brigade even if the fire appears to be under control.
d) Start the emergency generator and put on load. e) f) Trip the quick-closing valves and the engine room auxiliary machinery from the fire control centre. Count all personnel and ensure that none are in the engine room.
Should a Fire Occur in the Engine Room

WARNING Under no circumstances should anybody attempt to tackle an engine room fire alone. It is essential that the fire alarm be raised as soon as an outbreak of fire is detected. General a) Immediately sound the fire alarm and muster the crew.
m) If personnel are missing, consider the possibility of searching in the fire area. n) Close all accessible openings and hatches to prevent the fire spreading. o) If the vessel is bunkering prepare to disconnect the bunkering hoses and release the bunkering barge. p) Prepare to vacate the berth, if required, and inform the authorities immediately if there might be problems in vacating the berth. q) If there is a danger of the release of poisonous gases or of explosion, consider part or total ship abandonment. Ship drawings, cargo plans etc. should be taken ashore. A crew check is to be carried out again. r) Consider using the fixed fire extinguishing systems, depending on the extent of the fire. The local pressurised water mist system applies to the specific areas of main engine, generators, boiler, and separator room whilst the CO system covers all engine room spaces.
2
g) Close all fire flaps and funnel doors. h) Close all doors to the engine room. i) j) Start the emergency fire pump and pressurise the fire main. Operate the pressurised water spray system or the CO system depending upon the location and extent of the fire.
2
b) If personnel are missing, consider the possibility of searching in the fire area. c) Determine the location of the fire, what is burning, the direction of spread and the possibility of controlling the fire.
d) If there is the least doubt whether the fire can be controlled by ships crew, warn of the situation on the distress frequencies. e) f) If the fire fighting capacity is limited, give priority to fire limitation until the situation is clarified. 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.
s)
On the arrival of the fire brigade, inform the Chief Fire Officer of: Any personnel missing Assumed location of fire
g) Establish the vessels position and update the communication centre. Issue: Draft 1 - July 2007
IMO No: 9315197
Maersk Seletar
Illustration 5.6a Fire Control Station
Machinery Operating Manual TO BE VERIFIED
Key 1 2 3 4 5 Three Way Valve Unit SDS-E12 Cabinet SDS-8 Cabinet SDS-48 Control Panel Unitor CO2 Fire Extinguishing System Instruction Plan 6 Unitor CO2 Fire Extinguishing System Supply Cabinet 7 8 Key Box Unitor CO2 Fire Extinguishing System Engine Room Release Cabinet 9 Unitor CO2 Fire Extinguishing System Cargo Hold Release Cabinet 8 9
4F 4A 5F 5A 6F 6A 7F 7A 8F 8A 9F 9A
5 6
ON
FIRE
FAULT
1F
1A
2F
2A
3F
3A
IMO No: 9315197
Maersk Seletar
5.6 SHIPS CONTROL CENTRE and fire control station
The Ships Control Centre (SCC) is located on A deck starboard side within the accommodation area, where all the necessary equipment and controls are located to permit the centralised administration and supervision of cargo loading and discharging operations, ballast operations, FO bunkering and the Loadstar calculations and data entries. The ships fire control station is also located inside the room. The layout and function of the different areas in the SCC are as follows: Located on the bulkhead immediately on entering the SCC are panels for the starting and stopping of the bilge, fire and general service and secondary fire pump. Indication is also given as to the identification of which bilge, fire and general service pump is set up in fire mode. On the left hand bulkhead on entering the SCC are the emergency stop buttons for groups A, B, C, D, and the individual generator engines. The fire control station contains the operation levers and pilot cylinders for injection of CO2 into the engine room and cargo holds spaces. Beside the CO2 control levers are the operation levers for activation of the engine room quick-closing valves and engine room fan dampers, the air receiver for this system is located in the fire locker on A deck starboard side. Also positioned in this station is the smoke sampling unit for the cargo holds and sampling/CO2 three-way diverter valves. On the starboard outboard bulkhead is a main Local Fire Fighting System monitoring and control unit; a fire alarm repeater panel is located directly below it. To the left of the repeater panel is a general emergency alarm pushbutton unit. To the right of the repeater panel is the engine room watertight door open/close operation panel and a manual fire alarm pushbutton. An emergency hand pump is located at floor level for operating the watertight door in the event of total power failure. The starboard outboard bulkhead also contains a PA control unit, Sat C message distress unit and message receiving indicator. A general purpose white boards is located on this bulkhead along with a number of power sockets, automatic telephone and Sat B connection points. The LAN workstation is located on a desk area adjacent to the PA control unit along with a printer/photocopier. The alcove facing out to the starboard side houses a sink and wash top area. The area also contains ample cupboards and storage space. Located on the desk at the aft end of the alcove is the recharging unit for the ships VHF radios. The alcove also contains the sounding board. The LAN server unit is housed in a cupboard, at the aft bulkhead of the SCC; this cupboard must be kept locked at all times apart from when service maintenance is carried out. Adjacent to the server cupboard is a cupboard containing safety equipment, such as the three Secumar life jackets for use with the rescue boat, three fall arrester units, two full body harnesses, four safety harnesses, two safety belts and two marshalling batons. The stand alone Loadstar loading computer, monitor and colour printer is located on the desk at the aft end of the SCC. Adjacent to the Loadstar CPU is the Lyngs alarm monitoring and control display unit. The Lyngs bridge alarm and monitoring station command is transferred to this station in the SCC during port operations, i.e. from sea to harbour mode. This desk also contains a computer and printer dedicated to the REFCON system. A Sailor Compact RT 2048 VHF unit is located at the junction between the Loadstar/Lyngs work desk and the ballast/FO bunkering and transfer mimic console. The ballast/FO bunkering and transfer mimic console also houses the control panel for the hydraulic power pack unit used for operating the hydraulic remote control valves associated with the mimic panel. Above the mimic board are located the ballast, fuel oil and diesel oil tank remote sounding gauges. The forward and aft draught gauges are also positioned on the panel. Located at the right hand end of the mimic panel is the antiheeling remote control panel and the Lyngs Basic Alarm Panel.

Procedure to Transfer Command from Bridge Watch to the Ships Control Room
When the ship is in port, the wheelhouse is normally left unmanned with all doors leading into the wheelhouse locked. The Lyngs alarm and monitoring control system for all navigation and cargo alarms are now transferred to the ships control centre Lyngs alarm control system and display. At the Basic Alarm panel on the ballast and FO mimic panel console, press the WATCH button followed by the S2 button. The Lyngs alarm and monitoring control system display will now indicate that the bridge is unattended and the SCC is in attended mode. To return alarm acceptance to the wheelhouse the operator presses the WATCH button on the Basic Alarm panel on the bridge followed by the S2 button.
The cupboard at the forward SCC bulkhead contains four chemical protection suits, two CABA sets and two helmets. Cupboard item 11, contains two fire fighting smoke diving outfits plus two CABA sets and four spare cylinders and the two international shore connections. Located on the bulkhead at the entrance doorway are panels for the deck floodlighting and lashing light control. Also in this area is the cargo hold ventilation fans start/stop control panel.
IMO No: 9315197
Maersk Seletar
5.7 Failure of the engine room Alarm and Monitoring System
Failure of any part of the Kongsberg DataChief C20 Alarm and Control System will result in a loss of data from the equipment associated with the system which has failed. Automatic control equipment associated with the failed station will also be unavailable. Different items of equipment are associated with each monitoring station and the effect the failure has depends upon which station has failed. In basic terms the equipment which is associated with the failed station must be monitored locally as the links to the OCP screens will not be operating and so no information such as temperatures, pressures, tank levels, etc. will be available in the ECR. Similarly automatically controlled equipment, such as temperature controlled valves on coolers, will have to be regulated manually; in the case of cooler temperature controlled valves this will be by means of the handwheel on the valve. In the event of failure in any part of the DataChief system an alarm will be activated and the duty engineer will be summoned to the ECR. Upon confirmation that failure has occurred in the Kongsberg system the duty engineer must immediately summon the Chief Engineer and other engineers as the duty engineer will not be able to monitor and control the equipment manually and at the same time take steps to attempt to correct the fault. The ability to rectify any faults in the DataChief system will depend upon the nature of the fault and the availability of spares on board. This section is concerned with the emergency procedure involved in maintaining the ship operational should failure of the system occur and is not concerned with actual repair. However, it may be possible to get the system working again quickly by replacement of a failed system card should one be available. Earth faults may be the cause of failure and if these can be traced and corrected the system will then be operational. At the OCP it is possible to investigate the system via the menu on the graphic screen. The System Failure Group No.28 SYS enables the operator to see the condition of the system. Failed cards and systems linked to a card will show up orange and this will indicate the immediate area of investigation; there will also be messages at the operator panels. If spare cards are not available it may be possible to take a card from an outstation with equipment which can be monitored manually without too much difficulty. When replacing cards it is essential that the card condition exactly match those of the card being replaced, including the settings of jumpers and dip switches. The manufacturers manual must be consulted at all stages and Kongsberg should be consulted for advice as soon as possible, preferably before any system hardware changes are made. After card replacement the system requires rebooting. It should be noted that database failures can occur due to errors in the system and if there is any indication of a communication or database error a downloading of the database to the system may solve the immediate problem. If the DataChief system cannot be completely repaired it is necessary for a watchkeeping system to be organised so that the engine room is continuously manned. Any equipment which cannot be monitored and controlled by the alarm and control system must be monitored and controlled manually. Frequent rounds of the engine room must be conducted in order to check temperatures, pressures, tanks levels etc, and to make any adjustments necessary. Exactly what needs adjusting depends upon the equipment concerned but the main engine requires particularly close attention especially during changes in load and if sea water temperatures vary. It is essential that jacket cooling water temperature is maintained at the optimum level and that the rate of change of temperature is not excessive; undercooling and overcooling can have serious consequences and may result in cracked cylinder liners. There are high and low temperature cooling water systems to regulate and normally these are regulated by means of remotely operated three-way valves at the HT cooling water pump suction main and the central cooler bypass. Each valve has a hand lever which may be used to regulate the valve but it is important to realise that rapid changes in water temperature can result from excessive change in position of a three-way valve. The three-way valve on the HT fresh water cooling system will enable the temperature of the jacket water system to be maintained and the three-way valve on the LT system allows the temperature of the low temperature system to be maintained. However, both systems are linked so adjustment of the LT system valve will influence the temperature in the HT system. Valve adjustments made in small steps are the key to maintaining the correct temperatures during engine load changes. The temperature of the main engine lubricating oil is regulated by means of a three-way cooler bypass valve. Turbocharger lubricating oil temperature is regulated by a three-way cooler bypass valve. In the event of pump failure (water or lubricating oil) the standby pump should cut in automatically as this is independent of the DataChief but alarms come through the DataChief and so the duty engineer must monitor system pressures frequently. Temperatures and pressures must be monitored locally at the engine and coolers/ pumps, as the DataChief will not be operating fully, if at all. Information will not be available in the ECR, it will only be available at gauges on the engine, pumps and coolers. All engineers must be familiar with the location of local temperature, pressure and other gauges in order to be able to immediately assess the condition of engine systems should the control and monitoring system fail.

Location of Local Temperature and Pressure Gauges System Gauge Location HT cooling water pressure At local control stand Jacket water inlet temperature At engine; CW inlet manifold at engine top level, forward of the engine Jacket water outlet temperature At exhaust valves Main LO pressure At engine by air cooler/local control stand Crosshead LO pressure At engine by air cooler/local control stand Main LO inlet temperatures At LO cooler outlet Crosshead LO inlet temperature At LO cooler outlet Turbocharger LO temperature At the turbocharger LO pump unit. and pressure Important Main Engine System Pressures System Measurement Location Inlet Jacket fresh water cooling Scavenge air cooler cooling water Inlet Crosshead bearing lubricating oil Inlet Main bearing lubricating oil Inlet Piston cooling lubricating oil Inlet Turbocharger bearing oil Inlet Servo oil (servo pumps inlet) Inlet Important Main Engine System Temperatures System Measurement Location Jacket fresh water cooling Inlet Outlet (each unit) Scavenge air cooler Inlet Outlet Crosshead bearing lubricating oil Inlet Outlet Main bearing lubricating oil Inlet Piston cooling oil Inlet Outlet Thrust bearing lubricating oil Outlet Turbocharger bearing oil Outlet
Minimum Maximum 3.0kg/cm2 3.0kg/cm2 10kg/cm2 4.8kg/cm2 4.8kg/cm2 0.7kg/cm2 3.8kg/cm2 5.0kg/cm2 5.0kg/cm2 12kg/cm2 6.0kg/cm2 6.0kg/cm2 1.5kg/cm2 6.5kg/cm2
Minimum Maximum 70oC 85oC 25oC 40oC 40oC 40oC
95oC 36oC 76oC 50oC 65oC 50oC 50oC 80oC 65oC 85oC
IMO No: 9315197
Section 6: Communications
6.1 Sound Powered Telephone System 6.2 Automatic Telephone System 6.3 Public Address and Talkback System 6.4 Shipboard Safety Management System
Maersk Seletar
Illustration 6.1a Sound Powered Telephone System
Bridge Console
Upper Deck Aft??
Wheelhouse
Upper Deck Forward?? Socket
Socket Light
Horn
Emergency Generator Room

Headset
220V AC Auto Telephone Exchange Junction Box
Relay Box
Local Control Station
Control Console
Steering Gear Room
Engine Room
Headset
IS THERE A TELEPHONE IN THE SHIPS CONTROL CENTRE ??
Engine Control Room

Headset
IMO No: 9315197
Maersk Seletar
6.1 Sound Powered Telephone System
Manufacturer: Type: Marine Radio Company Ltd LC-800 Receiving a Call a) When the telephone bell rings and the lamp lights, lift the telephone handset. Proceed with communication.
Introduction
The LC-800 emergency sound powered battery-less telephone system is installed on board to fulfil the demands of emergency communication between vital positions on the vessel, during times of power failure or failure of the primary telecommunication system. The sound powered telephone uses the power in a capacitor charged by a hand generator. The charge is sufficient for approximately 30 minutes communication time. The system has units at the following positions: Wheelhouse main control console (fitted with a dimmer control). Steering gear room Main engine local control station Emergency generator room Upper deck forward, connector for portable phone unit Upper deck aft, connector for portable unit Authors note: need to confirm unit locations. Any at bunker stations? Is there one in the ECR?
b) On completion of communications, replace the handset in the cradle Noisy Areas Headsets are provided in the following areas with high ambient noise levels: main engine local control station, emergency generator room and the steering gear room In the emergency generator room, an incoming call is indicated by a rotating green lamp and an electric horn. Portable Unit Two sockets are provided and are fitted with waterproof caps for connection of the drip proof portable telephone.
Operating Procedure
Calling a) Lift the handset of the telephone and use the rotary selector switch to select the required extension.
b) Rotate the hand generator handle rapidly approximately 10 turns. The calling signal is transmitted to the called party. c) When the called party lifts their handset proceed with communications.
d) On completion of communications, replace the handset in the cradle.
IMO No: 9315197
Maersk Seletar
Illustration 6.2a Automatic Telephone System
Wall Type (LC-213A/B/C) Exchange Alarm (Option)

MRC
Flush Type (LC-215B/C)

3 6 9 #
1 4 7 *
2 5 8 0
MRC
HANDSET
HEADSET
1 4 7 *
2 5 8 0
3 6 9 #
Dimmer Flush Type (LC-215A)
HANDSET
HEADSET
LC-213A: Mess Room LC-213B: Galley, Mess Room LC-213C: Galley, Mess Room For Shore (Option) Junction Box External Trunk Line Automatic Telephone Exchange Wall Type (LC-213E)
MRC
1 4 7 *
2 5 8 0
3 6 9 #
DIMMER
Wheelhouse
LC-215C Contact Output Power For Dimmer (DC24V or AC110/220V)
LC-215B: Ballast, Cargo Control Room LC-215C: Engine Control Room
Satcom
Wall Type (LC-213F1/LC213G1)

MRC
1 4 7 *
2 5 8 0
3 6 9 #
Bell
1 4 7 *
2 5 8 0
3 6 9 #
Bell
Sub Rec. or Headset (Option)
DIMMER
DIMMER
Power Source
AC110/220V DC24V
External Bell Power (DC24V or AC110/220V) Fire Control Station
External Bell Power (DC24V or AC110/220V) Engine Room, Steering Gear Room
To Public Address
Sub Rec. or Headset (Option)

MRC
Rotary Light Bell Relay Box
Electric Horn
1 4 7
2 5 8 0
3 6 9 #
MRC
HANDSET
To Keyphone (Option)
HEADSET
1 4 7 *
R/P
2 5 8 0
3 6 9 #
Desk Type (LC-211A)
Wall Type (LC-211B) Wall Type (LC-213F/LC-213G)
To Power Source To Sound Powered Telephone (B1, B2) Common Battery Telephone (B1, B2) Intrinsically Safe Telephone (B1, B2)
Office, Accommodation Room or all Cabins
Wheelhouse, Mess Room etc.
Engine Room, Steering Gear Room
IMO No: 9315197
Maersk Seletar
6.2 automatic telephone system
CMR Korea Co. Ltd IDCS-500 Paging Call a) Lift the handset and check for a dial tone. Call Transfer a) Manufacturer: Type:

On receiving a call for another person, press the FLASH switch once and a dial tone is heard.
b) Press the 0 * buttons. b) Dial the number for the call destination. c) Listen for the chime sound in the ear piece and on the public address system. c) When the call is answered replace the handset.
Introduction
The IDCS-500 automatic telephone system allows internal ship telecommunications. The exchange is powered from the ships mains and has a back-up battery supply in the case of a power failure. 57 extensions are located around the vessel in cabins and public areas, 47 of which are LC-221A (desk type) or B (wall type) units with the remainder as water tight extensions. The system offers the following features: Automatic dialling to other extensions Paging facility (PA system and group paging) External calls via Inmarsat or a shore telephone connection Conference call facility Automatic ring back Priority call Group call Alarm call Trunk Calls Four numbers are available for external calls: 12 - Satcom 13, 14 - Trunk 1 and 2. 15 - Other Automatic Dialling a) Lift the handset and check for a dial tone.
d) Make the required announcement via the telephone handset. e) When the announcement is complete replace the handset.
Group Call (Ten groups can be assigned with up to ten extension numbers per group.) a) Lift the handset and check for a dial tone.
Conference Call a) Make an internal call as described earlier. When contact has been made with the called party (party No.1) ask them to hold the line.
b) Dial the group number required (530539). c) All the extensions in the group will ring simultaneously.
b) Press the HOOK FLASH button and listen for a dial tone. Party No.1 will hear music while on hold. c) Dial the extension number required (party No.2).
d) When an extension is answered the group call will cease. There is a system programming telephone unit attached to the telephone exchange. Refer to the manufacturers manual for operation of this unit.
d) When party No.2 answers a three party conference is established and the music is cancelled from the phone of party No.1. e) f) To add extra parties (up to a maximum of five) follow the above procedure. When the conference call is completed replace the handsets.
Priority Interruption (A higher priority extension can interrupt the call of a lower priority extension.) a) If the called extension is busy press the HOOK FLASH button and *, listen for the dial tone.
b) Dial the extension number. The called party hears an interruption tone for 2 seconds and then the parties are connected. c) Speak to the called party.
b) Dial the extension number required. c) When the ringing tone is heard wait for the called party to answer.
d) Replace the handset when the call is complete.
d) On completion of the call replace the handset.
IMO No: 9315197
Maersk Seletar
Illustration 6.3a Public Address and Talkback System
Port Bridge Wing
Starboard Bridge Wing
Upper Deck Aft
Wheelhouse Panel
MRC
P/A SYSTEM REMOTE CONTROLLER
9 8 7 6 5 4 3 2 1 0
Upper Deck Fwd
BUSY P/A
FAILURE
G/A
MIC
MONI
OUTPUT
CALL
MIC
MONI
DIM
POWER
Converter Room
Stairway
Toilet
Wheelhouse Port
MIC
OFF
TALK BACK
E/R
CABIN PASS
EMCY
SPEAKER SELECTOR
Speaker Loop -To confirm
HAND
HAND
AUTO
ALARM TEST
1A IN USE FAIL
FUSE FUSE
AUTO
1A IN USE FAIL
AUTO
MANUAL
GENERAL ALARM
FIRE ALARM
Wheelhouse General Alarm Switch

DIMMER
SCC
MRC
P/A SYSTEM REMOTE CONTROLLER
9 8 7 6 5 4 3 2 1 0
MRC
P G - 2 7 1 A L A R M G E N E R ATO R
BUSY P/A
FAILURE
GEN EMCY ALARM
G/A
MIC
MIC VOL
DIMMER
BUSY
SPEAKER SELECTOR
CALL
OFF
????
????
????
????
ALL / EM'CY
MRC
P 0 - 2 7 1 M A IN C O N T R O L U N I T
Communal Aerial Alarm Panel (Fail) Fire Alarm System Mute Communal Aerial Telephone Exchange
MIC
MONI
OUTPUT
SCC
CALL
MIC
MONI
DIM
POWER
AUTO
AUTO
GEN. EMCY ALARM
MIC
OFF
TALK BACK
E/R
CABIN PASS
EMCY
SPEAKER SELECTOR
OUT LEVEL
IN USE
FAIL
OUTSET
FUSE
MRC
PA - 2 8 1 P O W E R A M P L IF IE R
Accommodation/Deck Speaker Loops
Engine Control Room

AUTO AUTO
OUT LEVEL
IN USE
FAIL
OUTSET
FUSE
Toilet
GEN. EMCY ALARM
ECC
MRC
OUT LEVEL
IN USE
FAIL
OUTSET
FUSE
MRC
OUT LEVEL
IN USE
FAIL
OUTSET
FUSE
MRC
ALARM GENERATOR POWER MAIN MAIN EM'CY EM'CY
POWER IN FAIL
FAIL LAMP
POWER IN FAIL
POWER IN FAIL
FUSE FUSE
MRC
PF - 271 ALARM CONTROL UNIT
1A
1A / 3A
Whistle Fire Entertainment Alarm Panel VDR Mute Column Light 0 Paging LSC 1, 2, 3, 4
Is this MIC fitted? Port Lifeboat Alarms Out

GEN EMCY ALARM
Starboard Lifeboat
GEN EMCY ALARM
CO2 Room
Emergency Diesel Generator Room
220V AC 24V DC
MRC
P P - 2 7 1 P O W E R S U P P LY U N I T
DC AC MAIN EM'CY POWER IN FAIL
MAIN AMPLIFIER UNIT
IMO No: 9315197
Maersk Seletar
6.3 PUBLIC ADDRESS AND TALKBACK SYSTEM
Manufacturer: Type: Introduction The MPA-7400ECD Public Address (PA) and talkback system has been produced for the marine industry. Installed in the radio space, the system allows for the broadcast of emergency as well as general announcements. The system is connected to the fire alarm panel. In the event of a fire alarm being detected by the fire detection system, but not acknowledged by an operator within a specified time, the PA will automatically generate an alarm over the PA system Main System The main system consists of the following components: Main control unit Power amplifier (400W) Radio and cassette unit Microphone control unit Alarm generator Alarm control and power supply unit Monitor speaker panel Power supply unit Radio and CD Unit This allows the operator to play CDs or live radio over the PA system. Power Amplifier Power Switch Unit This unit provides the main power supply for the public address system. If the mains power supply fails then the unit is supplied by the emergency power supply. Talkback System The talkback facility is available from the following locations: Port and starboard bridge wings Forward and after upper decks Port and starboard lifeboat stations Paging Announcements can be made from any automatic telephone on the ship. An all-ship announcement can be made by pressing 0 * on any phone, and 8 or 9 for group paging. Marine Radio Company Ltd MPA-7400ECD Alarm Generator The alarm panel allows the operator to start the fire alarm signal manually or the general alarm signal automatically or manually, through the ships PA system. Alarm Control and Power Supply Unit The alarm control unit indicates the state of the power supply to the unit and sounds a buzzer if the power fails. LEDs also indicate if the system is operating on main or emergency supply. Speaker Control Unit This unit electronically connects the speakers as selected by an operator at the main or remote control units. Speakers are situated throughout the ship. Monitor Speaker Unit This panel allows the operator to monitor an output signal, such as music, from the main control panel. A monitor volume control knob is situated next to the speaker. Priority Calling

The system uses 6 levels of priority: 1st : Emergency speech and from control panel in wheelhouse overriding (Mute) general/fire/various alarms. 2nd : Emergency General Alarm 3rd : Fire/various alarms 4th : Auto-telephone paging 0 5th : Public addressing from control panel in main unit. 6th : Radio, cassette, CD addressing from control panel in main unit.
Remote Control Unit

The remote control unit is situated on the bridge control console and the SCC. This unit takes priority over a broadcast being made from any other position. Operation Before making an announcement check the busy indicator lamp is not lit, this confirms that the system is not already in use. a) Press the speaker selection buttons to select the broadcast areas.
b) Press the switch on the microphone and proceed with the announcement. c) When the announcement is complete release the microphone switch and deselect the speaker selection buttons.
Main Control Unit

This unit has a microphone socket, volume control and 6 speaker selection buttons. Before making a call, check to see if the busy light is illuminated. If it is, this indicates that the system is already in use from the remote controller or telephone paging system. After selecting a broadcast area, the operator uses the microphone to make an announcement. Power Amplifier Four of these units are situated in the main rack and provide amplification for different speaker loops. Microphone Control Unit This unit electronically connects the audio input, as selected by an operator.
IMO No: 9315197
Maersk Seletar
6.4 Shipboard SAFETY Management System
The shipboard safety management system exists to ensure that the vessel is managed safely and efficiently. Meetings should be held at regular intervals to ensure all personnel are aware of the objectives of the system. Weekly management meetings should be held to discuss the vessels forthcoming operations schedule, as well as mechanical or fabric maintenance due to be completed. A safety meeting is held each month, with a minimum of one meeting every 3 months. The object is to discuss safety at sea, prevention of human injury or loss of life and avoidance of damage to the marine environment and property.
IMO No: 9315197

Maersk Seletar Machinery Manual

Transféré par

Informations du document

Description originale:

Titre original

Copyright

Formats disponibles

Partager ce document

Partager ou intégrer le document

Options de partage

Avez-vous trouvé ce document utile ?

Ce contenu est-il inapproprié ?

Droits d'auteur :

Formats disponibles

Maersk Seletar Machinery Manual

Transféré par

Droits d'auteur :

Formats disponibles

Maersk Seletar

Machinery Operating Manual

Section 1: Operational Overview and Engine Room Arrangement

Main Engine and Auxiliary Systems

Main Engine 2.1.1 2.1.2 2.1.3 2.1.4 2.1.5

Issue: Draft 1 - July 2007

IMO No: 9315197

Machinery Operating Manual

Main Machinery Control

Issue: Draft 1 - July 2007

Front Matter - Page 2 of 22

Machinery Operating Manual

6.1 Sound Powered Telephone System

Section 5: Emergency Procedures

6.4 Shipboard Safety Management System

Illustration 5.2a Main Engine Local Control Panel

Illustrations 4.4a Quick-Closing Valves and Fire Damper System

Illustrations 4.6a Watertight Door Indicator Pane

5.7 Failure of the Engine Room Alarm and Monitoring System

Issue: Draft 1 - July 2007

IMO No: 9315197

Front Matter - Page 3 of 22

Machinery Operating Manual

Issue: Draft 1 - July 2007

IMO No: 9315197

Front Matter - Page 4 of 22

Machinery Operating Manual

Issue: Draft 1 - July 2007

IMO No: 9315197

Front Matter - Page 5 of 22

Machinery Operating Manual

Issue: Draft 1 - July 2007

IMO No: 9315197

Front Matter - Page 6 of 22

Machinery Operating Manual

Angle Stop Valve

Electric Motor Driven

Systems Colour Scheme

Angle Needle Valve

Lift Check Valve

Flexible Hose Joint

Three-Way Cock (L-Type)

Positive Displacement Pump Gear or Screw Type Pump

Blind (Blank) Flange

Fire Hose Box Hopper Without Cover

Three-Way Cock (T-Type)

Spectacle Flange ( Open, Shut) Spool Piece

Hydraulic Oil Lubricating Oil Saturated Steam Condensate

Hopper With Cover

Pressure Regulating Valve

Ejector (Eductor Injector)

Safety / Relief Valve

Angle Safety / Relief Valve

Observation Glass Duplex Oil Strainer Flow Meter

Fire/Deck Water CO2 Fuel Oil

Angle Self-Closing Valve

Goose Neck Duplex Auto Back Flushing Oil Strainer

Diaphragm with Positioner Float

Auto Vent Valve

Marine Diesel Oil Sludge/Waste Oil Air

Filter Regulating Valve

Electric Motor Valve