Machinery Operating Manual Transfer

LNGC GRACE ACACIA
Machinery Operating Manual

1 Index
Symbols and Colour Scheme ............................................................................. 2
Electrical Symbol List ........................................................................................ 3
Abbreviation ....................................................................................................... 4

Part 1 : Engineering Data for Main Equipment
1.1 Main Turbine..................................................................................... 1 - 1
1.1.1 Manufacturing Specification................................................... 1 - 5
1.1.2 Main Turbine Operation Instructions...................................... 1 - 7
1.2 Main Boilers.................................................................................... 1 - 10
1.2.1 Main Boilers Planning Data.................................................. 1 - 10
1.2.2 Instructions for Main Boiler Operation................................. 1 - 13
1.3 Generator Turbine ........................................................................... 1 - 19
1.4 Main Feed Water Pump Turbine ..................................................... 1 - 25
1.4.1 Operating Procedure ............................................................. 1 - 26
1.5 Diesel Generator Engine ................................................................. 1 - 27
1.6 Fresh Water Generator .................................................................... 1 - 30
1.7 Bow Thruster................................................................................... 1 - 32

Illustrations
1.1a Main Turbine General Arrangement................................................ 1 - 4
1.3.1a Governing System .................................................................... 1 - 20
1.3.1b Control Oil Press. Adjusting Valve ........................................... 1 - 22
1.3.1c Time Schedule for Starting of Turbine Generator .................... 1 - 23
1.6.1a Fresh Water Generator................................................................ 1 - 29
1.7.1a Bow Thruster Control System.................................................... 1 - 31

Part 2 : Machinery System
2.1 Steam Systems ................................................................................ 2 - 2
2.1.1 Superheated Steam System................................................... 2 - 2
2.1.2 Desuperheated Steam & Steam Dump Systems ................... 2 - 4
2.1.3 Bleed System........................................................................ 2 - 6
2.1.4 0.6MPa Steam System.......................................................... 2 - 8
2.2 Condensate and Feed Water Systems ............................................ 2 - 10
2.2.1 Main Condensate System.................................................... 2 - 10
2.2.2 Aux.Condensate Water System.......................................... 2 - 14
2.2.3 Boiler Feed Water System.................................................. 2 - 18
2.3 Sea Water Systems........................................................................ 2 - 22
2.3.1 Main Sea Water Circulating Systems ................................. 2 - 22
2.3.2 Cooling Sea Water Service System.................................... 2 - 26
2.3.3 Marine Growth Preventing System..................................... 2 - 28
2.4 Centralised Fresh Water Cooling System...................................... 2 - 30
2.5 Boiler Water Sampling and Treatment Systems ............................ 2 - 32
2.6 Fuel Oil and Fuel Gas Service Systems ........................................ 2 - 36
2.6.1 Fuel Oil Bunkering and Transfer Systems.......................... 2 - 36
2.6.2 DO Purifying and G/E Fuel Oil System ............................. 2 - 40
2.6.3 Boiler Fuel Oil Service Systems ......................................... 2 - 42
2.6.4 Boiler Fuel Gas Service System......................................... 2 - 46
2.6.5 IGG and Incinerator Fuel Oil System................................. 2 - 48
2.7 Lubricating Oil Systems................................................................ 2 - 50
2.7.1 Main Turbine Lubricating Oil System................................ 2 - 50
2.7.2 Stern Tube Lubricating Oil System..................................... 2 - 54
2.7.3 Lubricating Oil Transfer and Purifying System.................. 2 - 56
2.8 Bilge System ................................................................................. 2 - 60
2.9 Compressed Air Systems............................................................... 2 - 64
2.9.1 Control Air Systems............................................................ 2 - 64
2.9.2 Starting Air Systems ........................................................... 2 - 66
2.9.3 Working Air Systems.......................................................... 2 - 68
2.9.4 Emergency Shut Off Air System......................................... 2 - 70
2.10 Steering Gear............................................................................... 2 - 72
2.11 Electrical Power Generators ........................................................ 2 - 74
2.11.1 Turbine Generator............................................................. 2 - 74
2.11.2 Diesel Generator Engine ................................................... 2 - 78
2.11.3 Emergency Diesel Generator ............................................ 2 - 82
2.12 Electrical Power Distribution ...................................................... 2 - 84
2.12.1 Distribution and Loading .................................................. 2 - 84
2.12.2 Turbine Generators ........................................................... 2 - 87
2.12.3 Diesel Generator ............................................................... 2 - 88
2.12.4 Batteries & Battery Charger.............................................. 2 - 90
2.12.5 Un-Interruptible Power Supplies....................................... 2 - 91
2.13 Accommodation Services ............................................................ 2 - 94
2.13.1 Provision Refrigeration System........................................ 2 - 94
2.13.2 Accommodation and Air Conditioning Plant.................... 2 - 98
2.13.3 Package Air Conditioner................................................. 2 - 102
2.14 Fresh Water General Service Systems ....................................... 2 - 104
2.14.1 Fresh Water General Service System.............................. 2 - 104
2.14.2 Distilled Water Filling Service System........................... 2 - 104
2.14.3 Sanitary Discharge System............................................. 2 - 106

Illustration
2.1.1a Superheated Steam System......................................................... 2 - 1
2.1.2a Desuperheated Steam & Steam Dump System........................... 2 - 3
2.1.3a Bleed System.............................................................................. 2 - 5
2.1.4a 0.6MPa Steam System................................................................ 2 - 7
2.2.1a Main Condensate System........................................................... 2 - 9
2.2.2a Aux. Condensate Water System................................................ 2 - 13
2.2.3a Boiler Feed Water System........................................................ 2 - 17
2.3.1a Main Sea Water Circulating System......................................... 2 - 21
2.3.2a Cooling Sea Water Service System.......................................... 2 - 25
2.3.3a MGPS System .......................................................................... 2 - 27
2.4a Centralised Fresh Water System.................................................. 2 - 29
2.5a Boiler Water Sampling and Treatment System ........................... 2 - 31
2.6.1a Fuel Oil Bunkering and Transfer System................................. 2 - 35
2.6.2a Diesel Oil Purifying and G/E Fuel Oil System......................... 2 - 39
2.6.3a Boiler Fuel Oil & Fuel Gas Service System............................. 2 - 41
2.6.5a IGG and Incinerator Fuel Oil System....................................... 2 - 47
2.7.1a Main Turbine Lubrication Oil System...................................... 2 - 49
2.7.2a Stern Tube Lubricating Oil System.......................................... 2 - 53
2.7.3a Lubricating Oil Transfer System.............................................. 2 - 55
2.7.3b Lubricating Oil Purifying System............................................. 2 - 57
2.8a Engine Room Bilge System......................................................... 2 - 59
2.8b Oily Bilge Separator ....................................................................2 - 61
2.9.1a Control Air System...................................................................2 - 63
2.9.2a Starting Air System...................................................................2 - 65
2.9.3a Working Air System.................................................................2 - 67
2.9.4a Emergency Shut-Off Air System..............................................2 - 69
2.10a Steering Gear Hydraulic Diagram..............................................2 - 71
2.11.1a Turbine Generators Control Oil System..................................2 - 73
2.11.1b Turbine Exhaust Steam System ..............................................2 - 75
2.11.2a Diesel Generator Engine .........................................................2 - 77
2.11.3a Emcy Generator Engine.........................................................2 - 81
2.12.1a Distribution and Loading........................................................2 - 83
2.12.2a Turbine Generators .................................................................2 - 87
2.12.3a Diesel Generator .....................................................................2 - 88
2.12.4a Battery Charger Alarm Display Monitor ................................2 - 89
2.13.1a Provision Refrigeration System..............................................2 - 93
2.13.2a Aux. Air Conditioning Plant ...................................................2 - 97
2.13.2b Main Air Conditioning Plant ..................................................2 - 99
2.13.3a Package Air Conditioner .......................................................2 - 101
2.14.1a Fresh Water General Service System....................................2 - 103
2.14.3a Sanitary Discharge System...................................................2 - 105

Part 3 Integrated Automation System (IAS)
3.1 IAS for general.................................................................................. 3 - 4
3.2 DEO Open Supervisory Station (DOSS)......................................... 3 - 4
3.3 DOHS (DEO Open History Station) ................................................. 3 - 8
3.4 DOGS (DEO Open Gateway Station) ............................................... 3 - 8
3.5 DOPC (DEO Process Controller ) .............................................. 3 - 8
3.6 Alarm Management........................................................................... 3 - 9
3.6.1 Classification of Alarm .......................................................... 3 - 9
3.6.2 Alarm Acceptance Procedure ................................................. 3 - 9
3.7 Alarm Printout................................................................................. 3 - 10
3.8 Fast Alarm Function........................................................................ 3 - 10
3.9 Data Logging................................................................................... 3 - 10
3.10 Extension Alarm and Engineers Alarm........................................ 3 - 11
3.10.1 Extension Alarm................................................................. 3 - 12
3.10.2 Engineers Alarm and Patrolman System........................... 3 - 15

Illustration
3.1.1a IAS Overview (System Configuration) ........................................ 3 - 1
3.1.1b IAS Overview (System Connection)............................................ 3 - 2
3.1.1c IAS Overview (Power Supply Concept) ...................................... 3 - 3
3.6a Alarm Acceptance Procedure .......................................................... 3 - 9
3.7a Alarm Printer Configuration.......................................................... 3 - 10
3.7b Example of Alarm Printout ........................................................... 3 - 10
3.8a Example of Alarm Printout............................................................ 3 - 10
3.10a Extension Alarm and Engineer Call System................................ 3 - 11
3.10.1a Layout of Group Alarm Indication........................................... 3 - 12
3.10.1b Alarm Annunciation Sequence for Machinery System............. 3 - 13
3.10.1c Alarm Annunciation Sequence for Cargo System.................... 3 - 14
3.10.1d Duty Selector Indication for Machinery................................... 3 - 14
LNGC GRACE ACACIA

2 Index
3.10.1e Duty Selector Indication for Cargo .................................. 3 - 14

Part 4 : Main Boiler Control System
4.1 Main Boiler Control System............................................................. 4 - 1
4.2 Burner Management System............................................................. 4 - 3
4.3 Automatic Combustion Control ........................................................ 4 - 5
4.4 BMS and ACC Logic Diagram......................................................... 4 - 7
4.4.1 Burner Management System Logic Diagram.......................... 4 - 7
4.4.2 Automatic Boiler Control System Diagram.......................... 4 - 23

Part 5 : Main Turbine Remote Control System
5.1 Main Turbine Remote Control Specification ....................................5 - 2
5.2 Control Function ...............................................................................5 - 4
5.3 Transfter of Control Location ..........................................................5 - 4
5.4 Telegraph...........................................................................................5 - 8
5.5 Function and Interlock ......................................................................5 - 9
5.5.1 Program Control .........................................................................5 - 9
5.5.2 Auto Slow Down and Preventing Alarm.....................................5 - 9
5.5.3 Auto Spinning...........................................................................5 - 10

Illustration
5.1a System Block Diagram....................................................................5 - 1
5.2a Main Turbine Remote Contorl Diagram..........................................5 - 3
5.4a Telegraph System Block Diagram...................................................5 - 7
5.5.3a Auto Spinning ...........................................................................5 - 10

Part 6 : Description of Critical Operation
6.1 Flooding in the Engine Room........................................................... 6 - 1
6.2 Main Boiler Emergency Operation ................................................... 6 - 2
6.2.1 One-Boiler Operation ............................................................. 6 - 2
6.2.2 Operation of Stand by FDF..................................................... 6 - 4
6.2.3 Emergency Operationl ............................................................ 6 - 6
6.3 H.P. and L.P. Turbine Solo Running Operation................................. 6 - 8
6.4 Restore Engine Room Plant from Dead Ship Condition................... 6 - 9

Illustrations
6.1a Floodable time, control position and method for valve operation... 6 - 1
6.2.2a 6.2.2a Operation of Stand by FDF .............................................. 6 - 3
6.2.3a Boiler Emergency Operation Panel .............................................. 6 - 5
6.3a H.P. and L.P. Turbine Solo Running Operation............................... 6 - 7

Part 7 : Steam Plant Heat Balance System
7.1 100% MCR FO Burning Condition................................................. 7 - 1
7.2 100% MCR DUAL Burning Condition........................................... 7 - 2
7.3 100% MCR BOIL OFF GAS Burning Condition ........................... 7 - 3
7.4 90% MCR FO Burning Condition (Guarantee Condition).............. 7 - 4
7.5 90% MCR FO Burning Condition .................................................. 7 - 5
7.6 90% MCR DUAL Burning Condition............................................. 7 - 6
7.7 90% MCR BOIL OFF GAS Burning Condition ............................. 7 - 7
7.9 30% MCR FO Burning Condition................................................... 7 - 9
7.10 Cargo Unloading Condition (FO)................................................ 7 - 10
7.11 Cargo Loading Condition (FO) ................................................... 7 - 11
7.12 Hotel Load Condition (FO) ......................................................... 7 - 12

Part 8 : General Information
8.1 Maker List .........................................................................................8 - 1
8.2 Tank Capacity Plan and List ..............................................................8 - 5
8.3 Lubrication Oil Chart ........................................................................8 - 7

LNGC GRACE ACACIA

3 Symbols and Colour Scheme
Symbols and Colour Scheme

Description Symbol Description Symbol Description Symbol Description Symbol
Sliding Type Expansion Joint
Crossing Pipe, Not Connected
Crossing Pipe, Connected
Sleeve Type Expansion Joint
Expansion Bend
Bellows type Expansion Joint
Blank Flange
Spectacle Flange
Orifice
Center Flange
Reducer
Spool Piece
Globe Angle
Flexible Hose
Angle Valve
Three Way Valve
Y-type Strainer
Steam Trap
Three Way Cock
Ball Valve
Solenoid Valve
Lift Check Valve (Globe)
Lift Check Valve (Angle)
Swing Check Valve
Flap Check Valve
Relief Valve (Globe)
Screw Down Non-return Valve (Globe)
Screw Down Non-return Valve (Angle)
Relief Valve (Angle)
Self Closing Valve (Globe)
Hose Globe Valve
Hose Angle Valve
Pressure Reducing Valve
Self Closing Valve (Angle)
Gate Valve (Sluice)
S
Air Motor Operated Valve
A
Electric Motor Operated Valve
Pressure Control Valve
Manual Operated Butterfly Valve
Hydraulic Remote Operated Butterfly Valve
Hydraulic Cylinder Type Actuator
M
Pneumatic Cylinder Type Actuator
Intermediate Position Control Valve Actuator
Auto Control Valve Actuator
Surface Valve
Vapour Control Valve
Hand Operated
Deck Stand
Goose Neck Air Vent Pipe
Filling Cap
Rose Box
Pneumatic Remote Operated Butterfly Valve
A A
Box Type Strainer
Cast Steel or Duct Cast Iron
Mud Box
Manual Hydraulic Operated Deck Stand
Float Type Air Vent Head Without Fire Screen
Float Type Air Vent Head With Fire Screen
Sounding Head With Cap (Deck Stand Type)
Sounding Head with Self Closing Valve
Steam Trap With Strainer

Hand Pump
Ejector, Eductor
Drain Hold With Plug
Oil Coaming
Suction Bellmouth
Open Scupper
Scupper for Indoor Part
Electric Motor Driven Pump
Pressure Gauge
Compound Gauge
Flow Meter
Sight Glass
Three Way Control Valve
Colour
LNG Liquid
Description
LNG Spray
LNG Vapour
Superheated Steam
Inert Gas
Compressed Air
Nitrogen
Lubricating Oil
Heavy Fuel Oil
Glycol Water
Sea Water
Fresh Water
Hydraulic Oil
Diesel Oil
Condensate/Distilled Water
Sludge & Waste Oil
Bilge
Fire Sea Water
De-superheated Steam

LNGC GRACE ACACIA

4 Electric symbol List
Electrical Symbol List

GSP
C
P
LD
L
LD
DG
EG
M
GM
PD
LD
I
P
P
I
RPM
IS
ZBK
LM
VR
J
J J
HS
WT
AMS
I
O
SIG
R B
GJB/XX
10A
RL
D-D
BZ
BL
Trip
STARTER (DIRECT ON LINE)
M
LOCAL GROUP
STARTER PANEL
CONTROL PANEL
440V DIST. BOARD
220V POWER DIST. BOARD
LIGHTING DIST. BOARD
AIR CIRCUIT BREAKER
MCCB 1 PHASE
MCCB 3 PHASE
BATTERY CHARGER
BATTERY
SPACE HEATER
(ELEMENT TYPE)
DIESEL GENERATOR
EMERGENCY GENERATOR
AC INDUCTION MOTOR
GOVERNOR MOTOR
EARTH
SHIELD WIRE
TRANSFORMER
LIQUID SENSOR
CURRENT TO PRESS
CONVERTER
PRESS TO CURRENT
CONVERTER
RPM PICK-UP
GAUGE
INTRINSICALLY SAFE
CIRCUIT
POWER SUPPLY UNIT
ZENER BARRIER BOX
LIMIT SWITCH
SOLENOID VALVE
VOLTAGE REFERENCE
SELECTOR
RECEPTACLE
NWT JOINT BOX
WT JOINT BOX
2 GLANDS (4 GLANDS)
HUMIDISTAT
WATER TRANSDUCER
ALARM MONITORING
SYSTEM
OVERCURRENT RELAY
I/O CABINET (ALARM
MONITORING SYSTEM)
WHISTLE RELAY BOX
RESISTOR
GROUP JUNCTION BOX XX
(XX=LOCATION)
VARIABLE RESISTOR
DIMMER
DIODE
CAPACITOR
FUSE
FUSE
DISCONNECTION SWITCH
SNAP SWITCH
CHANGEOVER SWITCH
(CAM SWITCH)
INDICATOR LAMP
WITH TRANSFORMER
INDICATOR LAMP
RELAY COIL
BUZZER
BELL
RECTIFIER EQUIPMENT
MAKING CONTACT
BREAKING
MAKING CONTACT
BREAKING
MAKING CONTACT
BREAKING
MAKING CONTACT
BREAKING
AUXILIARY
RELAY
CONTRACT
WITH TIME
LIMIT IN
CLOSING
WITH TIME
LIMIT IN
OPENING
FLICKER
RELAY
PUSHBUTTON SWITCH
(ALTERNATIVE)
PUSHBUTTON SWITCH
(ALTERNATIVE)
PUSHBUTTON (START/STOP)
PUSHBUTTON
(START/STOP/RUNNING)
EMERGENCY STOP
PUSHBUTTON BOX
CP COMPOUND GAUGE
DPI DIFFERENTIAL PRESSURE INDICATOR
DPS DIFFERENTIAL PRESSURE SWITCH
DPT DIFFERENTIAL PRESSURE TRANSMITTER
FD FLOW DETECTOR
FS FLOW SWITCH
FT FLOW TRANSMITTER
IL INDICATION LAMP
LAH LEVEL ALARM HIGH
LAL LEVEL ALARM LOW
LI LEVEL INDICATOR
LIC LEVEL INDICATING CONTROLLER
LS LEVEL SWITCH
LT LEVEL TRANSMITTER
PAH PRESSURE ALARM HIGH
PAL PRESSURE ALARM LOW
PI PRESSURE INDICATOR
PIC PRESSURE INDICATING CONTROLLER
PIAH PRESSURE INDICATOR ALARM HIGH
PIAL PRESSURE INDICATOR ALARM LOW
PIAHL PRESSURE INDICATOR ALARM HIGH LOW
PS PRESSURE SWITCH
PT PRESSURE TRANSMITTER
SAH SALINITY ALARM HIGH
SD SALINITY DETECTOR
SI SALINITY INDICATOR
SV SOLENOID VALVE
TAH TEMPERATURE ALARM HIGH
TAL TEMPERATURE ALARM LOW
TI TEMPERATURE INDICATOR
TIC TEMPERATURE INDICATING CONTROLLER
TIAH TEMPERATURE INDICATOR ALARM HIGH
TIAL TEMPERATURE INDICATOR ALARM LOW
TIAHL TEMPERATURE INDICATOR ALARM HIGH LOW
TS TEMPERATURE SWITCH
TT TEMPERATURE TRANSMITTER
VAH VISCOSITY ALARM HIGH
VAL VISCOSITY ALARM LOW
VCA VACUUM ALARM
VCI VACUUM INDICATOR
VCT VACUUM TRANSMITTER
XS AUXILIARY UNSPECIFIED SWITCH
ZI POSITION INDICATOR
ZS LIMIT SWITCH
XXX
XXX
XXXX
LOCALLY MOUNTED
INSTRUMENT
REMOTELY MOUNTED
INSTRUMENT
AUTOMATIC TRIP

LNGC GRACE ACACIA

5 Abbreviation
Abbreviation
A AIR
ABNOR ABNORMAL
ABP AFTER BOTTOM PORT
ABS ABSOLUTE
ABS AFTER BOTTOM STBD
AC ALTERNATING CURRENT
A/C AIR CONDITIONER
ACB AIR CIRCUIT BREAKER
ACC AUTOMATIC COMBUSTION CONTROL
ACCOM ACCOMMODATION
ACCU ACCUMULATOR
ACK ACKNOWLEDGE
ACM AFTER CENTRAL MIDDLE
ACT ACTIVATE
ADJ ADJUSTING
ADV ADVANCE
AE AUXILIARY ENGINE
AFT AFT
AHD AHEAD
AHU AIR HANDLING UNIT
AIM ADVANCED INTEGRATED MULTIFUNCION
SYSTEM
ALM ALARM
ALS AFTER LOWER STBD
AMP AMPERE
APT AFT PEAK TANK
AST ASTERN
ATOM ATOMIZING
AUS AFTER UPPER STBD
AUTO AUTOMATIC
AUX AUXILIARY
AVAIL AVAILABLE
B BASE
B/ATOM BURNER ATOMIZING
B/L BALLAST / LADEN
B/THR BOW THRUSTER
BALL BALLAST
BATT BATTERY
BC BOTTOM CENTRAL
BGB BOILER GAUGE BOARD
BH TK BILGE HOLDING TANK
BHD BULKHEAD
BLK BLOCK
BLR BOILER
BLWR BLOWER
BMS BURNER MANAGEMENT SYSTEM
BNR BURNER
BO BOIL-OFF
BO/WU BOIL-OFF / WARM-UP
BOG BOIL OFF GAS
BOSUN ST BOSUN STORE
BRG BEARING
BW BILGE WELL
BWC BRIDGE WING CONSOLE
BZ BUZZER
C CARGO
CAB CABINET
CAN CONTROLLER AREA NETWORK
CCC CARGO CONTROL ROOM CONSOLE
CCR CARGO CONTROL ROOM
CCW COUNTER-CLOCK WISE
CENT CENTRAL / CENTRIFUGAL
CER CARGO EQUIPMENT ROOM
CFW COOLING FRESH WATER
CIRC CIRCULATING
CL CLOSE
CLK CLOCK
CLR COOLER
CMR CARGO MOTOR ROOM
CN COMMUNICATION NETWORK
CNR CORNER
C-O CHANGE-OVER
CO2 CARBON DIOXIDE
COFF COFFERDAM
COMP COMPRESSOR
COMP RM CARGO COMPRESSOR ROOM
COND CONDENSATE / CONDENSER
CONDUCT CONDUCTIVITY
CONT CONTROL
COOL COOL, COOLING
COUNT COUNT, COUNTER
CPP CONTROLLABLE PITCH PROPELLER
CSBD CARGO SWITCHBOARD
CSL CONSOLE
CSW COOLING SEA WATER
CTS CUSTODY TRANSFER SYSTEM
CUR CURRENT
CW COOLING WATER
CW CLOCK WISE
CYL CYLINDER
D DUMP
DAMP DAMPER
DB DOUBLE BOTTOM
D/B DISTRIBUTION BOARD
DEARTR DEAERATOR
DEL DELIVERY
DET DETECTOR / DETECTION
DG DIESEL GENERATOR
DIFF DIFFERENTIAL
DIS DISCHARGE
DISCON DISCONNECT
DK DECK
DO DIESEL OIL
DP DIFFERENTIAL PRESS
DRK W DRINKING WATER
DRN DRAIN
DRV DRIVE, DRIVING
DRY DRYER
DSHTR DESUPERHEATED STEAM HEATER
DW DISTILLED WATER
EBU EMULSION BREAKING UNIT
ECC ENGINE CONTROL ROOM CONSOLE
ECONM EXHAUST GAS ECONOMIZER
ECR ENGINE CONTROL ROOM
EDR ELECTRIC DISTRIBUTING PANEL ROOM
EDSHTR EXTERNAL DESUPERHEATED STEAM
. HEATER
EDUCT EDUCTOR
EER ELECTRIC EQUIPMENT ROOM
EHQ EMERGENCY HEADQUARTER
ELEC ELECTRIC
ELEV ELEVATOR
EMCY EMERGENCY
EMR ELECTRIC MOTOR ROOM
ENG ENGINE
EQP EQUIPMENT
ER ENGINE ROOM
ESBD EMERGENCY SWITCHBOARD
ESD EMERGENCY SHUT DOWN
ESDS EMERGENCY SHUT DOWN SYSTEM
EXH EXHAUST
EXP EXPANSION
EXT EXTENSION
EXTR EXTRACTOR
F FRESH
F/VPR FORCING VAPORIZER
FCL FWD CENTRAL LOWER
FOSCLE FORECASTLE
FCU FWD CENTRAL UPPER
FCV FLOW CONTROL VALVE
FDB FORWARD DEEP BALLAST
FDF FORCED DRAFT FAN
FDWC FEED WATER CONTROL
FE FLAME EYE
FG FUEL GAS
FLP FWD LOWER PORT
FM FROM
FO FUEL OIL
FORC FORCING
FPT FORWARD PEAK TANK
FREQ FREQUENCY
F-ST FOLLOW AUTO START
FUNC FUNCTION
FUP FWD UPPER PORT
FW FRESH WATER
FWC FRESH WATER CONTROL
FWD FORWARD
FWE FINISHED WITH ENGINE
GACP GENERATOR AUTO CONTROL PANEL
GEN GENERATOR
GMS GAS MANAGEMENT SYSTEM
GMS GRAPHIC MODELLING SYSTEM
GRAV GRAVITY
GRP GROUP
GS GENERAL SERVICE
GUI GRAPHICAL USER INTERFACE
GVNOR GOVERNOR
GW GLYCOL WATER
H HIGH
HAND HANDLE/HANDLING
HD HIGH DUTY
HDR HEADER
HFO HEAVY FUEL OIL
HH HIGH-HIGH
HP HIGH PRESSURE
HPT HIGH PRESSURE TURBINE
HS HISTORY STATION
HSC HIGH SEA CHEST
HTML HYPER TEXT MARKUP LANGUAGE
HTR HEATER
HYD HYDRAULIC
IAS INTEGRATED AUTOMATION SYSTEM
IG INERT GAS
IGG INERT GAS GENERATOR
IGV INLET GUIDE VANE
IN INLET
INCIN INCINERATOR
INCOM INCOMING
IND INDICATION
INH INHIBIT
INJECT INJECTION
INSPT INSPECTION
INSUL INSULATION
INTERM INTERMEDIATE
INTLK INTERLOCK
IR INFRA-RED
ISO ISOLATING
L LOW
LAN LOCAL AREA NETWORK
LNGC GRACE ACACIA

6 Abbreviation
L/VPR LNG VAPORIZER
LCD LIQUID CRYSTAL DISPLAY
LCV LEVEL CONTROL VALVE
LD LOW DUTY
LDO LIGHT DIESEL OIL
LED LIGHT EMITTING DIODE
LIQ LIQUID
LL LOW-LOW
LNG LIQUEFIED NATURAL GAS
LO LUBRICATION OIL
LP LOW PRESSURE
LPT LOW PRESS TURBINE
LSC LOW SEA CHEST
LTG LIGHTING
LVL LEVEL
LWR LOWER
M MACHINERY
M/COND MAIN CONDENSER
M/LOADER MANUAL LOADER
M/WHEEL MAIN WHEEL
MAN MANUAL
MANI MANIFOLD
MANO MANOEUVRING
MB MAIN BOILER
MD MAIN DIESEL GENERATOR
MDO MARINE DIESEL OIL
MFWPT MAIN FEED WATER PUMP TURBINE
MG MASTER GAS
MGPS MARINE GROWTH PREVENTING SYSTEM
MID MIDDLE
MSBD MAIN SWITCHBOARD
MSBR MAIN SWITCHBOARD ROOM
MT MAIN TURBINE
MTR MOTOR
NDU NETWORK DISTRIBUTION NETWORK UNIT
MV MANOEUVRED VALUE
N2 NITROGEN
NAV NAVIGATION
NOR NORMAL
NZL NOZZLE
O/C OPEN/CLOSE
O2 OXYGEN
OMD OIL MIST DETECTOR
OP OPEN
OS OPERATOR STATION
OUT OUTLET
OVBD OVERBOARD
OVFL OVERFLOW
OVLD OVERLOAD
OVRD OVERRIDE
OW SEP OILY WATER SEPARATOR
PORT PORT
P/WAY PASSAGE WAY
PB PUSH BUTTON
PC PERSONAL COMPUTER
PCU PROCESS CONTROL UNIT
PCV PRESSURE CONTROL VALVE
PD PIPE DUCT
PDU POWER DISTRIBUTION UNIT
PID PROPORTIONAL INTEGRAL DERIVATIVE
PIST PISTON
PKG PACKAGE
PLU PROCESS MAP LOGICAL UNIT
PMS POWER MANAGEMENT SYSTEM
PNEUM PNEUMATIC
PNL PANEL
POS POSITION
PP PUMP
PPTW PUMP TOWER
PRES PRESSURE
PRI PRIMARY/PRIMING
PROCESS PROCESS
PROTECT PROTECT
PROV PROVISION
PRP PROVISION REFRIGERATION PLANT
PS PROCESS STATION
PSU POWER SUPPLY UNIT
PU PROCESS UNIT (RCA SYSTEM)
PURGE PURGE
PURIF PURIFIER
PWR POWER
RCA REDUNDANCY AND CRITICALITY
ASSESSMENT
RECIRC RECIRCULATING
REDUC REDUCTION
REF REFRIGERATION TYPE
REG REGENERATION TYPE
REGUL REGULATOR
RESV RESERVOIR
REV REVERSE
RIO REMOTE IO
RM ROOM
RPB REMOTE PUSH BUTTON
RPM REVOLUTIONS PER MINUTE
RTN RETURN
RVI ROTOR VIBRATION INDICATION
S STARBOARD
S/D SCHEMATIC DIAGRAM
S/S SHIP SIDE
S/T STERN TUBE
SAH STEAM AIR HEATER
SAL SALINITY
SB SOOT BLOWER
SBC SINGLE BOARD COMPUTER
SC SEA CHEST
SCRUB SCRUBBER
SDC STEAM DUMP CONTROL
SEC SECONDARY
SEL SELECT
SEP SEPARATOR
SEQ SEQUENCE
SERV SERVICE
SETTL SETTLING
SG STEERING GEAR
SHTR SUPERHEATED STEAM HEATER
SIN PH SINGLE PHASE
SOL SOLENOID
SP SPACE
SPM SIMRAD POSITION MOORING
SPR SPRAY
SPV SINGLE POINT VIEW
SS SUB-SYSTEM (RCA SYSTEM)
SSS SIMRAD SAFETY SYSTEM
ST START
STT STERN TUBE
STBY STAND BY
STC STEAM TEMPERATURE CONTROL
STM STEAM
STOR STORAGE
STR STARTER
STRIP STRIPPING
SUC SUCTION
SUPP SUPPLY
SV SOLENOID VALVE
SVC SIMRAD VESSEL CONTROL
SVB SOLENOID VALVE BOX
SW SEA WATER
SWBD SWITCHBOARD
SYNC SYNCHRONIZE
SYS SYSTEM
TC TURBOCHARGER, THERMOCOUPLE
TCV TEMPERATURE CONTROL VALVE
TEMP TEMPERATURE
TG TURBO GENERATOR
THR THRUSTER
TK TANK
TOPP UP TOPPING UP
TRIP TRIP
TPS TANK PROTECTION SYSTEM
TRANS TRANSMITTER/TRANSFER
TRBL TROUBLE
TURN GEAR TURNING GEAR
UMS UNMANNED MACHINERY SPACE
UPP UPPER
UPS UNINTERRUPTED POWER SUPPLY
URL UNIFORM RESOURCE LOCATOR
UTC UNIVERSAL TIME CODRDINATE
V VOLTAGE
V/F VOLTAGE/FREQUENCY
VAC VACUUM
VAP VAPOUR
VIB VIBRATION
VISC VISCOSITY
VL VERY LOW
VPR VAPORIZER
VRC VALVE REMOTE CONTROL
VV VALVE
WBU WATCH BRIDGE UNIT (Bridge Watch Call panel)
WCU WATCH CABIN UNIT (Cabin Watch Call panel)
WTR WATER
WH WHEELHOUSE
WHC WHEELHOUSE CONSOLE
WIND WINDING
WO WASTE OIL
WS WORKSHOP
WU WARM UP
X CROSS

LNGC GRACE ACACIA Machinery Operating Manual

Part 1 Engineering Data for Main Equipment
1.1 Main Turbine..................................................................................... 1 - 1
1.1.1 Manufacturing Specification................................................... 1 - 5
1.1.2 Main Turbine Operation Instructions...................................... 1 - 7
1.2 Main Boilers.................................................................................... 1 - 10
1.2.1 Main Boilers Planning Data.................................................. 1 - 10
1.2.2 Instructions for Main Boiler Operation................................. 1 - 13
1.3 Generator Turbine ........................................................................... 1 - 19
1.4 Main Feed Water Pump Turbine...................................................... 1 - 25
1.4.1 Operating Procedure ............................................................. 1 - 26
1.5 Diesel Generator Engine ................................................................. 1 - 27
1.6 Fresh Water Generator..................................................................... 1 - 30
1.7 Bow Thruster................................................................................... 1 - 32

Illustrations
1.1a Main Turbine General Arrangement................................................ 1 - 4
1.3.1a Governing System .................................................................... 1 - 20
1.3.1b Control Oil Press. Adjusting Valve ........................................... 1 - 22
1.3.1c Time Schedule for Starting of Turbine Generator ..................... 1 - 23
1.6.1a Fresh Water Generator................................................................ 1 - 29
1.7.1a Bow Thruster Control System.................................................... 1 - 31

Part 1
Engineering Data for Main Equipment

1- 1 Part 1 Engineering Data for Main Equipment

1.1 Main Turbine

1. Main Particulars :

Type : Mitsubishi cross-compound, impulse, double reduction geared marine turbine

Item NCR MCR
Output kW Abt. 26,478 Abt. 29,420
HP Turbine rpm Abt. 5,651 Abt. 5,854
LP Turbine rpm Abt. 3,298 Abt. 3,416
Revolution
Propeller rpm Abt. 85.0 Abt. 88.0
Steam Pressure
at manoeuvring. valve inlet
5.88 MpaG
Steam Temperature
at manoeuvring valve inlet
510C
Exhaust vacuum at the condenser top (when sea
water temperature is 27)
722 mmHg
Limited S.H.P in emergency operation
(HP turbine only)
abt. 10,091kW X 61.6rpm
Limited S.H.P in emergency operation
(LP turbine only)
abt. 10,091kW X 61.6rpm
Ahead rotating direction Clockwise looking from aft
Critical speed due to shaft torsional vibration 1
st
abt. 29.2 rpm 2
nd
abt. 46.9 rpm 3
rd
abt. 212.3 rpm
HP Turbine abt. 4,320 rpm abt. 48.4 rpm (at propeller)
Natural frequency of turbine rotor
LP Turbine abt. 2,280 rpm abt. 40.5 rpm (at propeller)

2. Reduction Gear : One (1) Unit

Type : Tandem articulated, double reduction, double helical type

Item P.C.D. mm No. of Teeth
HP 258.3 45
1st red. pinion
LP 385.1 67
HP 1,698.7 296
1st red. wheel
LP 1,701.3 296
HP 489.5 53
2nd red. pinion
LP 563.4 61
2nd red. wheel HP & LP
4,950.8 536
1st red 260 x 2 + 70 (gap)
Tooth width
2nd red 520 x 2 + 80 (gap)

3. Main Condenser : One (1) Unit

Type Radial flow surface type with dump steam chamber
Vacuum (at cond. Top) mmHgV 722
Cooling surface m
2
3,490
Quantity of cooling water m
3
/h 18,605
Number of cooling tubes pieces 10,631
Distance between tube sheets mm 5,500
Cooling tubes Dia. / Thickness mm 19.0 / 0.7
Protection system Sacrifice Anode (Soft iron)

4. Vacuum Pump : Two (2) Unit

Type NASH AT-1006
Number of sets set 2
Capacity (dry air removal) SCFM 7.5
Motor output kW 55
Electric source AC 440V x 3 x 60Hz
Pump speed rpm 880

5. Gland Steam Condenser : One (1) Unit

Type Horizontal Surface cooled type
Number of flows 2
Cooling surface m
2
25
Distance between tube sheets mm 1,896
Size of cooling tube Dia. / Thickness mm 19 / 1.2
Number of cooling tubes pieces 224

6. Gland Exhaust Fan : Two (2) Unit

Type Horizontal Centrifugal Type
Capacity (at delivery) m
3
/min. / mmAg 7 / 300
Fan Speed rpm 3,500
Motor output kW 1.5

7. Main Lub. Oil Pump (Main Turbine Driven) : One (1) Unit

Type Horizontal gear type driven by second gear
Capacity m
3
/h 170
Discharge pressure MPaG 0.294

8. Control Oil Pump : Two (2) Unit

Type Motor driven, horizontal vane type
Capacity m
3
/h 2.4
Discharge pressure MPag 1.5
Pump speed rpm 1,800
Motor output kW 2.2

9. Control Oil Filter : One (1) Unit

Type Duplex notch wire type
Mesh mesh 200

10. Control Device

Item Set of controller
LO temperature controller Temperature about 44
Gland seal steam receiver pressure Pressure 0.5 ~ 25kPaG


11. Alarm Device

Item Detector Set
L.O .low pressure Pressure transmitter and alarm setter (PI-308) Abt. 0.07MPaG
Control oil strainer outlet low press. Pressure transmitter and alarm setter (PI-312) Abt. 1.0MPaG
Main condenser low vacuum Pressure transmitter and alarm setter (PI-341) Abt. - 0.08MPaG
low 0.0MPaG
Gland packing steam
high
Pressure transmitter and alarm setter (PI-347)
35kPaG
Control oil strainer differential high
press
Differential pressure transmitter and alarm setter
(DPI-313)
Abt. 0.3MPaG
H.P. turbine thrust bearing excess
axial displacement
H.P. turbine rotor position indication monitor (AX-521)
Fore & aft side
0.5mm (*1)
L.P. turbine thrust bearing excess
axial displacement
H.P. turbine rotor position indication monitor (AX-521)
Fore & aft side
0.5mm (*1)
Turbines vibration
(H.P. & L.P. turbine both)
Vibration monitor (VI-522) 75 microns (*1)
Reduction inclination (HP & LP 1
st

Pinion both)
Inclination monitor (IM-524)
* According to
estimated strsss
level
Main L.O. inlet high & low temp. Thermo-resistance bulb (TI-130)
High: 54C
Low: 34C
Low
Abt. 250mm above
N.W. level with 10
sec. Timer Main condenser level high /
low alarm
High
Level transmitter (LT-515)
Abt. 300mm above
N.W. level with 10
sec. Timer
Main steam inlet low temp. Thermo resistance bulb (TI-141) Abt. 490
Astern steam leak Thermal switch (TI-148)
350 with 2 hour
timer after ahead
operation
H.P. & L.P. turbine journal and thrust
bearings
Thermo-resistance bulb and alarm setter
(HP turbine thrust bearing TI-101)
(HP turbine fore bearing TI-102)
(HP turbine aft bearing TI-103)
(HP turbine thrust bearing TI-104)
(HP turbine fore bearing TI-105)
(HP turbine aft bearing TI-106)
80C
H.P. 1
st
pinion bearings
(HP 1
st
pinion fore bearing TI-107)
(HP 1
st
pinion aft bearing TI-108)
80C
H.P. 1
st
wheel upper & aft bearings
(HP 1
st
wheel upper fore bearing TI-109)
(HP 1
st
wheel upper aft bearing TI-110)
(HP 1
st
wheel lower fore bearing TI-111)
(HP 1
st
wheel lower aft bearing TI-112)
70C

H.P. 2
nd
pinion upper & aft bearings
(HP 2
nd
pinion upper fore bearing TI-113)
(HP 2
nd
pinion upper aft bearing TI-114)
(HP 2
nd
pinion lower for bearing TI-115)
(HP 2
nd
pinion lower aft bearing TI-116)
80C
L.P. 1
st
pinion bearings
(LP 1
st
pinion fore bearing TI-117)
(LP 1
st
pinion aft bearing TI-118)
80C
L.P. 1
st
wheel upper & aft bearings
(LP 1
st
wheel upper fore bearing TI-119)
(LP 1
st
wheel upper aft bearing TI-120)
(LP 1
st
wheel lower fore bearing TI-121)
(LP 1
st
wheel lower aft bearing TI-122)
70C
L.P. 2
nd
pinion upper & aft bearings
(LP 2
nd
pinion upper fore bearing TI-123)
(LP 2
nd
pinion upper aft bearing TI-124)
(LP 2
nd
pinion lower for bearing TI-125)
(LP 2
nd
pinion lower aft bearing TI-126)
80C
2
nd
wheel bearings
(2
nd
wheel fore bearing TI-127)
(2
nd
wheel aft bearing TI-128)
60C
(Main thrust bearing TI-129) 60C
Main thrust bearing
(Main thrust bearing pad TI-131) 80C
Inlet steam temperature high Thermal-switch (TI-141) Abt. 518C
Inlet steam pressure low alarm Pressure transmitter and alarm setter (PI-321)
Abt. 5.2 0.1
MPaG
LP turbine exhaust chamber high
pressure
Sentinel valve (Non contact alarm) 0.03MPaG

*1) Common use to trip function

Illustration 1.1a Main Turbine General Arrangement

Plan View
Looking From Forward
Looking From Starboard
Ahead Stop
Valve
Ahead Emergency
Operation
Generator Turbine
Exhaust Inlet
Astern Maneuvering
Valve
Astern Emergency
Operation Ahead Stop Valve
Main Thrust
Bearing
Astern Guard
Valve
L
.
P

T
u
r
b
i
n
e
(
E
x
h
a
u
s
t
)
2
n
d
R
e
d
u
c
t
i
o
n
L
.
P

T
u
r
b
i
n
e
(
E
x
h
a
u
s
t
)
2nd
Reduction
Dump Steam
Inlet
Main Condenser
Turning Gear
H.P Turbine
Ahead Emergency
Operation
Main Thrust
Bearing
Reduction Gear
Astern Guard Valve
Main Condenser
Astern Maneuvering
Valve
Gland Condenser
Control Pump Unit
Ahead Stop Valve
Main LO Pump
Gland Condenser
Astern Emergency
Operation


1.1.1 Manufacturing Specification

1. General

The turbine is the cross-compound, impulse-reaction type, consisting of the
high and the low pressure turbines and is designed to assure a high efficiency
and reliability. The high pressure is of the impulse single-flow type is which
steam enters the turbine through the ahead stop valve connected to H.P.
turbine directly, five ahead nozzle valves, five groups of the first stage
nozzles, and transfers its energy to the rotating element, i.e. two-rows Curtis
stage and seven Rateau stages, and flows to the exhaust chamber in the aft
side of the H.P. turbine. It is lead from the exhaust chamber to the low
pressure turbine through the cross-under pipe.

The low pressure turbine is of the impulse reaction single-flow type in which
steam flows toward the forward side, through the steam chest, transfers its
energy to four Rateau stages and four stages, and exhausts, into the
condenser.

The astern turbine is of the impulse type, arranged at the forward end of the
low pressure turbine, and steam enters through the astern manoeuvring valve,
astern guard valve, and transfers its energy to two-row two Curtis stages,
toward the aft side, and exhausts into the condenser. Both the high pressure
turbine and the low pressure turbine rotors are connected to the first pinions
of the reduction gear by each flexible coupling.

1) Main Turbine

(1) Casing

The high pressure turbine casing consists of the Cr-Mo steel-casted
high pressure section and the steel-casted low pressure section.
Each section has the upper and lower casings that are bolted
together through the horizontal flange. The steam chest of the
nozzle box type is welded to the forward side of the upper casing
to reduce the thermal stress.

The panting plate is provided in the lower casing so that the turbine
casing can expand freely in the forward direction from the aft end
fixed. The fixed aft end of the turbine casing is supported in such a
manner as to freely expand radically without becoming decentered.
The bearing pedestals are fixed to the lower casing at the forward
and aft ends of the turbine. Under no circumstance is the rotor and
casing decentered.

(2) Nozzle

The unit type welded nozzle are arranged for the first stage of the
high pressure turbine and the astern turbine, while the shrouded
type welded nozzles are used for other stages. The throat and the
outlet portion of the nozzle are carefully finished and the cross-
section of it is determined from the results of various kinds of
hydrodynamic tests so as to get the optimum steam flow.

While the nozzle on the H.P. turbine first stage are divided into five
groups, the steam supply to these nozzle groups is controlled by
the nozzle valve so that a most economical performance may be
obtained over an extensive operating range according to the turbine
load.

(3) Blade

The blades are milled out of the forged, rolled or the die-forged
material and their surfaces are finished with the puffed polish.

The profile of the blade is made so as to ensure high durability and
performance having done regards to the results of various kinds of
hydrodynamic tests and to the vibrational stress in the blades, etc.

The shroud bands are fitted by calking to the blade tips for guiding
the steam flow and preventing the blade vibration.

The curtis stage moving blades in the 1
st
stage of high pressure
turbine and astern turbine are provided on the infinite cascade
principle, with all the blades connected continuously by means of
shrouds, on the basis of two neighboring blades with one shroud,
360
0
in the circumferential direction. The blades in the reaction
stages of low pressure turbine (5
th
~ 8
th
stages) are provided on the
semi-infinite cascade principle with friction damper.

The blade fastenings are of X mas-tree, side-entry type in all stages
of both H.P. and L.P. turbines.
As the steam wetness at the last stage of the low pressure turbine is
high, the leading edge of the blade is stellitecoated for preventing
damage from drain.

(4) Rotor

The high pressure turbine rotor is made of the Ni-Cr-Mo-V steel
forging and the low pressure turbine rotor of the Cr-Mo steel
forging. Wheel discs are machined integral with the shaft.

(5) Diaphragm & Internal Packing

The diaphragms of the high and the low pressure turbines are
divided into the upper and lower halves at the horizontal flanges.
They are supported respectively from the upper and lower casings
thereby allowing a free expansion of the diaphragm. Furthermore,
the diaphragm is so constructed as not to cause any decentering
from such a free thermal expansion. The contact surfaces of the
upper and lower halves of the diaphragm are keyed to reduce the
steam leakage.

The part of the diaphragm where the rotor extends through is
provided with the metallic labyrinth packing to minimize the steam
leakage from stage to stage along the shaft.

The diaphragm packing for both the high and the low pressure
turbines, with the nickel-brass fin fitted and calked to the inside of
the forged steel packing rings equally divided into some sections
are fitted into the packing groove on the diaphragm and are
supported by the coil springs.

Drain catchers are provided on the low pressure stages where the
steam wetness increases, it is sp designed that only drain may be
separated and discharged out of the steam passage taking
advantage of the centrifugal force of the drain itself in the steam
flow.

(6) Gland Packing

The part of the casing where the rotor extends through is provided
with the metallic labyrinth packing to minimize the steam leakage
from the casing and the air leakage into the casing.

The packing sleeve is of forged steel or cast steel and is separated
at the horizontal plane: the packing ring with the nickel-brass fin is
fitted into the packing sleeve groove and is supported by the coil
spring or spring steel in a concentric alignment with the rotor so as
not to receive an impulse from the rotor. The rotor is provided with
the multi-row steps corresponding to the fin lengths.

Since the packing is supported by the spring, if any contact
between the rotor and the fin is occurred, it is allowed that the
packing is push away by the spring, thereby it can be escaped
outward to prevent an excessive friction and heating.

(7) Bearing

Both the high and the low pressure turbines are provided with two
journal bearings for each being lubricated by the forced lubrication
system. The bearing metal with the cast-in white metal is vertically
split at the horizontal plane.

The bearing metal is provided with the stopper screw to prevent
the bearing from rotating together with the rotation of the turbine
rotor and also with the dowel pins for setting the positions of the
upper and lower bearing metals longitudinally and athwart.


(8) Thrust Bearing

The thrust bearing is of Mitchell type, and that for the high
pressure turbine is arranged on the forward side while that for the
low pressure turbine is provided on the aft side whereby keeping
the axial clearance between the rotor and the casing constant.

With both of the high and the low pressure turbines, the thrust
bearings are vertically halved at the horizontal coupling plane for
the facility of assembly and overhaul; the turbine thrust is
transmitted to each bronze pad with the cast-in white metal and
supported through the pivot & pad stopper.

As the pivot position is dislocated a little in the rotating direction
from the centerline of each pad, a wedge oil film is easily formed
on the sliding surface during the rotation.

Between the turbine rotor and socket ring, oil seal rings are
furnished to restrict the oil leakage. Upper and lower socket rings
are fixed by the pad stopper and furnish the hasp for preventing
from rotating with rotor.

The adjusting liner is provided for adjustments of the clearances
between the thrust collar and the pads and of the axial position of
the turbine rotor.

(9) Flexible Coupling

While both the high and low pressure turbines, the fine teeth type
flexible couplings are furnished between the each turbine rotor
and the reduction gear first pinion.

Each flexible coupling sleeve is fitted to the turbine rotor flange
and to the first pinion flange by the reamer bolts and these two
sleeves are connected to each other by the claw.

The engaging parts of the sleeve teeth and of the claw teeth are
lubricated by the spray nozzle, and the oil receiver is provided on
each sleeve to get the teeth surface sufficiently oil-soaked during
the operation.

The central parts of top surface of the claw teeth are finished to a
spherical surface such as allowing a sound operation even with a
certain amount of ill alignment of the turbine rotor with the first
pinion.

2) Main Reduction Gear

The speed reducing unit between the turbine and the propeller is a
double reduction, dual tandem articulated type of reduction gear.
The reducing gear consist of two first pinions, four first gear wheels,
four second pinions and one second gear wheel.

(1) Reduction gear casing

Reduction gear casing is welded steel plate, which is split into the
upper and the lower casing at the horizontal plane including the
central axis of the second wheel. The lower casing is of double
wall construction of steel plate box type having a sufficient
rigidity.
The gas escape is furnished at the top of the main wheel cover to
exhaust oil vapour and moisture that would otherwise accumulate
in the casing whereby preventing the deterioration of lubricating
oil.
The peephole with covers core provided in adequate positions on
the casing for the inspection of the casing inside including the
gear teeth and the gear mesh lubrication.

(2) First reduction gears

The first pinion are connected through flexible coupling to the
high and the low pressure turbine shafts respectively. The first
gear wheels are of welded construction, consisting of a rim, spoke,
and shaft, connected to the second pinion through the quill shaft
and gear coupling.

(3) Second reduction gear

The second wheels are of welded construction, consisting of a rim,
spoke, and shaft and the aft-end of the shaft is connected to the
main thrust shaft.

(4) Main reduction gear flexible coupling.

The first gear wheel is connected to the second pinion through the
fine teeth type gear flexible coupling. Of each quill shaft extends
through the hollow first gear wheel and second pinion, the
forward end is connected by the key to the engaging coupling
claw and the aft end is done through the flange coupling to the
second pinion. Therefore, the turbine revolutions are transmitted
to the first gear wheels, and to the quill shaft through the coupling
claw and the sleeve, then to the aft-end of the second pinions.
The lubricating oil is supplied to the engaging coupling by the
exclusive L.O. spray nozzles.

(5) Journal bearing

Each gear is supported by two journal bearings. Each bearing, of
steel shell made through centrifugal casting of white metal, is split
at the surface place of horizontal flanges. The lubricating oil to
the journal bearings is supplied through the oil passages provided
on the upper and the lower bearing metals.

(6) Main thrust bearing

The main thrust bearing of Mitchell type, installed in a separate
casing located at the aft end of the reduction gear, transmits the
net propeller thrusts to the hull.
The Thrust pads have such a sufficient area as to fully stand the
propeller thrust, and the lubricating oil thereto is supplied through
the branch line from the oil line for main reduction gear.

(7) Turning gear

The turning gear consists of the electric motor, planetary gear and
the bevel gear, and serves to do uniform warming up and cooling
down of the turbine rotor respectively at turbine warm-up and
after turbine stop through the rotations of the turbine rotor,
besides it is also used at the inspection of the tooth surfaces of the
reduction gear.

1.1.2 Main Turbine Operation Instructions

1.1.2.1 Preparation for Start-up

1. Starting the condensing system

1) Open the sea water inlet and the outlet valve of the main condenser.

2) Start main circulating pump.

3) Ensure that the condensate level in the condenser is higher than
normal. If the level is lower, make-up distilled water is to be supplied.

4) Ensure that the suction valves for two condensate pumps are open.
These valves are to be usually kept open except when repairing the
pump. When the running pump stops, the other pump will start
automatically.

5) Start the main condensate pump with the delivery valve closed, after
the pump is started, open the delivery valve gradually.

CAUTION
After starting the condensate pump, confirm that the level control for
main condenser being in good condition.

6) Open the gland leak-off valve between the main turbine and the gland
condenser.

2. Starting the Lub. Oil system

1) Check the oil level in the oil tank by means of the oil level indicator
and the float gauge.

2) Open the delivery valves of the motor-driven auxiliary lube. oil pumps.
(The pumps can be changed over automatically)

3) Open the air valve and close the drain valve of the strainers on the
delivery side.

4) Ensure that the inlet and outlet valves of the lube. oil line for lube. oil
cooler are open.

5) Close the drain valves and open the air valves of the lube. oil coolers.

6) Set the lube. oil temperature controller to about 44C.

7) Start the motor-driven auxiliary lube. oil pump.

8) Open the sea water inlet valve and the outlet valve of the lube. oil
cooler.
9) Ensure that oil tank oil level and the overflow of the control oil tank
are normal.

10) Start the control oil pump.

11) Ensure of the overflow of the control oil tank again.

CAUTION
Check the oil pressure in normal. Normal pressure are
0.1 ~ 0.15MPa For Lubricating Oil
1.4 ~ 1.5MPa For Control Oil.

3. Warming up the Turbine

After the condensate system and the lub. oil system are started and in normal
condition, the turbines can be started.

CAUTION
Ensure that the main stop valve, ahead nozzle valves, astern
manoeuvring valve, and astern guard valve are closed.

1) Before the turning gear is engaged, the emergency device should be
checked.

2) Keep the intermediate stop valve and ahead stop valve between the
boiler and the turbine to be closed. Open up the drain valves for the
main steam strainer, high pressure steam chest, and turbine casing.
These valves are automatically kept open while in manoeuvring mode
for removal of water drain.
Then, Open up the by-pass valve gradually for the intermediate stop
valve so that the pressure in the main steam line can be kept at about
1.0MPaG in pressure and about 320 in temperature as a warming up
steam near the turbine.

CAUTION
Ensure that there is no leak from any point of piping.

3) The turning gear is to be engaged (The red lamp lights showing
engaged). Start the turning gear and confirm the turbine rotor rotated.

4) Steam is to be supplied to the turbine gland packings and the gland
exhaust fan is to be started.
Ensure that the packing steam pressure is in normal pressure about
0.01~0.02MPaG

CAUTION
While the gland packing steam is supplied, the turbine rotor should
be turned continuously.

5) Start vacuum pump after confirming the water level of separate tank
and water flow of seal water cooler, condenser vacuum is to be raised
to the rated level.

6) After the engagement of the turning gear, open the warming up steam
valve and the turbine is to be kept running for more than 60 minutes.
(This operating time depends on the turbine casing temperature ).
While the turning is going on, the main steam pipe is to be warmed up.

NOTE
The tentatively aimed condition for turbine warming up before
starting the turbine shall be as follows.
HP turbine casing in/out : abt. 200~250.

CAUTION
Ensure that turbine rotors are not rotated and cooled down from the
present when using the warming up steam for turbine warming
up.

CAUTION
After starting the turbine gear, pay attention to lubricating system,
steam system and drain lines.

7) Upon completed the turning process to warm up the turbine in
accordance with its casing temperature, the warming up system is to
be finished and close the by -pass valves associated with the
intermediate stop valves and open the stop valves gradually to the full.

CAUTION
When the ship is moved by means of a tugboat, the turning gear is
to be disengaged. If not, the turning gear will be turned and
damaged due to the idling of the propeller. During the period, lube.
oil should always be supplied.

1.1.2.2 Start-up

1. Try Engine

After the Vacuum in the condenser has reached a required level (approx. 722
mmHg) and the turbine has been turned for more than 60 minutes, the try
engine will be carried out in the following manner.

1) When all the preparations for the try engine have been made in the
engine room, a message will be sent by telephone to the bridge to that
effect.

2) Upon receipt of the message from the engine room, the bridge should
check the surroundings of vessel for safety and a go-ahead message
should be send to the engine room from the bridge.

3) After receipt of the message from the bridge room,, stop the turning
motor and disengage the turning gear (a green lamp lights upon the
control console signifying the disengaged).

4) Upon confirming that the ahead nozzle valves and astern manoeuvring
valve are completely closed, the ahead stop valves will be opened
slightly to warm up the entire ahead nozzle box including the valves.

5) Control lever on the control console will be turned to the ahead
position until the main shaft rotate.

CAUTION
Pay attention to the tachometer and ahead nozzle valves and
manoeuvring valve position indicator.

6) When the tachometer gives the sign of turbine rotation, the control
lever will be turned back to the stop position.

7) The control lever will then be turned to the astern position in the
similar manner as ahead.

8) The ahead and astern processes will be repeated several times (to
promote the warming-up of engine as well as to check for any disorder
in the engine room) pay attention to the for friction, etc., between the
stationary and the rotating parts by listening for any abnormal noise.

9) Termination of the try engine will be reported to the bridge and the
ahead stop valve will be fully opened.

NOTE
The warming up condition for the main steam piping & turbines can
be carried out and finished completely during the time schedule
control operation until MCR load, using much amount of steam flow.

10) While awaiting an order for sailing, check each equipment again for
example. Check easy equipment, such as lubricating system, cooling
water system, and other auxiliary machinery be in order or not.

11) If time is abundant before sailing and there is need for preventing
thermal deflection of turbine rotor, the auto-spinning switch on the
control console will be turned on for automatic repetition of the
ahead and astern spinning. Start of the rotor revolution can be
recognized by watching the tachometer.

CAUTION
AUTO SPINNING often have an influence of cooling down in main
turbine according to the warming-up condition at turbine.

CAUTION
Do not allow the rotors to remain stationary for longer than three
minutes after seal steam has been admitted to the gland packing.

2. Manoeuvring

1) After warming up and trying the engine several times, the speed is to
be increased gradually (Within the manoeuvring range, the number of
revolutions is automatically adjusted).

2) The speed is to be increased keeping watch over the shaft revolution
and the steam pressure.

3) Pay attention to the gland packing steam pressure when the revolution
is being changed, though the pressure is to be controlled automatically
by gland packing steam controller

3. Open-Sea Operation

1) The normal indicating lamp on the control console lights up after
the control lever and ahead nozzle valve lift is beyond predetermined
position. The drain valves around the turbine and the astern guard
valve are to be closed.

2) Turn the time schedule switch to ON.

3) Turn the control lever to the required position. The ahead nozzle
valves open automatically little by little according to the time schedule,
and the propeller revolution will reach the ordered speed.

4) Pay attention to the turbine vibration while the speed is on the increase.
Once there occurs vibration, the turbine revolution is to be reduced
slightly to find out the cause for the vibration. If it is judged that the
vibration is caused by the rotor deflection, after conticuous running for
a short period of time, the speed is to be increased gradually.

5) Ensure by the meters on the supervisory panel that the turbine is
running in rated conditions.

6) Pay attention to the lube. oil pressure and the beating temperature at
every moment.

7) Check the oil supply for the bearings by observing the each sight flow.

CAUTION
In case of emergency, the time schedule may be by-passed and the
turbine speed will be increased by operating the control lever
gradually.

4. Auto-Spinning and increasing of turbine speed

The auto-spinning is not intended for warming the turbine but for preventing
the turbine rotor from bending during a prolonged engine shut-down.
However, although the auto-spinning is carried out with a little amount of
steam, it can have the same effect as cooling the turbines of heated up. So
pay attention to turbine condition before using auto-spinning device.
The turbines must be started very carefully as the condition they were started
from cold state.
Accordingly, the turbine speed should be increased after spinning the
turbines by manual control at 10 ~ 20 rpm several times. Also, the speed
should be increased not at once but by stages as far as practicable, watching
carefully for abnormal vibration on the vibration monitor.

5. Astern Operation

Since a fewer number of stages are used in the astern turbine, the exhaust
steam temperature of the turbine is higher than ahead operation. Because of
the differences in material thickness and composition between the rotor and
casing, the exhaust casing temperature will be lower than the rotor
temperature, the rotor and stationary parts will expand differently.

Because of this differential expansion, some precautions are required when
operating astern.

Full power astern operation

1) The engine must not be operated full astern for longer than 120
minutes.

2) After prolonged full power astern running, a rapid increase in ahead
load should be avoided. The speed should be increased gradually by
using the normal time schedule (approx. 80 minutes) in the remote
control program. In no case, except in an extreme emergency, full
power ahead should be restored in less than 30 minutes, after full
power astern operation.

Following chart indicates recommended time schedule for manually
increasing speed to full ahead in 30 minutes should this be essential.

Time (minutes)
(RPM)
30 15
AST
MCR
MCR
FULL
6
Time schedule for manually increasing speed to full ahead
(crash stop and full ahead operation)
Remark : 45 rpm or more, it is recommended to use time
schedule for increasing speed.

6. Securing

1) When finished with the engine, the intermediate stop valve and the
ahead stop valve are to be closed, and make sure that ahead nozzle
valves, the astern maneuvring and the astern guard valves are tightly
closed.

2) Open all drain valves associated with the turbine. (While in
maneuvring mode, the drain valves are automatically kept open).

3) engage the turning gear and start the turning.

4) Switchover will be made from the main generator to the auxiliary
generator.

5) Stop the vacuum pump and confirm the vacuum being down in the
main condenser.

6) When the condenser vacuum drops to less than 50mmHgV, close the
gland seal steam supply valve.

CAUTION
If the gland seal is stopped while the vacuum level is not low
enough, cold air may leak into the turbine through the gland and
cause the rotor deflection.

7) Stop the condensate pump.

8) Even after the gland steam is shut off, the main circulating pump is to
be kept running until the temperature of the LP turbine exhaust being
dropped enough.

9) The turbine is to be kept turning long enough. It should be kept turning
for six hours or more. Cooling the turbine is very important for
preventing the rotor deflection. Turing is to be continued until the
turbine is cooled properly.

10) As soon as the turning is stopped, the turning gear is to be disengaged,
and then the lube oil pump is to be stopped.

11) When the ship is at anchor for a long period, the condensate in the
condenser is to be removed through the discharge valve to prevent
rusting. And to prevent the steam from leaking into the interior of the
turbine, the main steam strainer drain valve before the ahead nozzle
control valve is to be kept open and the other drain valves is to be kept
closed manually with a handle.

12) when the turbine is stopped for a short period of time, continue the
turning until the next departure with operating the lube oil pump and
maintaining the condenser vacuum at least approximately 700mmHgV.
In this case, the turbine may be started immediately for departure
according to the turbine casing temperature.

13) When the condensate pump stops, close the valve for condensate
recirculating system of the main condenser.


1.2 Main Boilers

1.2.1 Main Boilers Planning Data

1. Performance Data

Boiler Type MB-4E-KS

Oil Firing

LOAD B.MAX 100%NOR 75% NOR 50% NOR 25% NOR
Total kg/h 70,000 53,000 40,000 27,000 14,000
SH Steam kg/h 68,000 52,000 39,000 26,000 13,000 Evaporation
DSH Steam kg/h 2,000 1,000 1,000 1,000 1,000
Drum MPa 6.8 6.47 6.28 6.14 6.06
Steam
Press
SH Oulet MPa 6.03 6.03 6.03 6.03 6.03
Eco. Inlet C 145.0 145.0 145.0 145.0 145.0
SH Inlet C 285 282 280 278 277
SH Outlet C 515 515 507 482 442
Water &
Steam
Temperature
DSH Oulet C 293 288 288 288 288
FDF Oulet C 38 38 38 38 38
Air Temp
SAH Oulet C 120 120 120 120 120
Efficiency (HHV Base) % 88.5 88.5 88.3 87.7 85.7
HHV MJ/kg 43.04 43.04 43.04 43.04 43.04
Calorific
Value
LHV MJ/kg 40.68 40.68 40.68 40.68 40.68
Fuel Oil Consumption kg/h 5,021 3,808 2,856 1,894 961
Excess Air Rate % 10.0 10.0 12.5 19.2 36.0
O2 Rate % 1.9 1.9 2.3 3.4 5.6
Combustion Air Flow kg/h 76,905 58,324 44,735 31,434 18,201
Flue Gas Flow kg/h 81,926 62,132 47,591 33,328 19,162
Eco Outlet Gas Temp C 174 169 165 161 157
Total Draft Loss kPa 4.93 2.83 1.66 0.82 0.27

Gas Firing

LOAD B.MAX 100% NOR 75% NOR 50% NOR 25% NOR
Total kg/h 70,000 53,000 40,000 27,000 14,000
SH Steam kg/h 68,000 52,000 39,000 26,000 13,000 Evaporation
DSH Steam kg/h 2,000 1,000 1,000 1,000 1,000
Drum MPa 6.8 6.47 6.28 6.14 6.06
Steam Press
SH Outlet MPa 6.03 6.03 6.03 6.03 6.03
Eco. Inlet C 145.0 145.0 145.0 145.0 145.0
SH Inlet C 285 282 280 278 277
SH Outlet C 515.0 515.0 515.0 515.0 479
Water & Steam
Temperature
DSH Outlet C 293 288 288 288 288
FDF Outlet C 38 38 38 38 38
Air Temp
SAH Outlet C 120 120 120 120 120
Efficiency (HHV Base) % 83.9 84.0 83.9 83.3 81.5
HHV MJ/kg 55.56 55.56 55.56 55.56 55.56
Calorific Value
LHV MJ/kg 50.09 50.09 50.09 50.09 50.59
Fuel Gas Consumption kg/h 4,123 3,125 2,358 1,595 812
Excess Air Rate % 10.0 10.0 12.5 19.2 36.0
O2 Rate % 1.9 1.9 2.3 3.4 5.6
Combustion Air Flow kg/h 79,062 59,916 46,234 33,133 19,253
Flue Gas Flow kg/h 83,185 63,041 48,591 34,727 20,065
Eco Outlet Gas Temp C 178 171 166 161 156
Total Draft Loss kPa 5.08 2.92 1.73 0.88 0.3


2. Steam, Air & Electric Consumption

Air Consumption (per one boiler)

Equipment Name Supply Air Consumption Operating Condition
A.C.C. (Actuator) 0.9MPa 120 Nl/min Continuous
F.W.R. (Actuator) 0.9MPa 50 Nl/min Continuous
Boiler Flame Eye Sealing 7.4kPa 150 x 6 = 900 Nl/min Continuous
Soot Blower Scavenging 5.5kPa 78 x 10 = 780 Nl/min Continuous
Soot Blower Sealing 5.5kPa 220 x 10 = 2,200 Nl/min Continuous

Steam Consumption (per one boiler)

Equipment Name Supply Steam Consumption Operating Condition
Soot Blower 6.03MPa 110 kg/min/set
Soot Blower Operation
(Operate Time : 15 min)
Burner 0.8MPa 180 kg/h Max. Consumption
Steam Air Heater 0.59MPa 2,992 kg/h Boiler Maximum
F.O. Heater 1.9MPa 908 kg/H Boiler Maximum

Electric Consumption (per one ship)

Equipment Name Supply Power Consumption Operating Condition
Boiler Control Panel 220V 30 A Continuous
Forced Draft Fan 440V 300 A Continuous
Fuel Oil Service Pump 440V 36 A Continuous


3. Alarm & Trip List

Set Point
No. Description
Alarm Trip Nor
Timer
186B Drum Level Ex High +240 mm -
185B Drum Level Very High F.W. Motor Valve Close +220 mm 10 sec
388B Drum Level Very High Turbine Trip +220 mm 10 sec
184B Drum Level High High Turbine Auto Slow Down +180 mm 10 sec
- Drum Level High +130 mm 10 sec
- Drum Level Low -130 mm 10 sec
389B Drum Level Low Low Turbine Auto Slow Down -180 mm 10 sec
183B Drum Level Low Low -240 mm -
180B Drum Level Low Low -240 mm -

- Drum Pressure High 7.55 MPa 4 sec
- Drum Pressure Low 5.40 MPa 4 sec

- Feed Water Pressure Low 7.36 MPa 10 sec

- Superheated Steam Pressure High 6.40 MPa 4 sec
- Superheated Steam Pressure Low 5.40 MPa 4 sec

126B Superheated Steam Temperature High High 545C -
- Superheated Steam Temperature High 530C 10 sec
- Superheated Steam Temperature Low 400C 10 sec

- Desuperheated Steam Pressure High 6.40 MPa 4 sec

- Desuperheated Steam Temperature High 400C 10 sec

229B Flame Failure One of Two 1 sec
229B Flame Failure Two of Two 1 sec

- F.O. Header Pressure Low 0.15 MPa 4 sec
259B F.O. Header Pressure Low Low 0.10 MPa -

- F.O. Header Temperature High 140 10 sec

Set Point
No. Description
Alarm Trip Nor
Timer
- FO Header Temperature Low 90 10 sec
234B FO Header Temperature Low Low 80 -

- Atomizing Steam Pressure Low 0.35 MPa 4 sec
243B Atomizing Steam Pressure Low Low 0.30 MPa -

205B Gas Header Pressure High High 75 kPa -
- Gas Header Pressure High 70 kPa 4 sec
- Gas Header Pressure Low 1 kPa 4 sec
205B Gas Header Pressure Low Low 0.7 kPa -

- Gas Header Temperature High 80C 10 sec
- Gas Header Temperature Low 10C 10 sec
240B Gas Header Temperature Low Low 5C -

- N2 Pressure Low 0.1 MPa 4 sec

288B Soot Blower Steam Pressure Low 4.0 MPa 4 sec

276B Smoke High 5 deg 10 sec

262B Wind Box Temperature High 200C 10 sec

- F.D. Fan Vibration High 6.0 mm/s 4 sec
- F.D. Fan Trip Stop -
- Boiler F.O. Heater Outlet Temperature High 145 10 sec
- Boiler F.O. Heater Outlet Temperature Low 95 10 sec
- Eco Outlet Gas Temperature High 200C 10 sec
- Eco Outlet Gas Temperature Low 120C 10 sec

250B
F.O. Service Pump Outlet Pressure Low Auto
Change
1.0 MPa 4 sec
- Seal Air Fan Outlet Pressure Low Auto Change 4.5 kPa 4 sec
397B Control Air Press Low Low 0.4 MPa

1.2.2 Instructions for Main Boiler Operation

1.2.2.1 Preparing for Service

Prior to starting the boiler, ensure that the following items and pre-operational
checks are carried out.

1. Boiler

1) Be sure the fire sides are clean and that the furnace refractory is in
good condition.

2) Be certain that no oil nor gas has accumulated in the furnace bottom or
in the burner wind box. Wipe up all oil spills and remove any
combustible material from burner area.

3) Check the boiler to be sure all repair work has been completed, all
tools, etc. have been removed. The handhole fittings and manhole
covers properly installed and all access doors and casing panels have
been replaced and properly secured.

4) Check the safety valves to see that the gag have been removed, the
lifting levers replaced and the easing gear is not fouled. Insure that
the hand easing gear and safety valves are free and clear. The hand
gear for lifting safety valves should be thoroughly examined and
operated so far as this can be done without lifting the safety valves.

5) Check the water level gauge root valves to be sure they are open.

6) Open the air vent valve fitted on the steam drum.

7) Open the starting valve on the superheater outlet line.

8) Open the drain valves of the superheater headers.

9) Open the shut-off valves for the pressure gauges of the boiler, check
the pipe lines up to the gauges and made sure that all the valves for the
gauges are open.

10) Check and make sure blow-off valves and water wall header drain
valves are closed.

11) Bring the water level to about normal level in the steam drum as
instructed below and at the same time check the feed water line.

(1) If the boiler is full of water, then drain the boiler water until the
water level is at the bottom of the water gauge. Bring the level up
about 100 mm, feeding through the auxiliary feed line. Then bring
up to Normal Water Level, feeding through the main feed line.
(2) If the boiler is empty, then fill until the level is just in sight in the
water gauge, feeding through the auxiliary feed line. Then raise to
Normal Water Level, feeding through the main feed line. This
practice serves to check that both the auxiliary and the main feed
lines are ready for service. Use condensate for filling a boiler;
preferably from a deaerator in service if possible.

2. Superheater

1) Drain both superheater headers before lighting a fire. Scale in
superheater tubes is usually soluble in water. By draining the
superheater, such soluble matter which has gone into solution is
removed from the tubes. If the water is allowed to remain it will be
quickly evaporate and the soluble material re-deposited in the tubes.

2) Open the starting valve on the superheater outlet line. The superheater
is protected by the starting valve to permit maintaining a flow of
cooling steam to pass through the tubes during lighting off, securing
and stand-by periods. The vent must be open while the boiler is being
fired and normal steam flow exists. The vent valve must be open any
time there is danger of overheating the superheater from the radiant
heat of a hot furnace. The valves in the superheater vent line should
be wide open until a pressure of at least 0.7MPa has been reached. If a
thermometer is fitted in the steam line between the superheater outlet
flange and the superheater protection line, a valve in the protection
line can be throttled after a pressure of 0.7MPa is reached, providing
close watch is maintained ton the steam temperature to prevent it
going above the design temperature.

3) The header drain valves should be left cracked open to be sure no
condensate collects in the headers. Close the drain valves as soon as
the superheater tubes and headers are thoroughly warmed up. At no
time should a large volume of steam be permitted to blow from the
drains while the boiler is being fired.

3. Economiser

Be sure the economiser is full of water. While filling the boiler with water, open
the vent and bleed off all air; close the valve when water appears.

4. Uptakes

Close all access doors that have been removed for repairs or cleaning. Be sure
that uptakes are clear for firing and that no one is working in the stack area.

5. Burners

1) Check fuel oil strainers and entire fuel oil system to be sure everything
is in good condition.

2) Inspect the burner air casing to be certain no oil had dripped to the
space around the burners creating a fire hazard. If drip pans are fitted
see that the connecting pipe of drip pans is clear.

3) See that the air slide work freely, that the air slide doors are clean and
function properly.

4) If the burners are new or if atomizer or housing tube parts have been
replaced check the positions of the sprayer plate, this setting is very
important (Refer to Section Oil Burners).

5) Fuel gas is not used for lighting off. After lighting off, change to gas
firing. According to schedule, check entire fuel gas system to be sure
everything is in good condition.

6. Steam Air Heater

1) Check the supplying correct steam to steam air heater.

2) Make sure of drain trap operation and avoid water hammer by drain.

1.2.2.2 Starting a Boiler from Dead Ship Conditions
(Boiler cold start, in case the other boiler is not used)

[Refer to Boiler Start Up Procedure 1]

1) If it is necessary to start a boiler from dead-ship conditions with
neither shore power nor shore steam available, diesel oil may be used
until steam has been raised enough to heat the bunker fuel.

2) Fill the boiler with deaerated water from a deaerator if at all possible.
The feed tanks should be filled with condensate before securing the
boilers to provide the water necessary for restarting. It is advisable to
fill the boiler 50~80 mm above the normal water level to provide
additional storage until the feed pump can be started.

3) Start the emergency diesel generator
NOTE
Blow out the gas remaining in the furnace using the forced draft fan
before lighting up the burner.

4) Prepare the boiler for service as outlined under the normal starting
procedure.

5) Line up the Boiler F.O. serv. pump to take suction from the diesel oil
tank and to discharge to the burner manifold.

6) Start pumping diesel oil, bleed off enough through the recirculating
line, or through the burner oil lead into a bucket to remove all heavy
oil from the piping.

7) The diesel fuel must be supplied to the burners at the designated oil
pressure in order to obtain proper atomization.

8) Open the following valves before lighting up.

(1) Drum air vent valve
(2) Superheater header drain valves
(3) Starting valves
(4) Starting valve outlet drain valves
(5) Control desuperheater drain valves
(6) Steam temperature control valve

9) Lighting up a burner, using a normal atomizer tip with air atomizing
driving the forced draft fan in low speed. Fuel oil pressure is 0.4MPa
(Combustion rate is 280 kg/h).

10) When steam pressure is up to 0.1MPa,

close the drum air vent valve.
In case the steam severely spurt, crack open the superheater header
and control desuperheater drain valve. The superheater outlet header
vent valve must be left open until the boiler is put on line.

11) if completely drain, close the superheater header drain valves, starting
valve outlet drain valves and control desuperheater drain valves.

12) After a drum pressure of 0.2MPa

has been reached, start warming
through the auxiliary steam lines. Line up steam to the settling tank
coils. Line up feed pump and have it ready for service when needed.
The starting valve must be left open until the boiler has been put on
load.

13) As soon as the fuel oil in the settling tank is warm enough to pump,
prepare to change from diesel fuel to bunker fuel. Line up steam on
the fuel oil heaters.

14) Secure the burner. Circulate bunker fuel through the fuel oil heaters
and piping until oil at the proper temperature is available in the
manifold. Relight the burner, normal conditions, and continue raising
pressure under normal conditions.

15) When steam pressure is up to 1.0~1.5MPa,

start warming up the feed
water pump, main generator and other machinery.

16) After a drum pressure of 1.5MPa

has

been reached, change atomizing
fluid from air to steam. And continue raising pressure at 0.6MPa of
fuel oil pressure as outlined under normal condition.

17) Start the feed pump as early as possible. After starting the feed pump,
close the starting valve.

18) Start the main generator.

19) When the generator is up to speed and capable of carrying a load,
switch over to the generator and secure the diesel generator.
20) Drain and warm through connecting piping to the main and auxiliary
steam lines. It is essential that the connecting steam piping is clear of
all water and warmed up to approximately operating temperature
before putting the boiler on load.

21) When the steam pressure is about 0.3~0.4MPa

below normal operating
pressure, check the safety valves with the easing gear. Lift the disc
well off the seat to give a strong blow and release the lifting lever
quickly to reseat the valves sharply.

22) Set up the burners with the proper spray plates for the service required,
lighting up as necessary.
NOTE
1. Combustion rate should be used as a guide for start-up and should be
controlled appropriately so as to follow the pressure raising curve. To
prevent damage to superheater tubes, combustion rate should not be
increased excessively.

2. When it takes time to raise the pressure, the starting valve should be
operated (throttled) so that the combustion rate will follow the pressure
raising curve.

Boiler Start Up Procedure-1
Cold Start
(In case the other boiler is not used.)
Operating Time After Light Off (minute)
O
p
e
n

d
r
u
m

a
i
r

v
e
n
t
,

s
u
p
e
r
h
e
a
t
e
r

h
e
a
d
e
r

d
r
a
i
n

v
a
l
v
e
,

s
t
a
r
t
i
n
g

v
a
l
v
e

a
n
d

i
t
s

d
r
a
i
n
O
p
e
n

c
o
n
t
r
o
l

d
e
s
u
p
e
r
h
e
a
t
e
r

d
r
a
i
n

v
a
l
v
e

a
n
d

s
t
e
a
m

t
e
m
p
e
r
a
t
u
r
e

c
o
n
t
r
o
l
v
a
l
v
e
.
U
s
e

n
o
r
m
a
l
a
t
o
m
i
s
e
r
a
t

p
r
e
s
s
u
r
e

o
f

0
.
5
M
p
a
g
.

U
s
e

d
i
e
s
e
l
o
i
l
a
n
d

a
i
r

a
t
o
m
i
s
i
n
g
.
0 60 120 180 240
D
r
u
m

P
r
e
s
s
u
r
e

(
M
P
a
G
)
C
lo
s
e

d
r
u
m

a
i
r

v
e
n
t

v
a
l
v
e
.

I
n

c
a
s
e

t
h
e

s
t
e
a
m

s
e
v
e
r
e
l
y

s
p
u
r
t
,

c
r
a
c
k
o
p
e
n

t
h
e

s
u
p
e
r
h
e
a
t
e
r

h
e
a
d
e
r

a
n
d

c
o
n
t
r
o
l

d
e
s
u
p
e
r
h
e
a
t
e
r

d
r
a
i
n

v
a
l
v
e
.
I
f

c
o
m
p
le
t
e
l
y

d
r
a
i
n
,

c
lo
s
e

t
h
e

s
t
a
r
t
i
n
g

d
r
a
i
n

v
a
l
v
e
,

s
u
p
e
r
h
e
a
t
e
r
h
e
a
d
e
r

d
r
a
i
n

v
a
l
v
e

a
n
d

c
o
n
t
r
o
l
d
e
s
u
p
e
r
h
e
a
t
e
r

d
r
a
i
n

v
a
l
v
e
.
S
u
p
p
l
y

s
t
e
a
m

t
o

f
u
e
l
o
i
l
h
e
a
t
e
r
.
C
h
a
n
g
e

f
u
e
l

o
i
l

f
r
o
m

d
i
e
s
e
l
t
o

"
C
"

o
i
l

a
n
d

r
a
i
s
e

F
O

p
r
e
s
s
.
0
.
6
M
P
a
G
S
t
a
r
t

t
h
e

f
e
e
d

w
a
t
e
r

p
u
m
p

t
u
r
b
i
n
e

a
n
d

c
lo
s
e

t
h
e

s
t
a
r
t
i
n
g

v
a
l
v
e
.
S
t
a
r
t

t
h
e

m
a
i
n

g
e
n
e
r
a
t
o
r
7
6
5
4
3
2
1
0

NOTE
Combustion rate should be used as a guide for start-up and should be
controlled appropriately so as to follow the pressure raising curve

1.2.2.3 Lighting Up and Raising Pressure


1) Check the water level in the steam drum. When the water level is lined
up properly the water level will drop when the drain valve is
opened ,then return to its original level when the drain valve is closed.

2) Start the forced draft fan, open the damper and the burner air slide
door and ventilate the furnace thoroughly for at least five minutes
before lighting up.

3) Operate the steam air heater simultaneously with the forced draft fan.

4) Circulate fuel oil through the fuel oil heater and the burner manifold.
A recirculating valve on the manifold and a re-circulating line to the
service pump suction is provided for this purpose. By-pass the fuel oil
meter until ready to light up.

5) When the fuel oil in the burner manifold is at the correct temperature,
insert an atomizer assembled with a lighting-up sprayer plate in the
burner. Close the air registers of the other burners.

6) Reduce the forced draft pressure at the burners to 10~20 mmAq. Close
the re-circulating valve and check that the correct fuel oil pressure is
available in the burner manifold.

7) Light up the burner following the instructions outlined in the burner
section and burner instruction book. Adjust the fuel oil pressure and
forced draft pressure to establish a full steady flame with ignition
close to the atomizer. The fuel oil must be completely burned.

It is important that no unburned oil is sprayed into the furnace and that
no heavy smoke is produced. Frequently observe the smoke indicator
and the burner flame, especially after making any changes in firing
rate or in forced draft pressure.

8) When steam pressure is up to 0.1MPa, close the drum air vent valve. If
a large volume of steam is issuing from the vent, crack open the
superheater header and the control desuperheater drain valve. The
superheater outlet starting valve must be left open until the boiler is
put on line.

9) Take plenty of time bringing the boiler to working pressure to avoid
overheating the superheater elements or damaging the brickwork.
Firing rate should be less than 280 kg/h until a pressure of 0.5MPa has

been reached. Then fire the boiler at a rate that will raise the steam
pressure according to the pressure raising curve. It takes at least 2~3
hours to raise steam pressure to about 0.5MPa. Do not raise steam
pressure too quickly. Turn the burner on and off as necessary.

10) Close the valve on the steam pressure gauge and bleed the steam
gauge line to be sure it is clear. Allow the line to cool for a few
minutes before opening the pressure gauge valve. See that the gauge
responds immediately as the valve is opened.

11) Check the water level again by opening the water gauge drain, nothing
if the level drops immediately when the drain valve is opened and
returns to the original level as the valve is closed.

12) Drain and warm through connecting piping to the main and auxiliary

13) When the steam pressure is about 0.3~0.4MPa

below normal operating

14) Since the economiser is installed it may be found that steam will form
in the tubes causing a water hammer. In this case run in enough feed
water to lower the economiser temperature. Blow down the boiler if
necessary to keep the water level in sight in the gauges. Never open
water wall header drain valves unless the burners are secured.

15) When the boiler pressure reaches operating pressure, open the valves
and put the boiler on load. Close the superheater outlet starting valve.
Make sure all other drain valves, vent valves and bypass valves are
closed. At this point carefully observe the water level in the boiler. If
automatic water regulation needs to be used, make sure regulators are
working properly.

16) Set up the burners with the proper sprayer plates for the service
required, lighting up as necessary.

Boiler Cold Start (In case the other boiler is in normal use.)

1) Prepare the boiler for service as outlined under the normal starting
procedure.

2) Start the forced draft fan and ventilate the furnace thoroughly before
lighting up.

3) Circulate bunker fuel through the fuel oil heaters and pipes until oil at
the proper temperature is available in the manifold.


(1) Drum air vent valve
(2) Superheater header drain valves
(3) Starting valves
(4) Starting valve outlet drain valves
(5) Control desuperheater drain valves
(6) Steam temperature control valve

5) Light up the burner with 0.4MPa of fuel oil pressure (Combustion rate
is 280 kg/h).

6) When steam pressure is up to 0.1MPa, close drum air vent valve. If a
large volume of steam is issuing from the vent, crack open the
superheater header and control desuperheater drain valve.
The superheater outlet header vent valve must be left open until the
boiler is put on line.

7) If completely drained, close the superheater header drain valves,
starting valve outlet drain valves and control desuperheater drain
valves.

8) Raise steam pressure in accordance with the pressure raising curve.

9) Drain and warm through connecting pipes to the main and auxiliary

10) When the steam pressure is about 0.3~0.4MPa below normal operating
pressure, check the safety valves with the easing gear.
Lift the disc well off the seat to give a strong blow and release the
lifting lever quickly to reseat the valves sharply.

putting the boiler on load. Close superheater outlet starting valve.
closed. At this point carefully observe the water level in the boiler.
If automatic water regulation needs to be used, then make sure
regulators are working properly.


NOTE
1. Combustion rate should be used as a guide for start-up and
should be controlled appropriately so as to follow the pressure
raising curve. To prevent damage to superheater tubes,
combustion rate should not be increased excessively.

2. When it takes time to raise the pressure, the starting valve
should be operated (throttled) so that the combustion rate will
follow the pressure raising curve.

3. With two-boiler operation, make sure the starting valve is kept
open until the boiler under pressure raising takes on the load.

Boiler Hot Start (In case the other boiler is not used.)

1) Check the water level in the steam drum. When the water level gauge
is lined up properly the water level will drop when the drain valve is
opened. The water level should return to its original level when the
drain valve is closed.

2) Start the forced draft fan, open the damper and the burner air slide
door and ventilate the furnace thoroughly for at least one minute
before lighting up.

3) Operate the steam air heater simultaneously with the forced draft fan.

4) Circulate fuel oil through the fuel oil heaters and the burner manifold.
A re-circulating valve on the manifold and a re-circulating line to the
service pump suction is provided for this purpose. Bypass the fuel oil
meter until ready to light up.

5) When the fuel oil in the burner manifold is at the correct temperature,
insert an atomizer with a light-up sprayer plate in the burner. Close the
air registers of the other burners.

6) Reduce the forced draft pressure at the burners to 10~20 mmAq. Close
the re-circulating valve and check that the proper fuel oil pressure is
available in the burner manifold.

7) Set the following valves before lighting up.
(1) Air vent valve fitted on the steam drum : Full close
(2) Drain valves of the superheater headers, drain valves on the
starting valve outlet, drain valves of control desuperheater, steam
temperature control valve : Full open
(3) Starting valves on the superheater outlet : Half open

8) Supply steam to fuel oil heater.

section and burner instruction book. Adjust the fuel oil pressure and

close to the atomizer. The fuel oil must be completely burned. It is
important that no unburned oil is sprayed into the furnace and no
heavy smoke is produced. Frequently observe the smoke indicator and
the burner flame, especially after making any change in firing rate or
in forced draft pressure.

10) Line up desuperheated steam to the machinery. The starting valve
must be left open until the superheater is stabilised.

Firing rate should be less than 280 kg/h.

12) Steam pressure shall be raised in accordance with the pressure raising
curve.

13) If completely drained, then close the superheater header drain valves,
starting valve outlet drain valves and control desuperheater drain
valves.

14) Close the valve on the steam pressure gauge and bleed the steam
gauge line to make sure it is clear. Allow the line to cool for a few
minutes before opening the pressure gauge valve. See that the gauge
responds immediately as the valve is opened.

15) Check the water level again by opening the water gauge drain; the
water level drops immediately when the drain valve is opened and
should return to the original level as the valve is closed.

16) When the drum pressure is up to 1.5MPa, change atomizing medium
from air to steam. Raise the fuel oil pressure to 0.6MPa.

17) Start the feed pump as early as possible. After starting the feed pump,
close the starting valve.

18) After a steam pressure of 0.2MPa has been reached, start the main
generator.

NOTE
should be controlled appropriately to follow the pressure raising
curve. To prevent any damage to the superheater tubes,
combustion rate should not be increased excessively.

2. When it takes time to raise the pressure; the starting valve
follow the pressure raising curve

Boiler Hot Start (In case the other boiler is normal used.)

1) Start the forced draft fan and ventilate the furnace thoroughly before
lighting up.
2) Circulate bunker fuel through the fuel oil heaters and pipes until oil at
the proper temperature is available in the manifold.


(1) Air vent valve fitted on the steam drum : Full close
(2) Drain valves of the superheater headers, drain valves on the
starting valve outlet, drain valves of control desuperheater, steam
temperature control valve : Full open
(3) Starting valves on the superheater outlet : Half open

section and burner instructional book. Adjust the fuel oil pressure and
close to the atomizer. The fuel oil must be completely burned. It is
important that no unburned oil is sprayed into the furnace and no
heavy smoke is produced. Frequently observe the smoke indicator and
the burner flame, especially after making any change in firing rate or
in forced draft pressure.

5) Line up desuperheated steam to the each machinery. The starting
valve must be left open until stable steam conditions occur in the
superheater.

Firing rate should be less than 280 kg/h.

7) Close the superheater header drain valves, starting valve outlet drain
valves and control desuperheater drain valves.

8) Steam pressure should then be raised in accordance with the pressure
raising curve.

9) When the steam pressure is about 0.3~0.4MPa below normal operating

putting the boiler on load. Close superheater outlet starting valve.
closed. At this point carefully observe the water level in the boiler. If
automatic water regulation needs to be used, make sure regulators are
working properly.

NOTE
should be controlled appropriately to follow the pressure raising
curve. To prevent damage to superheater tubes, combustion
rate should not be increased excessively.

2. When it takes time to raise the pressure; the starting valve
follow the pressure raising curve

3. At two-boiler operation, make sure the starting valve is kept
open until the boiler under pressure raising takes on the load.

Cold Start
(In case the other boiler is normal used.)

NOTE
controlled appropriately to follow the pressure raising curve.

2. At two boiler operation, make sure to keep the starting valve open until
the boiler under pressure raising takes on load.

0 60 120 180 240
D
r
u
m

P
r
e
s
s
u
r
e

(
M
P
a
G
)
7
6
5
4
3
2
1
0
O
p
e
n

d
r
u
m

a
i
r

v
e
n
t
,

s
u
p
e
r
h
e
a
t
e
r

h
e
a
d
e
r

d
r
a
i
n

v
a
l
v
e
,

s
t
a
r
t
i
n
g

v
a
l
v
e

a
n
d

i
t
s

d
r
a
i
n
.
O
p
e
n

c
o
n
t
r
o
l
d
e
s
u
p
e
r
h
e
a
t
e
r

d
r
a
i
n

v
a
l
v
e

a
n
d

s
t
e
a
m

t
e
m
p
e
r
a
t
u
r
e

c
o
n
t
r
o
l

v
a
l
v
e
.
U
s
e

n
o
r
m
a
l
a
t
o
m
i
s
e
r
a
t

p
r
e
s
s
u
r
e

o
f
0
.
3
5
M
p
a
g
.

U
s
e

d
i
e
s
e
l
o
i
l
a
n
d

a
i
r

a
t
o
m
i
s
i
n
g
C
lo
s
e

d
r
u
m

a
i
r

v
e
n
t

v
a
l
v
e
.

I
n

c
a
s
e

t
h
e

s
t
e
a
m

s
e
v
e
r
e
l
y

s
p
u
r
t
,

c
r
a
c
k

o
p
e
n

t
h
e

s
u
p
e
r
h
e
a
t
e
r

h
e
a
d
e
r

a
n
d

c
o
n
t
r
o
l

d
e
s
u
p
e
r
h
e
a
t
e
r

d
r
a
i
n

v
a
l
v
e
.
I
f

c
o
m
p
le
t
e
l
y

d
r
a
i
n
,

c
lo
s
e

t
h
e

s
t
a
r
t
i
n
g

d
r
a
i
n

v
a
l
v
e
,

s
u
p
e
r
h
e
a
t
e
r
h
e
a
d
e
r

d
r
a
i
n

v
a
l
v
e

a
n
d

c
o
n
t
r
o
l

d
e
s
u
p
e
r
h
e
a
t
e
r

d
r
a
i
n

v
a
l
v
e
.

Hot Start
(In case the other boiler is not used.)

NOTE
Combustion rate should be used as a guide for start-up and should be

0 30 60 90 120
D
r
u
m

P
r
e
s
s
u
r
e

(
M
P
a
G
)
7
6
5
4
3
2
1
0
C
lo
s
e

d
r
u
m

a
i
r

v
e
n
t
.

O
p
e
n

s
u
p
e
r
h
e
a
t
e
r

h
e
a
d
e
r

d
r
a
i
n

v
a
l
v
e
,

s
t
a
r
t
i
n
g

v
a
l
v
e

a
n
d

i
t
s

d
r
a
i
n

v
a
l
v
e
,

c
o
n
t
r
o
l

d
e
s
u
p
e
r
h
e
a
t
e
r

d
r
a
i
n

v
a
l
v
e

a
n
d

s
t
e
a
m
t
e
m
p
e
r
a
t
u
r
e

c
o
n
t
r
o
l
v
a
l
v
e
.

S
u
p
p
l
y

s
t
e
a
m

t
o

f
u
e
l

o
i
l

h
e
a
t
e
r
.

L
i
g
h
t

o
f
f

t
h
e

b
u
r
n
e
r

u
s
in
g

n
o
r
m
a
l
a
t
o
m
i
z
e
r

a
t

p
r
e
s
s
u
r
e

o
f

0
.
3
5
M
P
a
G
.

U
s
e

"
C
"

h
e
a
v
y

o
i
l
.

I
f

c
o
m
p
le
t
e
l
y

d
r
a
i
n
i
n
g
,

c
l
o
s
e

t
h
e

s
t
a
r
t
i
n
g

d
r
a
i
n

v
a
l
v
e
,

s
u
p
e
r
h
e
a
t
e
r

h
e
a
d
e
r

d
r
a
i
n
v
a
l
v
e
.
R
a
i
s
e

f
u
e
l

o
i
l
p
r
e
s
s
u
r
e

0
.
6
M
P
a
G
.
S
t
a
r
t

t
h
e

f
e
e
d

w
a
t
e
r

p
u
m
p

t
u
r
b
i
n
e

a
n
d

c
lo
s
e

t
h
e

s
t
a
r
t
i
n
g

v
a
lv
e
.
Start the main generator.

Hot Start
(In case the other boiler is normal used.)

NOTE

2. At two boiler operation, make sure to keep the starting valve open until
the boiler under pressure raising takes on load.

0 30 60 90 120
D
r
u
m

P
r
e
s
s
u
r
e

(
M
P
a
G
)
70
60
50
40
30
20
10
0
C
lo
s
e

d
r
u
m

a
i
r

v
e
n
t
.

O
p
e
n

s
u
p
e
r
h
e
a
t
e
r

h
e
a
d
e
r

d
r
a
i
n

v
a
l
v
e
,

s
t
a
r
t
i
n
g

v
a
l
v
e

a
n
d

i
t
s

d
r
a
i
n

v
a
l
v
e
,

c
o
n
t
r
o
l
d
e
s
u
p
e
r
h
e
a
t
e
r

d
r
a
i
n

v
a
l
v
e

a
n
d

s
t
e
a
m
t
e
m
p
e
r
a
t
u
r
e

c
o
n
t
r
o
l
v
a
l
v
e
.

L
i
g
h
t

o
f
f

t
h
e

b
u
r
n
e
r

u
s
i
n
g

n
o
r
m
a
l
a
t
o
m
i
z
e
r

a
t

p
r
e
s
s
u
r
e

o
f

0
.
6
M
P
a
G
.
U
s
e

"
C
"

h
e
a
v
y

o
i
l
.

I
f

c
o
m
p
le
t
e
l
y

d
r
a
i
n
i
n
g
,

c
lo
s
e

t
h
e

s
t
a
r
t
i
n
g

d
r
a
i
n

v
a
l
v
e
,

s
u
p
e
r
h
e
a
t
e
r

h
e
a
d
e
r

d
r
a
i
n

v
a
l
v
e

a
n
d

c
o
n
t
r
o
l
d
e
s
u
p
e
r
h
e
a
t
e
r

d
r
a
i
n

v
a
l
v
e
.


1.2.2.4 Securing a Boiler

1) Operate the soot blowers under optimal conditions. It is recommended
that soot blowers are used before boiler load drops to 50%.

2) Secure the burners one at a time.

3) Keep the forced draft fan running a few moment after securing burners,
maintaining a forced draft pressure of at least 25 mmAq until all
combustible vapour has been cleared from the furnace. Then close all
air registers, secure the fan and close the forced draft fan vane.

4) When the boiler is in stand-by condition, light-up a burner
occasionally to hold the steam pressure within 0.4~0.5MPa below
normal operating pressure. Always remember to open the starting
valve before lighting up a burner.

5) When the boiler is to be cooled.

(1) Before securing the feed stops, raise the water level 70~120 mm
above normal as the boiler cools. Keep the water level at about
50mm above the lower end of the water gauge.
(2) Secure the main, auxiliary and superheater outlet stop valves as
soon as the boiler stops steaming.
(3) Before securing the steam stop valves, open the superheater vent
valve, throttling it to avoid dropping the pressure too rapidly.
(4) When the steam pressure has dropped to 0.1MPa, open the drains
on the superheater headers. Also open the desuperheater drain.
(5) When the steam pressure is down to atmospheric, open the steam
drum vent.
(6) Four hours after the burners are secured, the forced draft fan can
be restarted, if necessary, to assist in cooling the unit. Avoid
draining and refilling with cold water to cool the boiler.

1.2.2.5 Method for Putting Another Boiler in service

In addition to a thorough knowledge of the boiler structure and piping systems,
close attention and good judgment are required for the safe operation of the
boilers. Careless handling of valves can lead to serious accident or cause
damage to valves, piping, machinery etc. If piping systems are improperly
drained, further damage can occur. The boilers should be operated in strict
compliance with the instructions.

1) When a boiler (No.1 boiler) is steaming and the other (No.2 boiler) is
to be put in service, slowly bring the steam pressure in No.2 boiler up
to the pressure in No.1 boiler. At the same time warm through the
piping on No.2 boiler. Assume that the valve E is fully opened, a
generator is running and that desuperheated steam is to be supplied
through the valve N.

2) Fire No.2 boiler and raise the pressure gradually in accordance with
the procedure described in Raising Pressure while warming through
the pipes. This is necessary in combined operation to send the steam.
This warming up should be done 30 minutes before putting the boiler
on line to enable sufficient time for drainage.

3) Keep the water level normal after lighting up. When water level rises
as pressure rises, blow down the boiler as necessary. The feed water
system should be lined up for use and combustion control should be
manually controlled.

4) When the steam in No.2 boiler is nearly the same pressure as that in
No.1 boiler, open the inlet and outlet drain valves of the superheater
header and thoroughly drain the header.

5) Open up the desuperheated steam line (auxiliary steam line) as follows
and inform the operators of the auxiliary machinery for which
auxiliary steam is being supplied, to open the drain valves on the
steam pipe of each machine. Then gradually equalize the steam
pressure of both boilers.

(1) Crack open the non-return valve L.
(2) Open the drain valve W and drain thoroughly the desuperheater.
(3) Close the non-return valve L.
(4) Slightly open the valve N.
(5) Drain the desuperheater outlet line completely.
(6) Slowly open the valve N after the non-return valve L is Slightly
opened again.
(7) Slowly open the non-return valve L.
(8) Tightly close the drain valve W.

Now that the desuperheated steam line (auxiliary steam line) has been
fully opened, close the starting valve U tightly.

NOTE
The starting valve should be opened until the boiler is placed on
line.

6) Connect the main steam line as follows. and inform the operators of
the generator to open the drain valve before the generator inlet steam
valve.

(1) Open the drain valve X.
(2) Slightly open the non-return valve C and drain the steam line
completely.
(3) Slowly open the non-return valve C.
(4) Close the drain valve X.

Special attention should be paid on the opening of the valve E and
D, for example, if the staying condensate in the pipeline is supplied
with steam to the generator turbine, the steam temperature goes down,
the lights becomes dark due to decreased revolution, strange sound
takes place in the turbine due to vibration, etc. when these matters are
observed, close the operating valve as soon as possible. Also, pay
attention the water level rise due to the increase of steam flow from the
steam drum at line connecting.

8) In principle all valves of the boilers in service should be fully open or
fully closed. Partial opening or closing of the valves will cause and
unbalanced rate between the two boilers, and may result in trouble,
after the two boilers are cut-in on the line, check to see that both are in
the same operating condition. If any deficiency is noted, take prompt
remedial action. Carefully check to ensure all vent and drain valves
are tightly closed and not leaking. This has direct influence on the fuel
oil consumption.

W
Key
Superheated Steam Line
Drain Line
Desuperheated Steam Line
No.1 Boiler
(PORT)
Water Drum
Steam Drum
Intermediate Header
In & Out Header
No.2 Boiler
(STBD)
Water Drum
Steam Drum
Intermediate Header
In & Out Header
To Main Turbine
To Desuperheated
Steam Line
To Generator Turbine
To B.F.P.T.
B
S
C
N
L
U
E
X
D

1.3 Generator Turbine

1. Technical Data

1) Turbine
Type: SHINKO RG92-2
Multi-stage, Impulse type with
Reduction gear
Number of units: 2 sets
Rate output (Electrical Load): 3,850 kW
Turbine rated speed: 8,145 rpm
Generator rated speed: 1,800 rpm
Rotation (Viewed from turbine): Clockwise
Main steam condition: 5.88MPa (60kg/cm
2)
at 510C
Turbine exhaust Steam: -94.7kPaG (710 mmHg)

2) Reduction Gear
Module: 5
Pressure angle: 20
Helical angle: 14
Pitch circle diameters: Pinion 206.123 mm
Wheel 932.705 mm
Number of teeth: Pinion 40
Wheel 181
Revolutions per minute: Pinion 8,145 rpm
Wheel 1,800 rpm
Reduction ratio: 4.525

3) Lube oil
LO tank cap.: 2,400 litre
Governor: 2.0 litre
Gear coupling: 1.5 litre

4) Governing System
Governor type: WOODWARD UG-10D
Governing valve type: Bar lift with twin stem and three
valves
Hydraulic amplifier type: Mechanically controlled
Servo cylinder: Piston dia. 200mm
Max. stroke 80mm
Operating oil supply press.: Normal 0.64~0.83MPaG
Starting abt. 0.2MPaG

2. Alarm and Trip List

Item Dimension Normal Alarm Trip
ELECTRIC 1,98020
OVER SPEED
MECHANICAL
r/min(rpm) 1,800 -
2,00020
VAC. - 405.33
HIGH EXH.PRESS
ATM
kPaG -
7010
10010
SENTINEL VALVE kPaG -
Valve set value
7010
-
LUB.OIL PRESS. kPaG 100~150 60(+0 -10) 50(+0 -10)
LO SUPPLY TEMPERATURE 35~48 533 -
BEARING TEMPERATURE 46~77 75(+3 -0) -
TURBINE ROTOR AXIAL MOVEMENT mm - 0.50.1 0.70.1
TURBINE ROTOR VIBRATION m p-p - 8010 14015
LOW LO TANK LEVEL mm Normal level
Normal level
-60 10

SEALING STEAM PRESSURE kPaG 1~20 Low (0 ~ -13.3)
PRIMING LO PUMP START & STOP kPaG
START
40(+0 -10)
STOP
100 ~ 150(+0 -10)

TURNING LO PRESS. INTERLOCK(at T/G STOP) kPaGr 20~90 205 *
INLET STEAM PRESS MPaG - 5.4
* This signal is used for interlocking condition of turning, not for alarm

3. Construction

1) Turbine

(1) Casing

The casing consists of the upper casing and the lower casing
combined together firmly by bolts on the horizontal flange.

The steam chest is casted with the high pressure side of the upper
casing and provided with the main trip valve and governing valve.

The governor side of the lower casing is bolted to the vertical joint
face of the turbine bearing pedestal, which is supported by the
flexible plates.

(2) Nozzle and Diaphragm

The first stage nozzle of the turbine is secured to the upper casing
by the bolts, and the part of nozzle plate periphery is fitted in the
casing. The 2
nd
stage ~ 6
th
stage have nozzles welded to the
diaphragms and the 7
th
stage ~ 9
th
stage have nozzles cast in the
diaphragms.

The upper half of diaphragms are fitted to the upper casing on the
horizontal plane by set screws, so they can be lifted with the
upper casing for overhauling.

(3) Diaphragm Packing

The 2
nd
~ 9
th
stage diaphragm packing are solid and spring back
type and the packing of each stage are divided into four segments
on which the springs are provided.

(4) Gland Packing

Gland Packings are solid and spring back type and they are fitted
in groove of packing cases, and supported on the horizontal joint.
The Packing cases are separative upper and lower.

The packing cases are bolted at the horizontal joint by bolts and
the lower halves of cases are fitted to the turbine casing by set
screws on the turbine horizontal joint.

The packings are divided into four segments on which the springs
are provided.

(5) Radial Bearing

Turbine bearing is of plane type, which has good stability for high
speed revolution. Turbine bearing has lubrication from the holes
on top and both sides of the horizontal connection, and the
lubricating oil discharges from the both sides.

(6) Thrust Bearing

The thrust bearing for turbine rotor is fitted at the front bearing
pedestal and tilting pad type thrust bearing is adopted.
The thrust bearing face is divided by many separate fan-shaped
thrust pads, each of which is inclined by fulcrum and thus wedge-
like oil film is formed and thrust load is taken by this film
Each pad is made of steel and lined with white metal 1mm in
thickness..

(7) Rotor

The turbine rotor is solid of the discs and shaft.

The governor side of the rotor is provided with the worm and
worm wheel for driving the governor, the overspeed trip device.
The rotor is connected to the pinion shaft by the Bendix type
flexible coupling.

The critical speed of the rotor is about 1050rpm at the generator
shaft. So take care never to stay near the critical speed during the
starting of the turbine

(8) Blade

The blades are installed in T groove, which are groove on
peripheries of rotor discs and fixed firmly by the stopper blades
and liners that are secured carefully after installation.
The shroud rings are provided around the periphery of the blades
of 1
st
~ 8
th
stages.

2) Governing System

The governor is o f the hydraulic type and the system consists of the
woodward UG-10DM speed governor, the hydraulic servomotor, and
the governing valve.

The governor detects the fluctuation of the turbine revolution and
functions to keep the turbine revolution constant by adjusting the steam
quantity by means of the governing valve through the lever mechanism
and the hydraulic servomotor.

The quantity of steam is controlled by the governor valve so as to
maintain turbine speed at constant value through the hydraulic servo
motor and lever mechanism.

(1) Speed Governor

UG-10DM type woodward governor is adopted which is provided
with standard mechanisms of speed synchronization, speed droop
and load limit. This speed governor is installed on the top of
bearing box in front of the turbine.
The output spindle of the speed governor is connected, via linkage,
with the hydraulic servomotor, the output spindle of which makes a
stroke in accordance with the magnitude of speed governor output.

(2) Governing Valve

The governing valve is of the bar lift type having 3valves and
controlled by the governor through the connecting rod and the
lever. The valve stem is connected with the lever at the top end and
also is connected with the valve beam.
The valve lift is regulated by the hydraulic servo piston through the
connecting rod lever valve stem and valve beam to control the
steam quantity in order to keep the turbine revolution constant.

Illustration 1.3.1a Governing system

To Nozzle
Main Steam
Inlet
Main Stop Valve
Limit Switch
for ESV Close
(ACB Trip)
Trip
Lever
Governor
Valver
Trip
Cylinder
To L.O. Tank
UG10D
Woodward
Governor
M
Starting
Lever
OPEN
SHUT
Solenoid
Valve
To L.O. Tank
Reset
Knob
Limit Switch for
Overspeed Indication
Check
Valve
To L.O.
Tank
To Bearings
L.O. Cooler
Orifice
Check
Valve M
Limit Switch for
GOV. Valve Full Open
Hydraulic
Servo Motor
Main
L.O. Pump Priming
L.O. Pump
Press. Adjust. Valve
For Lub. Oil
Press. Adjusting Valve
For Control Oil
Control oil
Strainer
Duplex L.O.
Stariner
Cooling
Water


3) Emergency Trip System

The over speed trip, the low lub.oil pressure trip, the low vacuum trip
and turbine rotor excessive vibration trip devices are furnished on this
turbine.
In the emergency cases such as the turbine runs overspeed, the lub.oil
pressure drops, the vacuum lowers, the rotor vibrates excessively each
trip device functions to close the main trip valve and governing valve to
stop the turbine.

(1) Main Trip Valve

The main trip valve is fitted horizontally on the turbine steam chest
and steam is led into the turbine through the valve.

The valve is composed of the main and sub. valves so as to have less
lifting force in the valve, and sub. valve is made in one unit with the
valve stem.

(2) Emergency Trip Device

a) Low lub.oil pressure trip and low exhaust vacuum trip devices.

The low oil pressure trip and the low exhaust vacuum trip
equipment consists of a respective pressure switch to detect the
oil pressure from the bearing oil system and turbine exhaust
vacuum and the solenoid valve in the main trip valve oil line.

Under normal running as long as the bearing oil pressure
remains normal and steam vacuum in turbine exhaust chamber is
normal, the solenoid valve stays closed, but it opens to function
through the pressure switch as soon as the oil pressure drops or
the turbine exhaust vacuum downs.

b) Mechanical Overspeed Trip

When turbine revolutions exceed the rated value for some
reason and reach 110 1% of the rated revolutions, this device
provided at the end of the turbine shaft actuates to stop the
turbine.

When turbine speed reaches 1101% of the rated speed the
eccentric force of the trip spindle overcomes the compressive
force of the sprig and the trip spindle comes out and hits one end
of the trip lever.

c) Electric Overspeed trip

When the turbine speed increases excessively, speed monitor
detect it an trip solenoid valve is activated by its signal.
Accordingly control oil pressure is lost then turbine stops by
means of shut the main stop valve.

(3) Sentinel Valve

This valve is fitted to the turbine casing and serves to issue alarm
by detecting abnormal rise in the exhaust pressure.

4) Reduction Gear

The reduction gear is of the single reduction single helical type. The
pinion and the gear wheel shaft are connected to the turbine rotor and
the generator rotor by means of the flexible coupling. On the turbine
side of the gear wheel shaft, the main oil pump is fitted.

(1) Gear Casing

The gear casing is composed of the upper casing, and lower
casing. The turbine side of the lower casing is combined with the
turbine lower casing on the vertical surface flange as mentioned
before. The lower casing is opened to the oil tank, which is a part
of the common bedplate.

(2) Bearing

The pinion bearing of turbine and generator sides are ordinary
plane type and have two oil inlets on the splie plane. Thrust collar
is shrink-fitted on the pinion shaft end.

The thrust bearing of the taperland type is fitted at the pinion
generator side. The metal surface of the thrust bearing consists of
the taper and flat plane, and makes the effective oil film.

The wheel bearing of turbine and generator sides are ordinary
plane type. The thrust bearing of the wheel shaft is fabricated
with the generator side wheel journal bearing. The oil guard is
provided at the parts where the shaft penetrates the gear casing.

(3) Oil Sprayer

The oil is supplied to meshing surface of the reduction gear by
the oil sprayer. The sprayer is of the perforated nozzle injection
type and fitted in the gear casing wall.

(4) Turning Equipment

It is constructed that this turning equipment is able for motor
turning and manual turning.
For the motor-turning, engage the clutch by pulling the clutch
lever while slightly rotating the motor end nut clockwise.
Though it is constructed that the emergency stop valve is closed by the
limit switch when the turning clutch is engaged, the clutch
automatically moves to a direction of DISENGAGED when the
motor is rotated by the turbine rotor with some trouble.

5) Lubricating System

The generator turbine is equipped with a lubricating oil system. The
oil piping arrangement is made up of a high pressure line for the
control oil and of a low pressure line for the bearing and the reduction
gear lubrication. Oil is sucked from the oil tank in the common bed
and pressurized by the main oil pump and adjusted its pressure by the
oil pressure adjusting valve and supplied to the high pressure line for
the control oil and of the low pressure line for the lubrication.

(1) Main Oil Pump

The main oil pump is of the gear type. The pump is driven by the
turbine reduction gear wheel shaft through the gear. A valve
serving as the safety valve is fitted on the pump casing.

The valve is composed of the spindle and spring, and regulates the
pump delivery pressure directly.

(2) Priming Oil Pump

The priming oil pump is of the gear type and driven by the motor.
The pump is used for the turbine start and stop. The pump is
started and stopped automatically.

In case the switch of the starter is AUTO, the pump is started
automatically at abt. 40kPaG of the bearing oil pressure and
stopped automatically at 90~150kPaG.

NOTE
It is important to confirm that the priming oil pump is started
and the bearing oil pressure is normal at turbine starting

(3) Oil Pressure Adjusting Valve

A part of oil sent from the oil pump is adjusted by the control oil
pressure adjusting valve to the 0.64 ~ 0.93MPaG and acts as
control oil, and the remaining oil is adjusted by the L.O. pressure
adjusting valve to 100~150kPaG and acts as lubricating oil.

For adjusting valve the oil pressure, remove the cap and turn the
adjusting screw. Clockwise turning of the adjusting screw makes
the actuating oil pressure up and vice versa.


Illustration 1.3.1b Control Oil Press. Adjusting Valve
Control
Oil Pressure
Adjusting
Valve
L.O Pressure
Adjusting
Valve
Adjusting
Screw

4. Preparation for Operation

Starting Operation

1) Confirmation and preparation before Starting.

(1) Confirm the steam source and electric source are ready for
operation.
(2) Check all gauges indication zero point.
(3) Check the oil level in oil tank at NORMAL.
(4) Check the circuit breaker is open.
(5) Confirm the main stop valve, exhaust valve and packing steam
valve are closed.

2) Start the priming LO pump.

(1) Confirm the bearing oil pressure reaches approx. 20~30 kPaG.

3) Open the cooling water inlet and outlet valve on LO Cooler.

4) Start the cooling water pump and send the cooling water to the LO
cooler.

(1) Open the vent valves on the water heads of the LO cooler and
confirm the cooling water is flowing.

5) Check the steam pressure and temperature before the main stop valve.

(1) Dont start the turbine if the steam press. And temp. are lower than
normal value.

6) Supply the air to the sealing controller and check the sealing steam
supply.

(1) Confirm the packing steam pressure 1~20kPaG..

7) Open the needle valve for gland steam exhaust.

(1) Take care the packing steam pressure not to be in vacuum.
(2) Prevent the steam from abnormal leaking at penetrating parts
between rotor and turbine casing.

8) Fully open drain valves of the main stop valve and on main steam
piping.

9) Put turning device on.

(1) Check there is no abnormal sound in the turbine.
(2) After turning, take off the turning device fully after turning.

10) Remove air gathering in the governor.
(In case that the turbine has been in a stand still for a week or longer.)

(1) Set the knob of load limiter to the indication of 10, and move
the governor output shaft back and forth completely, and air
gathering in the governor can be removed.
(At this time, the load indicator moves 0 to 10)
(2) Carry out this procedure two or three minutes.

11) Set the synchronizer to the indication of 0 by turning the synchronizer.

12) Open the governor valve by the starting lever.

(1) Confirm the governing valve opened.

13) Open the main stop valve by hand.

(1) Start the turbine gradually and drive at about 400 Rpm and keep it
for about 25 minute. for warming. If there are any vibration of
abnormal sound at this time, stop the turbine and check the cause.
(2) If there are some abnormal conditions at turbine starting, stop the
turbine and within 3 minutes after complete stop, turning should
be commenced.
(3) Confirm delivery pressure of the main oil pump and bearing oil
pressure increase as the turbine speed increase.
(4) Confirm the priming LO pump stops automatically when the
bearing oil pressure gets to normal pressure.

14) Fully open the main stop valve after confirming the governing
operation of turbine.

(1) Confirm the pressure, temperature, vibration, etc. of all the parts
in normal conditions.
(2) Turn the main stop valve handle clockwise for about a 1/2
revolution after the valve stem reached the stopper (full open).
(3) Try overspeed trip test at no load if chance is offered.

15) Close the drain valves on main steam line.

16) Close the drain valve on the main stop valve.

(1) Take care of the drain, since the remainder of the drain often
brings into accident.

17) Adjust the voltage and frequency.

18) Put the turbine speed in parallel with the other generator with the
synchronizer on the electric panel.

19) Shift the load gradually.

During Operation

1) Watch and take the indications of the gauges, thermometers and other
instrument with scheduled intervals.

2) If the turbine tripped automatically, carefully check the cause before
resetting the trip.

3) Operate Test the function of the emergency trip such as overspeed trip
etc. whenever chances are offered. (2~3months intervals).

4) Operate the main stop valve slightly once a day during operation to
prevent the sticking.

5) If the bearing temperature rises to 77C, check the oil and cooling
water temperature. If the temperature rises more abruptly, stop the
turbine and check the cause.

6) Check the oil level in oil tank.

7) Change over the duplicate oil strainer at least once a day during the
first voyage, and clean the strainer with air jet.

8) Check the leakage of oil, water, steam and etc. all over the unit,
specially loosing of the flange bolts.

9) Confirm there is no abnormal vibration and sound on the turbo-
generator

10) Confirm the oil flow with the sight glasses provided on the generator
bearing outlet and turbine bearing outlet.

11) Take care of drain from main steam piping especially. When the drain
goes into the turbine set, shift the load to other generator and stop the
turbine, then, check the thrust bearing and the other parts.

Stop Operation

1) Shift all the load to the other generator.

2) Cut off the circuit breaker.

3) Shut the main stop valve by the handle or hand trip lever.

(1) Confirm the priming L.O. pump starts automatically when the
turbine speed down.

4) Open the drain valves on main steam line.

5) Open the drain valve of the main stop valve and the casing drain valve.

(1) Drain off fully and dont leave the drain in the turbine set.

6) Open the drain valve of exhaust valve.

7) Rotate and turn the shaft.

(1) Carry out the turning for 120 min. or over.
When the generator turbine has to be started within 2hours after
stopping, idling time should be extended than normal starting,
then increase the speed slowly while carefully watching the
vibration & noise, etc. If there is an abnormality, stop the turbine
immediately by hand trip.
(2) Carry out the turning until the temp. indicated on the local inlet
steam thermometer lowers to 100C.

8) Stop the sealing steam supply.

9) Stop the cooling water pump.

10) Stop the priming L.O. Pump.

(1) Drive the priming L.O. Pump for about 90 min. after turbine stop.

11) Close all valves.

Illustration 1.3.1c Time Schedule for Starting of Generator Turbine

ab.
4~10
min.
20~30 min.
5 min. 5 min. 10 min. Over 25 min. ~60 min.
Preparation
Before
Starting
Stand-by
Warming
Idling
Warming
(Model : RG92(-2))
Turning
Speed Up
10
sec.
1
min.
1
min.
1
Min..
E.S.V. Close
Speed Up by Gov.
1,710 rpm (95%)
1,800 rpm
(100%)
Turning
1,450 rpm (80%)
900 rpm
750 rpm
600 rpm
400 rpm
Critical Speed 1,000 rpm ~ 1,350 rpm
T
u
r
b
i
n
e

R
e
v
o
l
u
t
i
o
n

(
r
p
m
)



Blank Page

1.4 Main Feed Water Pump Turbine

1. General

The type DMG pump is of multi-stage, volute type marine feed pump and has a
horizontally spilt casing construction for easy handling. The first stage impeller
is of the double suction type and the rest are of the single suction type. The rotor
is supported by forced lubricated plain bearings and tilting pad type thrust
bearing. The pump is directly connected to the driver through a forced lubricated
gear coupling.

This turbine is of the horizontal single stage speed compound impulse type and
the turbine shaft is directly coupled to the pump shaft through flexible coupling.
For control of operation the type UG governor of Woodward Governor Company
of USA is used and its speed setting mechanism and pressure controller unit are
interconnected to effect constant discharge pressure control.
For this turbine a forced lubrication system is adopted, providing a main L.O
pump driven by gearing at the bottom end of the turbine shaft. The main L.O
pump is of the double helical gear type and is mounted at the lower part of the
governor end bearing housing. The priming L.O pump of the centrifugal type is
designed to form a compact unit with a vertical motor and is submerged in the oil
tank like the main oil pump.

The turbine casing is horizontally split into two parts. The steam chest is a single
assembly mounted on the vertical flange face at the governor end of the casing
body (lower casing) incorporating the exhaust opening. The nozzle plate and
stationary blades are fastened to the inner face of the steam chest.

The disc rotor has two rows of moving blades fastened along the periphery and
four balance holes. The turbine shaft has the disc rotor arranged at the middle
and connects to the driven machine at one end through the coupling and at the
other to the main L.O pump and the worm gear for driving the governor and the
trip shaft with eccentric ring for over-speed trip.

The governor acts accurately against changes in steam pressure, temperature and
load. In case of sudden load change from rating to zero or from zero to rating,
turbine revolutions can be kept instantaneously within 9% and settled within
1%.

The emergency shutdown device for this turbine serves to stop the turbine by
closing the governor valve by the action of the trip hydraulic servomotor.
Especially, the trip servomotor actuates to stop the turbine, so the action is sure
and reliable.

2. Specification

Pump

Maker: SHINKO IND. LTD
Type: DMG125-3
Capacity: Rated 175 m
3
/h
Disch. Press.: 8.18 MPaG
(Total head) 8.17 MPaG
Suction Press.: 0.229 MPaG
Suction Head : 0.229 MPaG
Water Temperature: 127 C
N.P.S.H.R: 11.2 m
Specific gravity 0.9371

Turbine

Maker: SHINKO IND. LTD
Type: () DE
Output Rated: () 570 kW
Steam inlet: 5.88 MPaG
Initial temp.: 510 C
Exhaust: () 0.177 MPaG
R.P.M: 6,100
Main L.O pump: 4 m
3
/h x 100kPaG
Prim. L.O pump: 7.2 m
3
/h x 40kPaG
Prim. L.O pump motor: 1 kW x 3600 rpm

Common

Cooling water required 15 m
3
/h x 100kPaG
Cooling water temp 36
LO tank 380 litre
Governor 2 litre

Overspeed trip Set 7,015 rpm
Turbine sentinel valve Set 0.40.2 MPaG
Back pressure trip Set 0.3270.02 MPaG
Priming LO pump Auto stop Set 10010 kPaG
Low oil pressure switch (Alarm) Set 60(+8, -0) kPaG
Low oil pressure switch (Trip) Set 50(+8 ,-0) kPaG
Turbine rotor vibration alarm : 8010 / p-p
trip : 14015 / p-p

3. Performance curves

0
0 0
5
10
15
20
0
20
40
60
80
100
100
200
300
400
500
600
700
800
900
1000
50 75 100 125 150 175 200 25
0
2000
1000
0
3000
4000
5000
6000
7000
8000
200 300 400 500 600 700 100
80
5000
5500
6000
6500
90
100
110
P
U
M
P

E
F
F
I
C
I
E
N
C
Y
p

(
%
)
N

r
p
m
N rpm
S
H
A
F
T

H
O
R
S
E

P
O
W
E
R

P

(
k
W
)
S
t
e
a
m

C
o
n
s
u
m
p
t
i
o
n

W

(
k
g

/

h
r
)
OUTPUT (kW)
Expected Characteristic Curve
Total Head = 865 m, Output = 570 kW, Suction Head = 25 m
Steam Inlet Pressure = 5.88 MPaG, at Temperature = 510 C, Exhaust Pressure = 0.18 MPag
D
i
s
c
h
.

P
r
e
s
s
.

(
k
g
/
c
m

G
)
H - Q
i
E

:

E
x
h
.

E
n
t
h
a
l
p
y

(
k
c
a
l
/
k
g
)
720
730
740
750
760
770
780
5.067 t/h
4.754 t/h
4.08 t/h
H.N.V. = CLOSE at 460 kw H.N.V. = OPEN
H
s
m
P
k
w
p
4
5
8

k
W

a
t

1
4
5

m

/
h
3
2
5
7

k
W

a
t

1
7
5

m

/
h
3
M
a
x
.

5
7
0

k
W


1.4.1 Operating procedure

1. Preparation for Starting

1) Carry out preparations for starting the driven machine.

2) Set the operation selecting switch on the machine side turbine starter at
Manu, and switch on the electric source (AC 440V DC 24V)

3) Check the quantity of oil in the oil tank by the oil level gauge and
governor oil level gauge. If insufficient, supply oil up to the specified
level. However, when the turbine begins operation and the oil circulates,
the oil level will fall to some extent, so it is necessary to raise the level
somewhat above the normal. (Especially, attention is necessary when
operating the turbine for the first time.)

4) Open the drain cock at the bottom of the oil tank to check for mixing of
water and extent of pollution.

5) Start the priming L.O pump and confirm that oil pressure is above
0.03MPa. Set the starter change-over switch to Auto.

6) Turn the L.O strainer handle several times to clean the screen and
discharge the drains from the drain cock at the bottom.

7) Pass cooling water to the L.O cooler.

8) Pass cooling water to the condenser and operate the condensate pump
and vacuum device unit.

9) Open fully the main steam valve for the boiler and main steam line
excepting the turbine steam inlet valve.

10) Open the valves attached to the drain traps for the main steam pipe and
governor valve casing to discharge the drains completely, and then
close the by-pass valve only.

11) Open the exhaust valve.

12) Open the valve attached to the drain traps for the turbine casing and
exhaust pipe to discharge the drains completely, and then close the
bypass only.

13) Remove the end cover of the pump bearing housing and confirm that the
shaft turns smoothly by giving it at least one rotation using the squared
shaft end.

14) Reset the turbine at the operation condition if it is in the tripped
condition. The reset device of each trip comprises reset knob A and
hand trip knob B of the hand trip position and reset push

button C of the machine side turbine starter. For the above trip device,
reset according to the time of the actuation of the following trips and at
the same time confirm the extinction of the trip indication lamps.

(1) Mechanical overspeed trip---------------------A
(2) Electric overspeed trip------------------------- C
(3) Low L.O pressure trip--------------------------C
(4) High back pressure trip-------------------------C
(5) Hand trip -----------------------------------------B, A

15) Turn fully counter clockwise the adjusting knob of the governor by hand
to set the governor to minimum speed (70% speed).

16) Open the root valves for the pressure gauge and pressure transmitter.

17) After setting the pump discharge pressure by means of the setting knob
of the pump discharge pressure controller provided in the machine side
turbine starter set the change-over switch to Auto.

18) Confirm 2 to 3 times that the shutdown mechanism operates when the
stopper is disengaged by pulling the hand trip knob and then the knob is
pressed.

2. Starting

This turbine is provided with the sequential automatic starting and stopping
device by means of the turbine starter, but for the sequential starting by means of
the turbine starter, refer to the separate instruction booklet. Here only the
machine side manual operation is described.

1) Confirm that the operation selector switch is set at Manu, and the
change-over switch for the pressure controller is set at Manu.

2) Open the steam inlet valve gradually and begin to start the turbine.
Then warm up the turbine for some time by keeping the speed at 100 to
500 rpm at output shaft.

3) During this time check whether or not there is abnormal noise or
vibration in the turbine and main feed pump. In case any abnormal state
is felt, stop the turbine immediately and trace the cause.

4) Close each drain valve on making sure that the drains have been
completely discharged from each portion.

5) Confirm that the governor valve closes rapidly by operating the hand
trip knob for the trip device provided on top of the turbine governor end
bearing housing.

6) After sufficient warm up, open fully the exhaust valve, and then
increase the opening degree of the steam inlet valve and raise the speed
up to the minimum revolutions (70% speed ) in about 10 minutes.

7) When the turbine revolutions reach the minimum revolutions (70%
speed) increase them gradually by means of the manual operation knob
for the pressure controller and then carry out constant speed control at
the desired speed.

NOTE
When changing over to the constant pressure control, first increase the
turbine speed until the pump discharge pressure becomes equal to the
preset value and then set the change-over switch to Auto.

3. Stopping

1) Set the operation selecting switch to Manu.

2) Set the change-over switch for the pressure controller to Manu and
decrease the turbine revolutions gradually to the minimum by means of
the manual operation knob.

3) If the steam inlet valve is closed by means of the handle or the valve
operating push-button for the machine side turbine starter, the turbine
will stop.

4) When revolutions decrease and bearing oil pressure falls below 0.045
MPaG the priming L.O pump starts automatically, keeping oil pressure
at above 0.03MPaG approximately.

5) Stop the cooling water to the L.O cooler.

6) Close the steam root valve for the boiler or the main steam line.

7) Close the exhaust valve.

8) When the turbine has stopped, open the drain valve on each turbine part
to discharge the drains completely.

9) After stopping the turbine, operate the priming L.O pump for about 20
minutes. After stopping the priming L.O pump, confirm that the turbine
bearing temperature does not rise above 80 deg C.

4. Emergency stop

This turbine is provided with the hand trip as emergency stopping device, and
the turbine can be stopped by actuating it regardless of its operating condition.
Namely, remove the stopper of the hand trip knob for the trip device provided
on top of the turbine governor end bearing housing, then press the knob, and
the shutdown mechanism actuates, closing the governor valve and this
stopping the turbine.

1.5 Diesel Generator Engine

1. General

Engine with the type designation 7L27/38 are turbocharged, unidirectional, four-
stroke, in-line engines with a cylinder bore of 270 mm and a stroke of 380 mm.
They are used for marine propulsion and auxiliary applications, and as stationary
engines in power stations.

The engine has two camshafts. One of them is used for inlet/exhaust valve
actuation on the exhaust side, the second one serves to drive the injection pumps
on the exhaust counter side. Hydraulically actuated adjusting devices permit
adjustment of both the valve timing and the injection timing, depending on the
design ordered.

The turbochargers and charge-air coolers are at the free engine end on generator
engines. Cooling water and lube. oil pumps can be driven via a drive unit on the
free engine end.

Engine of the type L27/38 have a large stroke/bore ratio and a high compression
ratio. These characteristics facilitate an optimization of the combustion space
geometry and contribute to a good part-load behavior and a high efficiency.

2. Specification

1) Principal Particular

Vertical in-line, 4-cycle, direct injection, single acting, trunk piston type
with exhaust turbocharged and charge air cooled design

- Maker: HHI-EMD
- Engine model: 7L27/38
- Number of cylinder: 7
- Cylinder bore: 270mm
- Piston stroke: 380mm
- Rated output: 2100kW
- Mean piston speed: 9.1m/s
- Swept volume per cylinder: 21.8litre
- Mean effective pressure: 2.3MPa
- Max. combustion pressure: 190.5MPa
- Rotating direction: Clock-wise

2) Engine Performance

- Specific fuel consumption: 189g/kWh + 5%
- Combustion air consumption: 14070kg/h
- Exhaust gas flow: 14488kg/h
- Exhaust gas temperature: 330
-

3. Operation Data and Set Points

Normal value at full load
at ISO condition
Alarm set point and
shutdown set point
Lubricating Oil System
Lubricating Oil Sys.
Temp. after cooler
(Inlet filter)
TI21 68~73 TAH 80
PAL22 0.35MPa Pressure after filter
(Inlet engine)
PI22 0.42~0.5MPa
PSL22 0.25MPa
Pressure drop across
filter
PDAH21~22 0.01~0.1MPa PDAH21~22 0.15MPa
Prelubricating pressure PI22 0.014~0.14MPa PAL25 0.012MPa
Pressure inlet
turbocharger
PI23 0.150.02MPa PAL23 0.09MPa
Pressure before filter PI21 0.15~0.55MPa
Temp. main bearing TI29 80~95
TAH29
TSH29
100
105
Fuel Oil System
Pressure after filter PI40 0.3~0.6MPa PAL 0.2MPa
Temp. inlet engine TI40 30~40
Cooling Water Sys.
Pressure LT system,
Inlet engine
PI01 0.25~0.45MPa PAL 0.04Mpa
Pressure HT system,
Inlet engine
PI10 0.2~0.4MPa PAL10 0.04Mpa
TAH12 90
Temp. HT system,
Outlet engine
TI12 75~85
TSH12 100
Exh. Gas System
Exh. Gas temp. before
T/C
TI62 480~530 TAH62 570
Exh. Gas temp. outlet
cyl.
TI60 350~450 TAH60 465
Diff between individual
cyl.
Avr. 30 TAD60 Avr 50
SAH81 828rpm
Speed Control Sys. SI90 720rpm
SSH81 828rpm


4. Preparation for Starting

the following describes what to do before starting when the engine has been out
of service for a period of time.

Lubricating Oil System

1) Check the oil level in the base frame with the dipstick.

2) Check the oil level in the governor as the level indicator on the
governor.

3) Start up the prelubricating pump.

NOTE
The engine must be prelubricated for at least 30min prior to start-up
(at the first starting-up, or if the engine is cold, the engine must be
prelubricated for at least 60min.) or check that there is oil coming
out at bearings, pistons and rocker arms.

4) check pre.lub.oil pressure at inlet to filter, inlet of the engine and inlet
turbocharger on the monitoring box display according to the data and
setpoints sheet.

Cooling Water System

5) Open the cooling water supply
6) Check the cooling water pressure.

NOTE
To avoid shock effects owing to large temperature fluctuations just
after start, it is recommended

(1) To preheat the engine. Cooling water at least 60 should be
circulated through the frame and cylinder head for at least 2hours
before start.

Starting Air System

9) Check the pressure in the starting air receiver

10) Drain the starting air system.

11) Open the starting air supply

12) Check the air pressure on the operating box according to the data and
setpoints sheet.

Starting

13) Start the engine by activating the start button on the operation box ;
push the button until the engine ignites.

Testing during Running

Check the following on the monitoring box according to the data and
setpoints sheet.

14) Check the lubricating oil pressure.

15) Check the cooling water pressure.

16) Check the fuel oil feed pressure.

17) Check that the turbocharger is running.

18) Check that the prelubricating oil pump stops automatically.

19) Check that all cylinders are firing

NOTE
Check the stop cylinder(Lambda controller) for regulating the shaft
works properly, both when stopping normally and at overspeed and
shut down.

Check that all shutdowns are connected and function satisfactory.

20) Test the overspeed

21) Check that all alarms are connected.

Operation

The engine should not be run up to more than 50% load to begin with, and
the increase to 100% should take place gradually over 5 to 10min.

NOTE
When the engine is running the planned maintenance programme
and the following should be checked :

22) The lubricating oil pressure must be within the stated limits and may not
fall below stated minimum pressure. The paper filter cartridges must be
replaced before the pressure drop across the filter reaches the stated
maximum value, or the pressure after the filter has fallen below the
stated minimum value. Dirty filter cartridges cannot be cleaned for re-
use.

23) The lubricating oil temperature must be kept within the stated limits
indicated on the data and setpoints sheet

24) The fuel oil pressure must be kept at the stated value.

25) The cylinder cooling water temperature must kept within the limits
indicated on the data and setpoints sheet.

26) The exhaust gases should be free of visible smoke at all loads. For
normal exhaust temperatures

27) Keep the charging air pressure and temperature under control. For
normal values

Stopping

28) Before stopping, it has to run the engine at reduced load, max.2min.

29) The engine is stopped by activating the stop button on the operating box.
Only one push is needed.


Illustration 1.6.1a Fresh Water Generator

TC
PI
TI
Steam Line
Condensate Line
Fresh Water Line
Vacuum Line
Sea Water Line
Air Line
Key
Max. Condensate Inlet
Pressure : 1.3 MPa G
188.5 lbs/in2
33
No.2 F.W.Generator No.1 F.W.Generator
H
H
H
TI PI TI PI
PC
QT
PI
PI
TI
PI
PI
TI
PI
Feed Water
Treatment
Brine / Air Ejector
From Sea
To Fresh Water Tank
Max. Back Pressure
0.25 MPa G
36.25 lbs/in2
To Condensate Tank/Well
Max. Back Pressure
0.16 MPa G
23.2 lbs/in2
Air Inlet
0.5-0.9 MPa
73-131 lbs/in2
Min. Press.
0.35 MPa
50.75 lbs/in2
Vacuum Release
Valve(VA-E1-01)
Evaporator
Condenser
PIC
FG FG
FG
FQ
TI PI
PT PI H
H
H
H
H
H
H
H H
H
Opening Pressure
Max. 0.1 MPa
14.5 lbs/in2
Non Return
Valve
Ejector
Pump
Fresh Water
Pump
(PU-FR-01)
Orifice Spring
Loaded
Valve
Solenoid
Valve
Flow
Indicator
Shut-off
Valve
(VA-FT-01)
Flow
Reg.
Valve
H
Over Board
Max. Back Pressure
0.06 MPa G
8.7 lbs/in2
Condensate
Pump
(PU-SS-01)
Flow
Reg.
Valve(VA-SS-02)
5
2
5
L
im
it
e
d

S
w
it
c
h
D
e
s
ig
n

0
.
1
1

M
P
a

&

3
0
0
M
a
x
.

0
.
3

M
P
a

G

&

M
a
x
.

3
0
0
P
I
C
Solenoid
Valve
Control
Panel
Low Points
On Steam Line
To be Drained
Air Inlet
0.5-0.9 MPa
7.3-131 lbs/in
Air Inlet
0.5-0.9 MPa
73-131 lbs/in2
Condensate for
Desuperheating
Max. 1.3 MPa & 50
Max. 188.5 lbs/in2
Back Pressure
H
H
H
H
H
TC
PI
TI PI TI PI
PC
QT
PI
PI
TI
PI
PI
TI
PI
Feed Water
Treatment
Brine / Air Ejector
From Sea
To Fresh Water Tank
Max. Back Pressure
0.25 MPa G
36.25 lbs/in2
To Condensate Tank/Well
Max. Back Pressure
0.16 MPa G
23.2 lbs/in2
Air Inlet
0.5-0.9 MPa
73-131 lbs/in2
Min. Press.
0.35 MPa
50.75 lbs/in2
Vacuum Release
Valve(VA-E1-01)
Evaporator
Condenser
PIC
FG FG
FG
FQ
TI PI
PT PI H
H
H
H
H
H
H
H H
H
Opening Pressure
Max. 0.1 MPa
14.5 lbs/in2
Non Return
Valve
Ejector
Pump
Orifice Spring
Loaded
Valve
Solenoid
Valve
Flow
Indicator
Flow
Reg.
Valve
H
Over Board
Max. Back Pressure
0.06 MPa G
8.7 lbs/in2
Flow
Reg.
Valve(VA-SS-02)
5
2
5
L
im
it
e
d

S
w
it
c
h
D
e
s
ig
n

0
.
1
1

M
P
a

&

3
0
0
M
a
x
.

0
.
3

M
P
a

G

&

M
a
x
.

3
0
0
P
I
C
Solenoid
Valve
Control
Panel
Low Points
On Steam Line
To be Drained
Air Inlet
0.5-0.9 MPa
7.3-131 lbs/in
Air Inlet
0.5-0.9 MPa
73-131 lbs/in2
Condensate for
Desuperheating
Max. 1.3 MPa & 50
Max. 188.5 lbs/in2
Feed Water
Preheater
Back Pressure
H
H
H
H
H
TI
Shut-off
Valve
(VA-FT-01)
(VA-CO-02)
Condensate
Pump
(PU-SS-01)
Fresh Water
Pump
(PU-FR-01)
(VA-CO-02)


1.6 Fresh Water Generator

1. General

The combined brine/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 from the ejector pump is introduced into the evaporator section
through an orifice, and is distributed into every second plate evaporation
channel. The hot water is distributed itself 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 separation vessel, where the brine is
separated from the vapour and extracted by the combined brine/air ejector.

The cooling water supplied by the combined cooling/ejector pump on No.1
FWG and supplied from the condensate pump on No.2 FWG distributes itself
into the remaining channels, thus absorbing the heat being transferred from the
condensing vapour. The produced freshwater is extracted by the fresh water
pump and led to the fresh water and distilled water tanks.

If the salinity of the produced freshwater exceeds the chosen maximum value,
the dump valve and alarm are activated to automatically dump the produced
fresh water into the separator vessel.

2. Specification of Fresh Water Generator

Type: VSP-36-125CC
(Condensate Cooled)
Number of units: 1 set
Capacity per unit: 60 ton/day
Condensate water temperature inlet: 33.6 C
Condensate water temperature outlet: 61.3 C
Condensate water flow: 53 m
3
/h
Max salinity: 1.5 ppm
Pressure drop of Cooling water flow: 0.05MPa
Steam flow: 3,031 kg/h
Steam pressure: 0.075MPa
Electric source (Main, Control): 3 x 440 x 60Hz, 220V

Type: VSP-36-125SWC
(Sea Water Cooled)
Number of units: 1 set
Capacity per unit: 60 ton /day
Sea water temperature inlet: 32 C
Sea water temperature outlet: 48.3 C
Sea water flow: 90 m
3
/h
Max salinity: 1.5 ppm
Pressure drop of Sea water flow: 0.02MPa
Steam flow: 2,742 kg/h
Steam pressure: 0.07MPa
Electric source (Main, Control): 3 x 440 x 60Hz, 220V
Salinometer model: DS-205

3. Operating Procedure

CAUTION
Before starting, please follow the instructions for feed water treatment,
see Chemical dosing of scale control chemicals.

1) Starting

(1) Open the valves on the suction and discharge side of the ejector
pump.

(2) Open the overboard valve for combined brine / air ejector.

(3) Close the air screw VA-E1-01 on the separator.

(4) Start the ejector pump to create a vacuum of min. 90% and ensure
that the pressure is over 0.35MPa at the combined brine/air
ejector inlet and the back pressure is not over 0.06MPa at the
combined brine/air ejector outlet.

For VSP-36-125CC only
(5) Open the condensate inlet, outlet and by-pass valves.

(6) Start condensate supply to condenser by adjusting the by-pass
valve incrementally until the desired condensate flow is reached.

2) Evaporation
When there is a minimum of 90% vacuum (after maximum 10 min.).

(1) Open valve for feed water treatment VA-FT-01.

(2) Ensure that the air inlet for steam pressure regulating valve VA-
SS-02 and flow regulating valve VA-CO-02 is open
( 0.5~0.9MPa).

(3) Ensure that the condensate inlet for desuperheating is open
( maximum 1.3MPa ).

(4) Open the valve for condensate to atmospheric drain tank.

(5) Open the main steam shut-off valve.

(6) Open the steam pressure regulating valve VA-SS-02 by adjusting
the pressure controller in the control panel step-wise 0.01MPa,
until the specified steam pressure is reached (Max 0.075MPa).

3) Condensation
After approx. 3 minutes the boiling temperature will drop again, and
normal vacuum is re-established.

(1) Open valve to freshwater tank.

(2) Start freshwater pump.

NOTE
The freshwater pump pressure must be between 0.12 and
0.16MPa .

CAUTION
After starting the freshwater pump the flow sight glass in the air
suction pipe muse be empty.

4) Stopping the Fresh Water Generator

(1) Close the steam pressure regulating valve VA-SS-02 by adjusting
the set point for the steam pressure controller in control panel
slowly (step-wise) to 0.000MPa

(2) Close the valve for air inlet.

(3) Close the main steam shut-off valve.

(4) Close the valve for condensate for desuperheating inlet.

(5) Close the valve for feedwater treatment VA-FT-01.

(6) Stop freshwater pump PU-FR-01 and condensate pump PU-SS-01.

(7) Stop the ejector pump, after approx. 10 min.

(8) Open the air screw VA-E1-01.

(9) Close all valves on the suction and discharge side of the pump.

(10) Close the overboard valve for combined brine / air ejector.

(11) Close the valve to freshwater tank.

CAUTION
All valves must be shut while the distiller is out of operation,
except for the vacuum break.

Illustration 1.7.1a Bow Thruster Control System

Relief
Valve
Solenoid
Valve
Flow
Regulator
Header
Tank
Return
Suction
P T
A B
Hand
Pump
Pressure
Switch
Gear
Pump
E
B
A
B
E
A
D
C
D
C
T
S
Bosun Store
M
S
Stop
Valve
PORT B & T to be connected each
flange using temporary Hose.
PORT A & S to be connected each
PORT C & E to be connected each
PORT D & E to be connected each
PORT C & S to be connected each
PORT D & T to be connected each
T
Thruster Main Unit
Hyd. Pump Unit
Thrust Room
Key
Drain Line
Air Line
Lubricating Oil Line
THRUSTER CONTROLLER
PORT ST'BD
5 5
0
10 10
PITCH CONTROL
LAMP BUZZER TEST
CHANGE OVER
BUZZER STOP
THRUSTER RUN
THRUSTER ABN. M/MOTOR OVERLOAD
ALARM MAIN MOTOR
DIMMER EM'CY STOP
CONTROL STATION
BLADE ANGLE INDICATOR
PORT ST'BD
0 5 5 10 10
A 000 000 000 000 000 0
THRUSTER CONTROLLER
PORT ST'BD
5 5
0
10 10
PITCH CONTROL
LAMP BUZZER TEST
CHANGE OVER
BUZZER STOP
THRUSTER RUN
THRUSTER ABN. M/MOTOR OVERLOAD
ALARM MAIN MOTOR
DIMMER EM'CY STOP
CONTROL STATION
PORT ST'BD
0 5 5 10 10
A 000 000 000 000 000 0
CONTROL SOURCE BLADE NEUTRAL ALC OPERATE
BLADE ANGLE
FLICKER STOP LAMP TEST
NON- FOLLOW
DIMMER
W/H FOLLOW WING
MAIN SOURCE POWER AVAILABLE
READY TO START
AC SOURCE FAIL
DC SOURCE FAIL
M.MOTOR START FAIL
M.MOTOR OVER LOAD
SYSTEM FAIL
M/MOTOR TRIP
HYD. P/P LOW PRESS
HEADER TK. LOW LEVEL
HYD. P/P OVER LOAD
M/MOTOR INSULATION LOW
M/MOTOR HIGH TEMP
FAN RUN THRUSTER RUN
POWER REQUEST
HYD. PUMP RUN STOP
ON
LOCAL
OFF
P
S
5
PORT
PORT
ST'BD
ST'BD
0 5 10
5 5
0
10 10
10
ST'BD PORT
INDICATOR
ALARM
MAIN MOTOR
CONT. STATION CONT. MODE
THRUSTER CONTROLLER
PITCH CONTROL
EM'CY STOP
CONTROL POWER
PORT Wing
Engine Room
ST'BD Wing W/H Panel
Terminal Board A, B

1.7 Bow Thruster

1. Specification

Thruster unit

Maker: KTE Co.,LTD
No. of sets: 1 SET
Model: TCT-280
Type: 4 bladed, skewed, Controllable Pitch type
Outpower: 2,500 kW
Propeller diameter: 2,800 mm
Position of propeller blade: Starboard side
Input shaft speed: 880 rpm

Main motor

Type: 3Phase induction motor
Output x Revolution: 2,500 kW x 880 rpm
Voltage x frequency: AC 3 x 6,600 V x 60 Hz
Starting method: Auto transforming starting(50%)

Hydraulic pump

Capacity: AC 3 x 440V x 60 Hz
Speed 1760rpm
Oil pump 29.8L/min x 9.8MPa

Flexible coupling SF coupling 1 set / vessel

2. General

The KTE TCT type thruster unit is designed to give controlled thrust to port or
to starboard by varying the pitch of the propeller blades by remote control from
bridge.

1) C.P.P System

A constant speed, non-reversing prime mover is connected via a SF
coupling to the thruster input shaft. This vertical, or fore-and-aft, drive
is changed into a horizontal athwartships drive to the hollow propeller
shaft by spiral bevel gears. The propeller blades are hydraulically
controlled by a servomotor situated in the hub body and the axial force
exerted are transmitted to blades by a crosshead and crank ring.

2) Bearing

The input drive and propeller shafts are rigidly mounted on accurately
located roller bearings. The bearings are dimensioned to ensure a very
long trouble free life in service.
3) Hub

The propeller hub is flange mounted on the propeller shaft and contains
a crosshead which sets the pitch of the propeller blades via sliding
blocks and crank ring. The position of the crosshead is hydraulically
controlled by hydraulic oil through OT tube and OD box.

4) Blades and Blade Seals

The propeller blade palm seals prevent the ingress of sea water into the
hub or the leakage of oil from the hub. In order to facilitate rapid
servicing and to reduce the time spent in dry dock, should a blade or
blade seal be damaged, arrangements have been made which allow
individual blades to be removed with the thruster unit sit in the tunnel.

5) Lubrication

Lubrication of the spiral bevel gears and roller bearings is effected by
flocking the gear housing with oil which is held at a slightly higher
pressure than the external water pressure by means of a separate header
tank thus preventing the ingress of sea water should shaft or blade seals
leak.

6) Controls

The standard electrical control system provides from the bridge.
Propeller blade pitch position is mechanically feedback to the control
system. The pitch feedback potentionmeter and its driving sprocket gear
are contained in the feedback unit, which is mounted on the motor stand
and is commected to the pitch position indicator rod which protrudes
from the gear housing flange. The control and feedback potentionmeter
from a balance sprit phase closed loop, feeding a high gain amplifier
and phase detecting network.

Movement of the control potentionmeter presents an error signal at the
amplifier input, this signal is amplified and operates the phase detecting
network which feeds a control signal to the solenoid valve, dircting the
oil to the correct side of the servomoter cylinder which controls the
pitch of the propeller blades.

The electrical balance is restored by the corresponding movement on
the feedback potentiometer. The system gives fine control of the pitch
setting, and any deviation caused by external forces is automatically
corrected.

In addition, this control system provided automatic load control system
which consists of PI control, load setting function and electric current
signal.

The electric current signal is supplied from the CT located at starter
panel. It has function that the blade angle is automatically reduced to
protect the main motor overload.

The reducing action is achieved when the current signal is reached to
the preset level which corresponds to the rated load of motor.
The action is automatically reset when the load is decreased.

3. Main Function

1) Auto blade angle control

Main function of this system is to control blade angle with command
value. That is to say, this system controls blade angle automatically with
command, when follow up control algorithm is used. If feedback value
becomes close to command value, this system does not transmit S/V
control signal constantly, but pulse signal with constant time interval,
and feedback value can reach the objective value quickly without
overflowing command value.

2) Change position from W/H to Wing

Position can be changed to wing by pulling CHANG OVER button in
wing control panel. If once button is pulled, wing control station lamp
in W/H control panel starts flickering, and buzzer starts ringing in the
form of pulse. When command value of wing control panel corresponds
with feedback value, control position is turned to wing completely and
wing control station lamp becomes steady state.
Moreover, if W/H control station button is pulled in flickering state,
then all motions are cancelled and return to previous state

Condition
W/H Wing Feedback
Action Remark
Command
: Port 7.0
Command
: Zero
- Position
: Port 7.0

Push on
wing control
button

W/H:Flickering wing lamp
Wing:Flickering wing
lamp and buzzer on

Push on
wing
control
button

W/H:Wing lamp off
Wing:Wing lamp off &
buzzer off
Cancelled

Push on
wing control
button

Wing:Flickering wing
lamp and buzzer on

Command
: Port 7.0
- Position
: Port 7.0
W/H:Wing lamp off
Wing:Wing lamp off &
buzzer off
Ack

3) Change Position from Wing to W/H

To change control position from wing condition state to W/H is equal
to previous one, and process of the motions is as follows

Condition
W/H Wing Feedback
Action Remark
Command
: Zero
Command
: Port 7.0
- Position
: Port 7.0

Push on
W/H
control
button

& buzzer on

Push on
wing control
button

W/H:W/H lamp off &
buzzer off
Cancelled
Push on
W/H
control
button

W/H:Flickering W/H lamp
& buzzer on

Command
: Port 7.0

- Position
: Port 7.0
W/H:W/H lamp go to
steady wing lamp off &
buzzer off
Wing:Wing lamp off
Ack

4) Manual Control

In this system, blade angle can be basically controlled by means of
recognizing angle that users input with CPU and controlling
automatically with follow up control algorithm, and another operation
is not necessary.

But, users must operate manually in case of not being controlled
automatically because of difficulties in CPU or related components.
For manual operation, users must pull non-follow button in W/H
control panel, when all control signals transmitted from CPU board
are blocked forcedly and users can control directly with the button
below control dial.

< Normal Operation Flow Chart >

Start
Initializing System
Parameter Load
PORT S/V on PORT S/V off
Non-Follow
Button on?
N
Feedback Value
> Command ?
Feedback Value
< Command ?
STBD S/V on
All S/V off
STBD S/V off
Em'cy Stop
Button on ?
Y
Y
Y
N
N
N
Y
PORT S/V on PORT S/V off
PORT Push
Button on ?
STBD Push
Button on ?
STBD S/V on STBD S/V off
Y
Y
N
N

2) Non-Follow-up pitch control

Pressing the non-follow-up button switch on the W/H stand causes a
solenoid valve in the hydraulic unit to be energised, moving the blade
angle in a direction for which the button switch is pressed. When the
button is released, the solenoid valve will be de-energised to stop the
blade angle move.

3. OLP (Overload Protector) Function for Main Motor

When the main motors load current exceeds the load current preset by the
portable keyboard, the blade angle will be reduced automatically to decrease
the load current in order to protect the main motor from being overloaded with
the MOTOR FULL LOAD indicator lamp lit on the W/H Control Panel.

As the main motors load current decreases, the blade angle will automatically
return to a blade angle equivalent to the control dial position, which causes the
MOTOR FULL LOAD indicator lamp to go off.

a) Rating current of main motor, 213 Amp.
b) CT ratio for OLP, 400 Amp. / 1 Amp. (CT : AC1A / 40VA)

CAUTION
Keep the CT for OLP away from CTs for other devices.

4. Controller Operation

1) Button Switch CONTROL POWER ON and CONTROL POWER
OFF

Pressing the CONTROL POWER ON button switch supplied electric
sources to the system. As the CONTROL POWER OFF button switch
is pressed, the electric sources will be turned off.

CAUTION
Before the turning off the power sources, press the STOP button
switch to stop the main motor and auxiliaries.

2) PUMP STOP Button Switch

Pressing the PUMP STOP button switch stops pressure oil pump when
they have been running. The stop action also outputs a momentary and
normally closed no-voltage contact signal.

3) PUMP RUN Button Switch

Pressing the PUMP RUN button switch sends starting signals to the
pressure oil pump and fan starter, which causes the pressure oil pump
and fan to start. Running of the pressure oil pump causes the PUMP
RUN indicator lamp to light up and the running of fan causes the FAN
RUN lamp to light up. The starting action also outputs a momentary
and normally open no-voltage contact signal.

4) THRUSTER STOP Button Switch

Pressing the THRUSTER STOP button switch when the main motor
has been running causes the main motor to be stopped. The stop action
also outputs a momentary and normally closed no-voltage contact
signal.

5) THRUSTER RUN Button Switch

After checking that the READY TO START indicator lamp is lit,
pressing the THRUSTER RUN button switch sends a starting signal to
the main motor starter, which causes the main motor to start. When the
main motor is running, the THRUSTER RUN indicator lamp will light
up. The starting action also outputs a momentary and normally open
no-voltage contact signal.

6) CONTROLLER ABNORMAL Alarm

If the CONTROLLER ABNORMAL alarm is given when the control
position has been the W/H or a wing, the blade angle before the alarm
is given will be maintained. It is recommend to change over the
control mode immediately from follow to non-follow.

Alarm causes simultaneously given to the W/H and both wings are as
follows:
- Blade angle transmitters potentiometer is damaged.
- Control or alarm electric source fails.
- CPU fails.

The following alarms are given in a control position where the
control right is given:
- W/H control dials potentiometer is damaged.
- Starboard wing control dials potentiometer is damaged.
- Port wing control dials potentiometer is damaged.

7) POWER REQUEST Button Switch

Pressing the POWER REQUEST button switch sends a main motor
power request signal to the power management system (PMS) with
the POWER REQUEST indicator lamp lit.

When the main motor is stopped or power available on , the POWER
REQUEST indicator lamp will go off to release the main motor
power request signal. (the release method can be chosen with a ten
key) Besides that, pressing the POWER REQUEST button switch
again before the main motor runs cancels the signal.


Part 2 Machinery System
Part 2 : Machinery System
2.1 Steam Systems ................................................................................ 2 - 2
2.1.1 Superheated Steam System................................................... 2 - 2
2.1.2 Desuperheated Steam & Steam Dump Systems ................... 2 - 4
2.1.3 Bleed System........................................................................ 2 - 6
2.1.4 0.6MPa Steam System.......................................................... 2 - 8
2.2 Condensate and Feed Water Systems ............................................ 2 - 10
2.2.1 Main Condensate System.................................................... 2 - 10
2.2.2 Aux.Condensate Water System.......................................... 2 - 14
2.2.3 Boiler Feed Water System.................................................. 2 - 18
2.3 Sea Water Systems........................................................................ 2 - 22
2.3.1 Main Sea Water Circulating Systems ................................. 2 - 22
2.3.2 Cooling Sea Water Service System.................................... 2 - 26
2.3.3 Marine Growth Preventing System..................................... 2 - 28
2.4 Centralised Fresh Water Cooling System...................................... 2 - 30
2.5 Boiler Water Sampling and Treatment Systems ............................ 2 - 32
2.6 Fuel Oil and Fuel Gas Service Systems ........................................ 2 - 36
2.6.1 Fuel Oil Bunkering and Transfer Systems.......................... 2 - 36
2.6.2 DO Purifying and G/E Fuel Oil System ............................. 2 - 40
2.6.3 Boiler Fuel Oil Service Systems ......................................... 2 - 42
2.6.4 Boiler Fuel Gas Service System......................................... 2 - 46
2.6.5 IGG and Incinerator Fuel Oil System................................. 2 - 48
2.7 Lubricating Oil Systems................................................................ 2 - 50
2.7.1 Main Turbine Lubricating Oil System................................ 2 - 50
2.7.2 Stern Tube Lubricating Oil System.................................... 2 - 54
2.7.3 Lubricating Oil Transfer and Purifying System.................. 2 - 56
2.8 Bilge System................................................................................. 2 - 60
2.9 Compressed Air Systems............................................................... 2 - 64
2.9.1 Control Air Systems ........................................................... 2 - 64
2.9.2 Starting Air Systems ........................................................... 2 - 66
2.9.3 Working Air Systems.......................................................... 2 - 68
2.9.4 Emergency Shut Off Air System........................................ 2 - 70
2.10 Steering Gear............................................................................... 2 - 72
2.11 Electrical Power Generators........................................................ 2 - 74
2.11.1 Turbine Generator............................................................. 2 - 74
2.11.2 Diesel Generator Engine................................................... 2 - 78
2.11.3 Emergency Diesel Generator ............................................ 2 - 82
2.12 Electrical Power Distribution...................................................... 2 - 84
2.12.1 Distribution and Loading.................................................. 2 - 84
2.12.2 Turbine Generators ........................................................... 2 - 87
2.12.3 Diesel Generator ............................................................... 2 - 88
2.12.4 Batteries & Battery Charger ............................................. 2 - 90
2.12.5 Un-Interruptible Power Supplies ...................................... 2 - 91
2.13 Accommodation Services............................................................ 2 - 94
2.13.1 Provision Refrigeration System........................................ 2 - 94
2.13.2 Accommodation and Air Conditioning Plant.................... 2 - 98
2.13.3 Package Air Conditioner................................................. 2 - 102
2.14 Fresh Water General Service Systems....................................... 2 - 104
2.14.1 Fresh Water General Service System ............................. 2 - 104
2.14.2 Distilled Water Filling Service System........................... 2 - 104
2.14.3 Sanitary Discharge System............................................. 2 - 106

Illustration
2.1.1a Superheated Steam System......................................................... 2 - 1
2.1.2a Desuperheated Steam & Steam Dump System........................... 2 - 3
2.1.3a Bleed System.............................................................................. 2 - 5
2.1.4a 0.6MPa Steam System................................................................ 2 - 7
2.2.1a Main Condensate System........................................................... 2 - 9
2.2.2a Aux. Condensate Water System................................................ 2 - 13
2.2.3a Boiler Feed Water System........................................................ 2 - 17
2.3.1a Main Sea Water Circulating System......................................... 2 - 21
2.3.2a Cooling Sea Water Service System.......................................... 2 - 25
2.3.3a MGPS System.......................................................................... 2 - 27
2.4a Centralised Fresh Water System.................................................. 2 - 29
2.5a Boiler Water Sampling and Treatment System........................... 2 - 31
2.6.1a Fuel Oil Bunkering and Transfer System................................. 2 - 35
2.6.2a Diesel Oil Purifying and G/E Fuel Oil System......................... 2 - 39
2.6.3a Boiler Fuel Oil & Fuel Gas Service System............................. 2 - 41
2.6.5a IGG and Incinerator Fuel Oil System....................................... 2 - 47
2.7.1a Main Turbine Lubrication Oil System...................................... 2 - 49
2.7.2a Stern Tube Lubricating Oil System.......................................... 2 - 53
2.7.3a Lubricating Oil Transfer System.............................................. 2 - 55
2.7.3b Lubricating Oil Purifying System............................................ 2 - 57
2.8a Engine Room Bilge System......................................................... 2 - 59
2.8b Oily Bilge Separator.................................................................... 2 - 61
2.9.1a Control Air System................................................................... 2 - 63
2.9.2a Starting Air System.................................................................. 2 - 65
2.9.3a Working Air System................................................................. 2 - 67
2.9.4a Emergency Shut-Off Air System.............................................. 2 - 69
2.10a Steering Gear Hydraulic Diagram............................................. 2 - 71
2.11.1a Turbine Generators Control Oil System................................. 2 - 73
2.11.1b Turbine Exhaust Steam System.............................................. 2 - 75
2.11.2a Diesel Generator Engine......................................................... 2 - 77
2.11.3a Emcy Generator Engine ........................................................ 2 - 81
2.12.1a Distribution and Loading........................................................ 2 - 83
2.12.2a Turbine Generators ................................................................. 2 - 87
2.12.3a Diesel Generator..................................................................... 2 - 88
2.12.4a Battery Charger Alarm Display Monitor ................................ 2 - 89
2.13.1a Provision Refrigeration System.............................................. 2 - 93
2.13.2a Aux. Air Conditioning Plant ................................................... 2 - 97
2.13.2b Main Air Conditioning Plant .................................................. 2 - 99
2.13.3a Package Air Conditioner....................................................... 2 - 101
2.14.1a Fresh Water General Service System.................................... 2 - 103
2.14.3a Sanitary Discharge System................................................... 2 - 105

Part 2
Machinery System

2 - 1 Part 2 Machinery System
Illustration 2.1.1a Superheated Steam System

TX
TI Dial Type
IAS
TI Dial Type
TX
TIAH
IAS
PX
PI
PIAH
IAS
704V
TI Dial Type
TX
To Safety
Manifold
Sett.
1.2 MPa
170V
To Safety
Manifold
Sett.
1.13 MPa
166V
3
0
3
V
3
0
4
V
3
0
2
V
3
0
1
T
TX TI
TI
PX
TX
TX TI
Key
Drain Line
Air Line
Condensate Line
L.P
Turbine
H.P
Turbine
To 1st Stage Feed
Water Heater
To Deaerator &
Distilling Plant
To Soot Blowing
System
From No.1 M/B
(Desuperheated
Steam)
To Safety
Manifold
Main Steam Supply
From Main Boiler
Warming Up
System
121V
(A)
PI
IAS
TI
IAS
PI
IAS
TI
IAS
TI
IAS
1
3
0
V
CI
On
P.G.B.
PX
PIC
IAS
1
7
3
V
PI PX
PX
PI
PI
IAS
123V
1
2
2
V
CI
T-703V
101V
M
102V
Check Valve with
Handle & Dash Pot
LS
1
1
4
V
M
1
1
0
V
LS
719V
718V 720V
Control Air
I
P
IAS
ORI-14
721V
145B
6.03/0.32 MPa
Pressure
Reducing Valve
Sett.
0.75 MPa
1
6
2
V
1
6
0
V
1
6
3
V
O
R
I
-
1
7
1
6
4
V
1.63/1.03 MPa
Pressure
Reducing
Valve
7
1
1
V
7
1
0
V
7
1
2
V
Control
Air
I
P
IAS O
R
I
-
1
3
7
1
3
V
6.03/0.45 MPa
Pressure
Reducing
Valve
PIC
IAS
171V
PI
PX
PIC
IAS
167V
PI
PX
7
1
5
V
7
1
6
V
7
1
4
V
Control
Air
I
P
IAS
O
R
I
-
1
6
7
1
7
V
6.03/0.98 MPa
Pressure
Reducing
Valve
PIC
IAS
PIAL
IAS
TIAH
IAS
PX
PI
PIAH
IAS
169V
PX
TI
TI
LS
PX
PI
PIC
IAS
PIAL
IAS
165V
PX
PX
PI
7
0
7
V
7
0
8
V
7
0
6
V
Control
Air
I
P
IAS
Control
Air
I
P
IAS
O
R
I
-
1
5
7
0
9
V
6.03/0.98 MPa
Pressure
Reducing
Valve
TI
IAS
TX
TI
IAS
TX
PI
IAS
TI
TI
705V
172V
To Safety
Manifold
Sett.
0.75 MPa
168V
To Auxiliary Steam
Desuperhater (0.98 MPa)
1
4
2
V
1
4
4
V
1
4
3
V
1
0
2
T
1
5
3
V
1
5
4
V
1
5
2
V
1
0
1
T
To Atmos.
Drain Tank
To Atmos.
Drain Tank
To Clean
Drain Tank
To Atomizing
Steam for
Main Boiler
To Clean
Drain Tank
From No.2 M/B
(Desuperheated
Steam)
145B
No.2
Steam
Air
Heater
269B
268B
111V
PI
1
1
3
V
PI PX
112V
PI
365B
363B To Clean
Drain Tank
(H.P & L.P Solo Running)
To Clean
Drain Tank
To Clean
Drain Tank
365B
364B
248B
Forced Draft
Fan (246B)
Feed Fan
Drive Unit
Feed Fan
Drive Unit
Air In
TI
TI
LS
TI
IAS
TX
TI
IAS
TX
PI
IAS
TI
TI
No.1
Steam
Air
Heater
269B
268B
118V
PI
1
1
6
V
PI PX
119V
PI
365B
363B
365B
364B
248B
248B
Forced Draft
Fan (246B)
Forced Draft
Fan (246B)
Air In
702V
701V
TI
PX PI PI
IAS
TX
TI
IAS
To Clean
Drain Tank
No.1 Main Boiler
Sealing Air
No.2 Main Boiler
Sealing Air
To 3rd Stage Feed
Water Heater
To 1st Stage Feed
Water Heater
TX
IAS
7
5
2
V
PI
7
5
3
V
7
5
4
V
6
2
1
T
7
4
8
V
7
2
4
V
7
2
5
V
6
2
2
T
7
4
9
V
7
5
5
V
7
5
6
V
726V
217V
PX
PI
TIAH
IAS
PIAH
IAS
751V
To Atmos.
Drain Tank
T
o

M
a
i
n

C
o
n
d
e
n
s
e
r
From Main Cond. Pump
or Cond. Drain Pump
F
r
o
m

M
a
i
n

C
o
n
d
e
n
s
a
t
e
W
a
t
e
r

S
y
s
t
e
m
(Inter-locking)
(Inter-locking)
LS LS
PI
C
o
n
t
r
o
l
A
i
r
Control
Air S
No.2 External
Desuperheater
No.1 Excess
Steam
Dump Valve
Multi Plate
I
P
IAS
IAS
Control
Air
I
P
IAS
730V
728V
LS
Control
Air
No.1 External
Desuperheater
No.2 Excess
Steam
Dump Valve
I
P
Control
Air
I
P
IAS
PI
226V
F
r
o
m

M
a
i
n

C
o
n
d
e
n
s
a
t
e
W
a
t
e
r

S
y
s
t
e
m
227V
To Clean
Drain Tank


2.1 Steam Systems

2.1.1 Superheated Steam System

1. Boiler Details

Maker : Mitsubishi Heavy Industries Ltd.
No. of Sets : 2
Model : MB-4E-KS
Maximum Evaporation : 68,000 kg/h
Normal Evaporation : 52,000 kg/h
Steam Condition : 6.03MPa superheated steam at 515C

2. General

The superheater is of the vertical, interbank, convection type arranged for
multipass steam flow. Superheater elements are arranged in groups of six
concentric hair pin loop elements, the ends of which are welded into the inlet-
outlet headers and intermediate headers. The arrangement of elements is such
that the superheater tubes are parallel to the boiler generating tubes. Guide
castings welded to the superheater elements and two inch generating and screen
tubes form a sliding joint which aids in tube alignment. The superheater inlet,
outlet intermediate header run parallel to the water drum through the depth of
the boiler. Each header is sectioned internally by welded steel diaphragms to
direct the steam through five consecutive passed between the headers. Complete
drainage is provided by a small opening in the lower edge of plates allow access
for inspecting and cleaning the superheater internally.

Taking steam from the primary superheater and leading it through the
temperature control desuperheater, situated in the water drum, regulates the
outlet temperature of the superheated steam for main propulsion, generator, and
main feed water pump turbine. The control valve then regulates steam flow
from the desuperheater to the secondary superheater section in accordance with
the temperature signal from the superheated steam. To ensure that there is
always a flow through the secondary superheater, a line fitted with an orifice
bypasses the temperature control desuperheater and the control valve. The
temperature control valve also has a bypass orifice.

The main stop valves 601V and 602V interconnect both boilers and the
common line and supply the main turbine with superheated steam. Each boiler
has an auxiliary machinery stop valve 604V and 603V, which supplies both
main boiler feed water pumps and turbo generators. The circuit is designed to
supply the auxiliary machinery from either side of the manifold, giving greater
flexibility for maintenance. Warming through bypass valves are provided at all
the principal stop valves.
Steam from the superheater outlet is led to the internal desuperheater, situated in
the steam drum, from where it is distributed to the various steam service.

3. Control and Alarm Settings

IAS
Tag No.
Description Setting
BS129 2 BLR DESH OUT STM PRESS H. 6.4MPa
BS298 2 BLR DRUM PRESS H/L 7.55/5.4MPa
BS122 2 BLR MAIN STM PRESS H/L 6.4/5.4MPa
BS308 2 BLR SHTR OUT TEMP H/L 530/400
BS001 2 BLR DSHTR OUT TEMP H 400
BP129 1 BLR DESH OUT STM PRESS H. 6.4MPa
BP298 1 BLR DRUM PRESS H/L 7.5/5.4MPa
BP122 1 BLR MAIN STM PRESS H/L 6.4/5.4MPa
BP308 1 BLR SHTR OUT TEMP H/L 530/400
BP001 1 BLR DSHTR OUT TEMP H 400

4. Superheated Steam System IAS Display


Illustration 2.1.2a Desuperheated Steam & Steam Dump System

TI Dial Type
TX
TIAH
IAS
PX
PI
PIAH
IAS
704V
TI Dial Type
TX
To Safety
Manifold
Sett.
1.2 MPa
170V
To Safety
Manifold
Sett.
1.13 MPa
166V
3
0
3
V
3
0
4
V
3
0
2
V
3
0
1
T
PI
TX TI
TI
PX
TX
TX TI
Key
Desuperheated
Steam Line
Superheated
Steam Line
Drain Line
Air Line
Condensate Line
L.P
Turbine
H.P
Turbine
Main
Condenser
1st Stage Feed
Water Heater
3rd Stage Feed
Water Heater
161V
1
2
0
V
145V 146V
126V
To Deaerator
To Deaerator &
Distilling Plant
To Soot Blowing
System
From No.1 M/B
(Desuperheated
Steam)
To Safety
Manifold
To Atmospheric
Drain Tank
M
a
k
e
-
u
p

F
r
o
m
D
i
s
t
i
l
l
e
d

W
a
t
e
r

T
a
n
k
Main Steam Supply
From Main Boiler
Warming Up
System
From
0.98 MPa
Steam
0.9 MPa
Control
Air
To Distilling
Plant
I
P
IAS
LX
Control
Air
Control
Air
I
P
IAS
LX
147V
121V
(A)
PI
IAS
TI
IAS
PI
IAS
TI
IAS
TI
IAS
PIAHL
IAS
1
3
0
V
CI
On P.G.B.
On
P.G.B.
PX
PIC
IAS
1
7
3
V
PI PX
PX
PI
CI
PX
PI
IAS
123V
PX
1
2
2
VCI
O
R
I
-
1
1
O
R
I
-
1
2
131V
I
P
I
P
IAS
S
C
o
n
t
r
o
l
A
i
r
S
Control Air
S
Control
Air
T-703V
101V
M
102V
Check Valve with
Handle & Dash Pot
To be Fitted
Reversely
(
V
e
n
t

L
i
n
e
)
0.01-0.09 MPa
Pressure Reducing
Valve
(
F
o
r

I
n
i
t
i
a
l

C
h
a
r
g
e
)
LS
1
1
4
V
M
1
1
0
V
LS
LS
1/0.01 MPa
Pressure Reducing
Valve
IAS
Gland Steam Receiver
Flush Chamber
719V
718V 720V
Control Air
I
P
IAS
ORI-14
721V
145B
6.03/0.32 MPa
Pressure
Reducing Valve
Sett.
0.75 MPa
1
6
2
V
1
6
0
V
1
6
3
V
O
R
I
-
1
7
1
6
4
V
1.63/1.03 MPa
Pressure
Reducing
Valve
7
1
1
V
7
1
0
V
7
1
2
V
Control
Air
I
P
IAS O
R
I
-
1
3
7
1
3
V
6.03/0.45 MPa
Pressure
Reducing
Valve
PIC
IAS
171V
PI
PX
PIC
IAS
167V
PI
PX
7
1
5
V
7
1
6
V
7
1
4
V
Control
Air
I
P
IAS
O
R
I
-
1
6
7
1
7
V
6.03/0.98 MPa
Pressure
Reducing
Valve
PIC
IAS
PIAL
IAS
TIAH
IAS
PX
PI
PIAH
IAS
169V
PX
TI
TI
LS
PX
PI
PIC
IAS
PIAL
IAS
165V
PX
PX
PI
7
0
7
V
7
0
8
V
7
0
6
V
Control
Air
I
P
IAS
Control
Air
I
P
IAS
O
R
I
-
1
5
7
0
9
V
6.03/0.98 MPa
Pressure
Reducing
Valve
TI
IAS
TX
TI
IAS
TX
PI
IAS
TI
TI
705V
172V
To Safety
Manifold
Sett.
0.75 MPa
168V
To Auxiliary Steam
To Safety
Manifold Sett.
0.75 MPa
TI
TI
1
4
2
V
1
4
4
V
1
4
3
V
1
0
2
T
1
5
3
V
1
5
4
V
1
5
2
V
1
0
1
T
To Atmos.
Drain Tank
To Atmos.
Drain Tank
To Clean
Drain Tank
To Atomizing
Steam for
Main Boiler
To Clean
Drain Tank
To Dump
Steam System
From No.2 M/B
(Desuperheated
Steam)
145B
No.2
Steam
Air
Heater
269B
268B
111V
PI
1
1
3
V
PI PX
112V
PI
365B
363B To Clean
Drain Tank
To Clean
Drain Tank
To Clean
Drain Tank
365B
364B
248B
Forced Draft
Fan (246B)
Feed Fan
Drive Unit
Feed Fan
Drive Unit
Air In
TI
TI
LS
TI
IAS
TX
TI
IAS
TX
PI
IAS
TI
TI
No.1
Steam
Air
Heater
269B
268B
118V
PI
1
1
6
V
PI PX
119V
PI
365B
363B
365B
364B
248B
248B
Forced Draft
Fan (246B)
Forced Draft
Fan (246B)
Air In
702V
701V
TI
PX PI PI
IAS
TX
TI
IAS
L.X
1
2
5
V
From Main
Condensate
Water System
M-125V M-124V
To Clean
Drain Tank
No.1 Main Boiler
Sealing Air
No.2 Main Boiler
Sealing Air


2.1.2 Desuperheated Steam & Steam Dump Systems

1. Desuperheated Steam System

Superheated steam from each boilers outlet is led to an internal desuperheater,
which is fitted in each boilers steam drum.

These desuperheaters discharge to a common line and supply the following
services:

The HP & LP turbine solo running operation
The main dump steam system
The main boiler soot blowers
The general service and heating steam make-up
The bleed steam system make-up

2. Steam Dump Desuperheaters

The main boilers burn excess boil-off gas which is produced from the cargo. If
the boil-off gas produced exceeds the requirements for normal steam production,
then the steam production is increased and the excess steam produced is
dumped to the main condenser or auxiliary condenser via the main dump
external desuperheaters. The spray water for the desuperheater sprays are
supplied from the discharge of the main condensate pump and the condensate
drain pump. Boiler Desuperheated steam is flowed through steam dump to the
main condenser. And this steam is could flow directly to atmos. drain tank. The
temperature at the outlet from the desuperheater is measured and a
corresponding signal is transmitted to the spray control valve, which alters the
water supply accordingly.

1) Procedure for the Operation of the Steam Dump Desuperheaters

(1) Make sure the instrument and gauge valves are open and
instrument air is supplied to the control units.

(2) Open the inlet and outlet valves of the line drain traps before the
piston valve.

(3) Make sure that the spray control valves are in auto mode.

(4) Line up the spray water line from the main condensate pump or
drain pump.

(5) Open the desuperheater discharge valve to the main condenser

(6) Open the main supply valve to the desuperheaters 751V.

(7) Open the excess steam dump press control valve inlet and outlet
valves on each desuperheater 726V, 728V, 226V, 227V.

(8) Make sure that the dump steam flow control valves are in auto
mode.

(9) The system is now ready for use. The main piston valve and the
control valves will be controlled from the ACC.

3. Steam Dump External Desuperheater Temperature Control

Temp.
Cont.
[Reverse]
PID
High
Selector
0.5 X x(%)
+ 0.5 X y(%)
x
SP
PV <BC116>
<BC116Y>
<BC115I> <BC116I>
<BC110>
No.1 Steam Dump Valve MV Signal
<BC111>
No.2 Steam Dump Valve MV Signal
<BC112>
No.1 Steam Dump
Valve MV Signal
<BC117>
No.1 Spray W. Valve
for Dump Steam
<BC118>
No.2 Spray W. Valve
for Dump Steam
<BC113>
No.2 Steam Dump
Valve MV Signal
OP
<BC116SW>
Manual
Changeover
IAS
From Desuperheated
Steam
Control
Air
From ACC
No.1 EDSHTR
Valve
No.2 EDSHTR
Valve
To Main Condenser
4-TX-58 4-TX-51
From M/Cond.
W. Pump Disch.
No.1 Dump Valve
726V
No.2 Dump Valve
Steam Dump
Piston Valve
728V
730V
Link
BLR
ACC y
Link
0%
4 mA
100%
20 mA
Open
100%
Close
0%
Valve
Position
Control Output
2
2
0%
4 mA
100%
20 mA
Open
100%
Close
0%
Valve
Position
Control Output
1
1
0% 100% 50%
100%
0%
OP of
AO
BC117
&
BC118
OP of High
Selector

IAS control steam dump external desuperheater outlet temp by a PID controller
(BC116) with high selector and sprit range function. There are two steam
supply valves; No.1 EDSHTR valve(BC117) and No.2 EDSHTR valve(BC118),
and the PID controller controls these two valves. When PV increase, PID
controller decrease OP. Higher value between output of the PID controller and
output of BLR ACC steam dump controller is used as an actual output to these
two valves increasing of high selector output signal from 0% to 100%, the both
(No.1 & No.2) of steam supply valve will be opening from 0% to 100%. In
addition, as for the input signal used for control, dual sensor change processing
is performed by manually. Control diagram is shown bottom figure.


IAS
Tag No.
Description Setting
MD009 MAIN CONDSR VACUUM H - 600 mmHg
BC039 S/B STM INLET PRESS L 4MPa
BC119 DUMP STM OUT PRESS H 0.5MPa
BC116SW DUMP STM OUT TEMP H 400

5. Dump & Exh. Steam System IAS Display


Illustration 2.1.3a Bleed System

TI Dial Type
TX
TIAH
IAS
PX
PI
PIAH
IAS
704V
TI Dial Type
TX
To Safety
Manifold
Sett.
1.2 MPa
170V
To Safety
Manifold
Sett.
1.13 MPa
166V
3
0
3
V
3
0
4
V
3
0
2
V
3
0
1
T
PI
TX TI
TI
PX
TX
TX TI
Key
Desuperheated
Steam Line
Superheated
Steam Line
Drain Line
Air Line
Condensate Line
L.P
Turbine
H.P
Turbine
Main
Condenser
1st Stage Feed
Water Heater
3rd Stage Feed
Water Heater
161V
1
2
0
V
145V 146V
126V
To Deaerator
To Deaerator &
Distilling Plant
To Soot Blowing
System
From No.1 M/B
(Desuperheated
Steam)
To Safety
Manifold
To Atmospheric
Drain Tank
M
a
k
e
-
u
p

F
r
o
m
D
i
s
t
i
l
l
e
d

W
a
t
e
r

T
a
n
k
Main Steam Supply
From Main Boiler
Warming Up
System
From
0.98 MPa
Steam
0.9 MPa
Control
Air
To Distilling
Plant
I
P
IAS
LX
Control
Air
Control
Air
I
P
IAS
LX
147V
121V
(A)
PI
IAS
TI
IAS
PI
IAS
TI
IAS
TI
IAS
PIAHL
IAS
1
3
0
V
CI
On P.G.B.
On
P.G.B.
PX
PIC
IAS
1
7
3
V
PI PX
PX
PI
CI
PX
PI
IAS
123V
PX
1
2
2
VCI
O
R
I
-
1
1
O
R
I
-
1
2
131V
I
P
I
P
IAS
S
C
o
n
t
r
o
l
A
i
r
S
Control Air
S
Control
Air
T-703V
101V
M
102V
Check Valve with
Handle & Dash Pot
To be Fitted
Reversely
(
V
e
n
t

L
i
n
e
)
0.01-0.09 MPa
Pressure Reducing
Valve
(
F
o
r

I
n
i
t
i
a
l

C
h
a
r
g
e
)
LS
1
1
4
V
M
1
1
0
V
LS
LS
1/0.01 MPa
Pressure Reducing
Valve
IAS
Flush Chamber
719V
718V 720V
Control Air
I
P
IAS
ORI-14
721V
145B
6.03/0.32 MPa
Pressure
Reducing Valve
Sett.
0.75 MPa
1
6
2
V
1
6
0
V
1
6
3
V
O
R
I
-
1
7
1
6
4
V
1.63/1.03 MPa
Pressure
Reducing
Valve
7
1
1
V
7
1
0
V
7
1
2
V
Control
Air
I
P
IAS O
R
I
-
1
3
7
1
3
V
6.03/0.45 MPa
Pressure
Reducing
Valve
PIC
IAS
171V
PI
PX
PIC
IAS
167V
PI
PX
7
1
5
V
7
1
6
V
7
1
4
V
Control
Air
I
P
IAS
O
R
I
-
1
6
7
1
7
V
6.03/0.98 MPa
Pressure
Reducing
Valve
PIC
IAS
PIAL
IAS
TIAH
IAS
PX
PI
PIAH
IAS
169V
PX
TI
TI
LS
PX
PI
PIC
IAS
PIAL
IAS
165V
PX
PX
PI
7
0
7
V
7
0
8
V
7
0
6
V
Control
Air
I
P
IAS
Control
Air
I
P
IAS
O
R
I
-
1
5
7
0
9
V
6.03/0.98 MPa
Pressure
Reducing
Valve
TI
IAS
TX
TI
IAS
TX
PI
IAS
TI
TI
705V
172V
To Safety
Manifold
Sett.
0.75 MPa
168V
To Auxiliary Steam
To Safety
Manifold Sett.
0.75 MPa
TI
TI
1
4
2
V
1
4
4
V
1
4
3
V
1
0
2
T
1
5
3
V
1
5
4
V
1
5
2
V
1
0
1
T
To Atmos.
Drain Tank
To Atmos.
Drain Tank
To Clean
Drain Tank
To Atomizing
Steam for
Main Boiler
To Clean
Drain Tank
To Dump
Steam System
From No.2 M/B
(Desuperheated
Steam)
145B
No.2
Steam
Air
Heater
269B
268B
111V
PI
1
1
3
V
PI PX
112V
PI
365B
363B To Clean
Drain Tank
To Clean
Drain Tank
To Clean
Drain Tank
365B
364B
248B
Forced Draft
Fan (246B)
Feed Fan
Drive Unit
Feed Fan
Drive Unit
Air In
TI
TI
LS
TI
IAS
TX
TI
IAS
TX
PI
IAS
TI
TI
No.1
Steam
Air
Heater
269B
268B
118V
PI
1
1
6
V
PI PX
119V
PI
365B
363B
365B
364B
248B
248B
Forced Draft
Fan (246B)
Forced Draft
Fan (246B)
Air In
702V
701V
TI
PX PI PI
IAS
TX
TI
IAS
L.X
1
2
5
V
From Main
Condensate
Water System
M-125V M-124V
To Clean
Drain Tank
No.1 Main Boiler
Sealing Air
No.2 Main Boiler
Sealing Air


2.1.3 Bleed System

1. High Pressure Bleed System

The H.P bleed steam shut - off motor valve is opened by manual, to
acknowledge bleed off point through press transmitter. The normal bleed steam
pressure joins the general service & heating steam system, through auxiliary
steam desuperheater. The H.P bleed motor valve opens at a pressure of 1.4MPa
closes at 1.1MPa. The HP bleed motor valve can automatically be closed when
bleed steam pressure is decreased to 1.1MPa.
(Opening is only permitted in operator manual )

2. Intermediate Pressure Bleed System

IP bleed steam is bled from the crossover pipe between the HP and LP turbine.
The IP bleed steam shut - off motor valve is opened by manual, to acknowledge
to bleed off point through press transmitter. The normal bleed steam pressure
joins the 3
rd
stage feed water heater. The IP bleed motor valve opens at a
pressure of 0.35MPa and closes at 0.25MPa. The IP bleed motor valve can
automatically be closed when bleed steam pressure is decreased to 0.25MPa.
(Opening is only permitted in operator manual )

3. Low Pressure Bleed System

LP bleed system is supplied directly to the 1
st
stage feed water heater. A control
valve on the heaters drain outlet maintains the level of the 1
st
stage feed water
heater. The drains from the steam air heater are normally led through the 1
st
stage
feed water heater, but they can be diverted directly to the atm. drain tank as well.

4. HP Bleed Steam IAS control
PT
PT PT
PID
[Reverse]
SP
<ST015>
<ST017> <ST015I> <ST016I>
PV
Manual
Changeover
Manual
Changeover
IAS
From Boiler
Desuperheated Steam
To Atomizing Steam
for Main Boiler
To 0.6 MPa Steam
Service
To M/T HP
Bleed Steam
6.03/0.98 MPa Comm.
Steam Press.
707V
PT PT
PT
PID
[Reverse]
SP
<ST005>
<ST006> <ST005I> <ST036I> <ST007I> <ST008> <ST027>
PV
OP OP
6.03/0.98 MPa Aux.
Steam Press.
715V
PID
[Reverse]
SP
Close Treatment
<ST007> <ST028>
PV
OP
1.63/1.03 MPa Desuper
Steam Press.
162V 110V
Low Monitor
(less than 1.1 MPa)
Aux. External
Desuperheater
0% 100%
100%
0%
Valve
Position
Control Output
707V
0% 100%
100%
0%
Valve
Position
Control Output
162V
0% 100%
100%
0%
Valve
Position
Control Output
715V
DC

As figure HP bleed system, regulate pressure of 1.63 / 1.03MPa de-super steam
is done by manipulating one pressure reducing valves automatically in
accordance with measured atomized steam reduce valve outlet pressure. One PID
controller (ST007) with one output signal (ST008) is provided in IAS. Manual
operation of control valve from IAS is available. When PV increase, PID
controller decrease OP and close control valve. The IAS provides one output
signal to field elements (I/P converter). In addition, when HP bleed steam
pressure 1.1MPa or less, IAS will close HP close HP bleed steam valve (ST028 :
110V) automatically(Open side by operator control).

5. IP Bleed System Steam IAS control
PT
PID
[Reverse]
SP
<ST041>
<ST042> <ST041I>
IAS
From Boiler
To Steam Air Heater
To Deaerator and
Dist. Plant
To LP Turbine
Steam Press.
711V
PT
PID
[Reverse]
SP
<ST021>
<ST023> <ST021I> <ST032>
PV
OP OP
PT
PV
Steam Press.
719V
Close Treatment
102V
Low Monitor
(less than 0.25 MPa)
0% 100%
100%
0%
Valve
Position
Control Output
DC
<ST030>

As figure IP Bleed system, regulate pressure of 6.03/0.32MPa desuperheated
steam is done by manipulating one pressure reducing valves automatically in
accordance with measured de-super steam reduce valve outlet pressure. One PID
controller (ST021) with one output signal (ST023) is provided in IAS. Manual
operation of control valve from IAS is available. The IAS provides one output
signal to field elements (I/P converter). When PV increase, PID controller
decrease OP and close control valve. In addition, when IP bleed steam pressure
below 0.25MPa or less, IAS will close IP bleed steam valve (ST030:102V)
automatically(Open side by operator control)

6. Bleed Steam System IAS Display

7. Main Turbine Gland Steam System

The part of the casing where the rotor extends through is provided with the
metallic labyrinth packing to minimize the steam leakage from the casing and the
air leakage into the casing. The high pressure turbine forward side gland pockets
are connected, respectively in turn from the aft side, to the high pressure turbine
exhaust chamber, the gland seal steam receiver and the gland leak-off condenser
while the aft side gland pockets are connected to the gland seal steam receiver
and to the gland condenser incorporated with main air ejector.

The low pressure turbine aft side gland pockets are connected, respectively in
turn from the forward side, to the L.P. bleeder chamber, the gland seal steam
receiver and the gland leak-off condenser, while the forward side gland pocket
are connected to the gland seal steam receiver and to the gland leak-off
condenser. The gland seal steam receiver is connected to the auxiliary steam
system and the flash chamber whereby the auxiliary steam being supplied to the
receiver during the no load or low load operation and being discharged to the
flash chamber during the high load operation.

8. Main Turbine Gland Steam Pressure IAS Control
0% 100%
100%
0%
Valve
Position
Control Output
PID
[Direct]
SP
<MT025>
OP
Out Out
Manual
Changeover
PT PT
<MT026I> <MT025I> <MT027> <MT191>
M/T Gland Steam
Make-up Valve
M/T Gland Steam
Spill Valve
From 0.98 MPa
Steam System
To Main
Condenser
0 50 100%
100%
(20 mA)
0
(4mA) 0 50 100%
100%
(20 mA)
0
(4mA)
Gland Packing
Steam Receiver
IAS

IAS is controlling two control valves by one controller to a main turbine gland
steam pressure with split range function. There are two valves; make-up valve
and spill valve, and one PID controller (MT025) controls these two valves.
When PV increase, PID controller increase OP. while increasing of PID output
signal from 0% to 50%, the make-up valve will be closing from 100% to 0%,
and while increasing of PID output signal from 50% to 100%, will be opening
the spill valve from 0% to 100%. Manual operation of the control valve from
IAS is not available individually. In addition, as for the input signal used for
control, dual sensor change processing is performed. The IAS provides two
output signals to field elements (I/P converter).

Illustration 2.1.4a 0.6MPa Steam System

4
5
0
V
4
4
9
V
4
4
7
V
TI
G/T L.O. Settling Tank
Key
Drain Line
Air Line
Condensate Line
Sea Water Line
Control
Air
0.98/0.6 MPa
P.R.V.
From 0.98 MPa
Steam
I
P
IAS
401V
404V
403V
4
6
3
V465V
402V
ORI-19
No.2 Incin. Waste
Oil Service Tank
TI
423V
(For Tank
Cleaning
E/Casing)
442V
4
5
6
V
(For Tank
Cleaning
4th Deck(P))
(For 4th
Deck)
(For Sea Chest
Steam Blowing)
4
0
5
V
PX PX PI
PIAL
IAS
406V
Sett.
0.66 MPa
To Safety
Manifold
To Deck
Scupper
TI
Sludge Tank
410V
F.O. Drain Tank
No.1 L.O.
Purifier Heater
L.O. Out
416V
Sett. 85C
417V
L.O. Out
No.2 L.O.
Purifier Heater
412V
4
6
6
V
Sett. 85C
413V
431V
(For Tank Cleaning
Purifier Room)
No.1 Air
Condition
Unit for
MSBR/ECR
(AC-6)
TI
409V
421V
445V
TI 425V
453V
427V
TI
448V
(For 2nd
Deck (S))
471V
(For Gen. Service
2nd Deck (P))
Main A/C
Accommodation
4
2
2
V
467V
To Clean
Drain Tank
TI
H.F.O. Overflow Tank
443V
TI
451V
TI
H.S.C.(S) for
S.W. Service
& Ballast
System
H.S.C.(S) for
M/Cond.
L.S.C.(S) for
S.W. Service
& Ballast
System
L.S.C.(Mid)
for M/Cond.
441V
4
5
2
V
TI
Low Sulphur F.O.
Tank(S)
486V
437V
438V
Sett. 65 C
TI
S
TI
No.2 Air
Condition
Unit for
MSBR/ECR
(AC-5)
S
TI
Calorifier
435V
4
2
8
V
(
A
)
4
7
0
V
(For Sea Chest
Steam Blowing)
4
3
9
V
(For Sea Chest
Steam Blowing)
454V (For Tank
Cleaning
Floor AFT)
4
6
8
V
(For 3rd
Deck (S))
446V
TI
G/E L.O. Settling Tank
TI TI
M.L.O. Settling Tank
440V
Low Sulphur F.O.
Tank(P)
H.F.O. Settling
Tank (P)
AFT H.F.O. Bunker
Tank (P)
TI
457V
429V
430V
Sett. 65 C
H.F.O. Settling
Tank (S)
TI
433V
432V
AFT H.F.O. Bunker
Tank (S)
M.L.O.
Sump Tank
TI TX
Bilge Holding Tank
TI
420V
Oily Bilge Tank
TI
458V
Bilge Primary Tank
4
6
4
V
No.1 Incin. Waste
Oil Service Tank
TI
424V
455V
Aux. A/C
434V
TIAH
IAS
459V
460V


2.1.4 0.6MPa Steam System

1. General Service Steam System

Through the boiler internal desuper heaters a common pipeline is supplied with
6MPa desuperheated steam. The 6MPa boiler disuperheated steam pressure is
reduced to 0.98MPa by a control valve (715V) and HP bleed steam pressure is
reduced to 1.03MPa by control valve (162V). 1MPa steam pressure was
generated by each system for reducing valves. And this steam is flowing to
aux.steam external desuperheater. 1MPa steam pressure is reduced to 0.6MPa by
external desuperheater.

0.6MPa steam is provided to FO tanks, LO tanks, heaters. So this steam is useful
for heating of FO, LO, etc

The service steam is distributed as follows :

1) Engine Room

(1) 466V

- Sludge tank heating
- No.1 LO purifier heater
- No.2 LO purifier heater

(2) 464V

- Oily bilge tank heating
- Main turbine LO sump tank heating
- Bilge holding tank
- Bilge primary tank

(3) 463V

- HFO overflow tank heating
- AFT HFO bunker tank (S) heating
- HFO settling tank (S) heating
- Low sulphur fuel tank (S)
- Main LO sett. tank
- FO drain tank heating
- For sea chest steam blowing

(4) 465V

- AFT HFO bunker tank (P) heating
- HFO settling tank (P) heating
- Low sulphur fuel tank (P)
- G/T LO sett. tank
- For tank cleaning 4
th
deck(P)

(5) 435V

- Calorifier heating

2) Accommodation

(1) 422V

- Main air conditioner unit
- Aux air conditioner unit

2. 0.98 / 0.6MPa De-super Steam Press Control

PT PT
PID
[Reverse]
SP
<ST018>
<ST020> <ST018I> <ST019I>
PV
Manual
Changeover
IAS
From 0.98 MPa
Steam System
To Incine. W.O
Service Tank
To Air-con. Unit
for MSBR/ECR
Steam Press.
402V
OP
0% 100%
100%
0%
Valve
Position
Control Output

Regulate pressure of 0.98 / 0.6MPa de-super steam is done by manipulating one
pressure reducing valves automatically in accordance with measured de-super
steam reduce valve outlet pressure. One PID controller (ST018) withone output
signal (ST020) is provided in IAS. Manual operation of control valve from IAS
is available. The IAS provides one output signal to field elements(I/P converter).
When PV increases, PID controller decrease OP and close control valve. In
addition, as for the input signal used for control, dual sensor change processing is
performed by manually.

3. 1.0 / 0.6MPa Steam System IAS Display


Illustration 2.2.1a Main Condensate System

TI
G7
To Gauge
Board
TI
TIAL
IAS
TX TI
TI
TI
TI
IAS
TIAH
TX TI
TI TI
CI PI
CI PI
TI
IAS
TX
LAH
IAS
LS
SIAH
IAS
SX
TI TI
TI
Key
Condensate Line
Drain Line
Air Line
Main Condenser
FS
FS FS FS
LI
3
7
V
5
V
30V
(A)
11V
(A)
1
5
V
19V
21V
3V
35V
34V
4
7
V
3
6
V
4
6
V
1V
1
7
V
2
0
V
1
8
V
4
3
V
PS PS
2
4
V
2
3
V
6
V
To Water
Seal Valves
Main Condensate Pump
(110 m
3
/h x 95 MTH)
No.1
No.2
For Main Condensate
Pump St-by Control
For Vacuum
Breaker
LX
Temporary
Screen
Heat Exchanger
Separator
Separator
Air Outlet
Air Outlet
Heat Exchanger
To Coaming
Inside
(
M
a
k
e
-
u
p
)
No.2 Vacuum
Pump
No.1 Vacuum
Pump
I
P
Control
Air
IAS
Gland Condenser
No.1 Distilling Plant
(60 ton/day)
27V
62V
63V
61V
28V
1
2
V
For Air
Vent
8V
S
Control
Air
LS
10V 7V
55V 54V
5
1
V
From Main Condensate
Water System
To Main Condensate Dump
Steam Desuperheating Chamber
To No.2 Distilling
Plant D.S. Heater
To Atmos.
Drain Tank
5
0
V
To No.1 Distilling
Plant D.S. Heater
No.2 External
Desuperheater
Control
Air
I
P
IAS
PI
4
5
V
(60 Mesh)
53V 52V
No.1 External
Desuperheater
Control
Air
I
P
IAS
PI
4
4
V
(60 Mesh)
No.2 Main Feed
Water Pump
PI
65V
S
Control
Air
LS
To Astern Turbine
Water Spray
To Distilled
Water Tank
59V
60V
57V
(A)
Control
Air
I
P
58V
1st Stage
Feed Water Heater
To Deaerator or
Distilled Water Tank
2
2
V
39V
From Condensate
Drain Pump
To Boiler Water Analysis Unit
(For Cooling)
(For Sampling)
To Boiler Chemical Feed Tank
4V 73V
(F)
(F)
2V 72V
(F)
(F)
9V
(A)
1
6
V
70V 69V
71V
From No.2
Main F.W
Pump
4
9
V
G7
To Gauge
Board
TI
No.1 Main Feed
Water Pump
67V 66V
68V
From No.1
Main F.W
Pump
4
8
V
Vent Top To be Arranged
Above Main Feed W. Pump


2.2 Condensate and Feed Water Systems

2.2.1 Main Condensate System

1. General Description

The main condensate system, as part of the closed feed cycle, is the section
concerned with the circulation of feed water from the main condenser to the
main feed pumps via the deaerator.
Exhaust steam from the main turbines, turbine generators, dump steam and
other auxiliaries is condensed under vacuum in the sea water cooled main
condenser.

The condensate water is extracted by a main condensate pump and circulated
through various heat exchangers before entering the deaerator which is located
at a high point in the engine room. Water in the deaerator provides the main
feed pumps with a positive suction head.

During the process of circulation from the main condenser to the main feed
pump inlet, the condensate temperature is raised from approximately 33C to
127C. This increase is gained by the use of otherwise waste heat in the gland
condenser, condensate cooled type fresh water generator..

The glands of the two condensate pumps are water sealed to prevent air ingress,
with a balance line returning to the main condenser from the highest points of
the pump inlets in order to prevent the formation of flash steam in the service
pump.

The main condensate pump discharge pressure is alarm monitored, with low-
low pressure initiating change-over of the pumps.
All valves from condenser outlet to main condensate pump inlet have
condensate water sealed glands to maintain main condenser vacuum.

The main condenser is a potential source of feed water contamination due to
possible cooling sea water leakage. A sample point and salinity monitoring
system continually check condensate quality in the combined pump discharge
line.

Condensate discharge flows through the condensate cooled type fresh water
generator and the gland condenser. These units condense the distilled vapour
from the fresh water generator and the vapour from the gland leak-off systems
of the main feed pumps, turbine generator and main turbine. The drains
produced flow through a U tube water seal to the atmo. drains tank.

Air and other non-condensables are extracted from the gland condenser by the
gland exhaust fan, which discharges to atmosphere.
During ship operation, dump steam is produced by burning excess boil-off gas.
This steam is desuperheated and dumped to the main condenser. A water spray
is arranged in way of this exhaust to the main condenser.

Condensate water is supplied to following systems.

- Spray water for No.1 and No.2 dump desuperheaters
- Spray water for main turbine astern steam
- Main condensate dump steam desuperheating chamber
- Condensing water for Fresh water generator
- To mechanical seal water for feed water pump

The deaerator is a contact feed water heater, feed water deaerator and feed
system header tank, providing a positive inlet head for the main feed pumps.
Non condensables and associated vapours are drawn to the gland leak-off
condenser and away through the fan.

The steam cycle is a dynamic system and variations in flow require condensate
make-up or spill. The deaerator level is controlled by the spilling of excess
condensate back to the distilled water tanks at deaerator high level signal, and
by accepting make-up to the system from the distilled water tanks at low level
signal. The unit is also fitted with a low-low level alarm.
A sampling and analysis cooler permits the monitoring of the condensate before
and after the deaerator. Hydrazine injection into the system is arranged prior to
the main feed pump suction.

2. Capacities and Ratings

Main Condenser: HHI
Cooling area : 3,290 m
2

Main Condensate Pump: Shinko
No. of sets: 2
Model: EVZ130M
Flow: 110m
3
/h

Deaerator: Dong-Hwa Entec
Type: Spray Scrubber type
No. of sets: 1
Capacity: 30m
3

1st Stage F.W. Heater: Dong-Hwa Entec
Heat transfer area: 100 m
2

Heat dissipation: 2,037,199Kcal/h

Vacuum Pump: N\ASH-Elmo KOREA
No. of sets: 2
Model: NASH-AT-1006
Flow: 6.8m
3
/h
Rotation: Clockwise

3. Main Condenser Level Control (IAS)

Level
Monitor/
Operation
PV
OP
<MD006>
<MD008> <MD007>
Main Condenser
Main Cond.
Water Pump
1st Stage Feed
Water Heater
Level Control Valve
100%
(20 mA)
0%
(4 mA) 0 50 100%
<MD006I>
Re-circulation Valve
100%
(20 mA)
0%
(4 mA) 0 50 100%
LT
IAS
0%
(4 mA)
100%
(20 mA)
Open
100%
0%
Close
Valve
Position
Control Output

Regulate level of main condenser is done by manipulating two control valve
automatically in accordance with measured main condenser level. One PID
controller (MD006) with two output signals (MD007 & MD008) are provided in
IAS with split range function. Manual operation of control valve from IAS is not
available individually. The IAS provides two output signals to field elements (I/P
converter)

4. Condensate Water System IAS Display


Illustration 2.2.1a Main Condensate System

TI
G7
To Gauge
Board
TI
TIAL
IAS
TX TI
TI
TI
TI
IAS
TIAH
TX TI
TI TI
CI PI
CI PI
TI
IAS
TX
LAH
IAS
LS
SIAH
IAS
SX
TI TI
TI
Key
Condensate Line
Drain Line
Air Line
Main Condenser
FS
FS FS FS
LI
3
7
V
5
V
30V
(A)
11V
(A)
1
5
V
19V
21V
3V
35V
34V
4
7
V
3
6
V
4
6
V
1V
1
7
V
2
0
V
1
8
V
4
3
V
PS PS
2
4
V
2
3
V
6
V
To Water
Seal Valves
Main Condensate Pump
(110 m
3
/h x 95 MTH)
No.1
No.2
For Main Condensate
Pump St-by Control
For Vacuum
Breaker
LX
Temporary
Screen
Heat Exchanger
Separator
Separator
Air Outlet
Air Outlet
Heat Exchanger
To Coaming
Inside
(
M
a
k
e
-
u
p
)
No.2 Vacuum
Pump
No.1 Vacuum
Pump
I
P
Control
Air
IAS
Gland Condenser
(60 ton/day)
27V
62V
63V
61V
28V
1
2
V
For Air
Vent
8V
S
Control
Air
LS
10V 7V
55V 54V
5
1
V
Water System
To Main Condensate Dump
Steam Desuperheating Chamber
To No.2 Distilling
Plant D.S. Heater
To Atmos.
Drain Tank
5
0
V
To No.1 Distilling
Plant D.S. Heater
No.2 External
Desuperheater
Control
Air
I
P
IAS
PI
4
5
V
(60 Mesh)
53V 52V
No.1 External
Desuperheater
Control
Air
I
P
IAS
PI
4
4
V
(60 Mesh)
No.2 Main Feed
Water Pump
PI
65V
S
Control
Air
LS
To Astern Turbine
Water Spray
To Distilled
Water Tank
59V
60V
57V
(A)
Control
Air
I
P
58V
1st Stage
Feed Water Heater
To Deaerator or
Distilled Water Tank
2
2
V
39V
From Condensate
Drain Pump
(For Cooling)
(For Sampling)
To Boiler Chemical Feed Tank
4V 73V
(F)
(F)
2V 72V
(F)
(F)
9V
(A)
1
6
V
70V 69V
71V
From No.2
Main F.W
Pump
4
9
V
G7
To Gauge
Board
TI
No.1 Main Feed
Water Pump
67V 66V
68V
From No.1
Main F.W
Pump
4
8
V
Vent Top To be Arranged
Above Main Feed W. Pump

5. Operating Procedures

1) Check the system is ready for use. Start main sea water circulation
pump through the main condenser.

2) Check the quantity of any condensate already in the condenser. If
necessary, drain the condensate side of the condenser to the bilge to
preclude any risk of feed contamination.

3) Isolate the condenser level alarms from the condenser, drain the lines
to prove clear, and return to service.

4) Initial filling of the main condenser is by direct drop from the distilled
water tanks through filling valve

5) Ensure the main condenser re-circulation valve is operational, inlet and
outlet valves open, gland condenser bypassed, with drains and seal line
to the main condenser.

6) Ensure that control air is supplied to all control valves in the system.
Check the condenser level transmitter and level gauge are on line.

7) With both condensate pumps isolated, check for rotation by hand.
Open one of the pump's suction, balance line and gland seal valves.
Open the pump discharge valve and line to the salinity probe.

8) Start the pump and check its operation.

9) Check and start one main vacuum pump, bringing it into operation to
raise the condenser vacuum.

10) Ensure the condenser level control valve is operating correctly.

11) Open the feed inlet to the gland condenser, vent off the unit, open the
outlet valve and close the bypass and vent valves.

13) Open the astern water spray steam and dump steam water spray.

14) Open all valves on the second condensate pump, place it in stand-by
mode. Check that the auto cut-in operation is working when opportune.

15) Check all seal water and condensate water lines to ensure that valves
open correctly.

16) Continue to raise the main condenser vacuum, bringing into service the
gland steam system.


IAS
Tag No.
Description Setting
CN012 MAIN CONDSR OUT SAL. H 4PPM
CN011 MAIN CONDSR CONDST OUT TEMP H 70
CN033 GLAND CONDSR OUT TEMP H 55
CN027 CONDST DRN PP OUT SAL. H 4PPM


Illustration 2.2.2a Aux. Condensate Water System

SIAH
IAS
SX
PI
PI
CI
PI
CI
PI
CI
PI
TI
Key
Condensate Line
Drain Line
Air Line
Deaerator
(30 m
3
)
Reservoir
LX IAS
1
1
4
V
1
1
1
V
1
0
3
V
1
0
1
V
LX
LIAHL
IAS
LS
LAH
IAS
LS
104V 102V
(G) (G)
No.1 No.2 No.3
Condensate
Drain Pump
(40 m
3
/h x 85 MTH)
Pump Start/Stop :
1st Pump : Manual Start
2nd Pump : Level Switch Start
All Running Pump : Manual Stop
To External
Desuperheater
From Main
Condensate Pump
Spill Valve
M
a
k
e
-
u
p

V
a
l
v
e
Grease
Extractor
(80 m
3
)
To Auxiliary
Condenser
To Auxiliary
Feed Water Line
For Main Boiler
(For Boiler
Water Filling)
1
1
3
V
M-39V
1
0
7
V
1
1
0
V
1
0
9
V
M-16V
Control
Air
I
P
IAS
1
0
8
V
Atmos. Drain Tank
Level Control Valve
118V
Control
Air
I
P
IAS
116V
124V
M-829V
From Main
Condensate
Water System
125V
115V 117V
1
2
2
V
1
2
9
V
Control
Air
I
P
IAS
1
2
0
V
1
2
1
V
1
1
9
V
214V
215V
DPI
Duplex
Pressure
Gauge
B
a
g

F
i
l
t
e
r
B
a
g

F
i
l
t
e
r
LAL
IAS
1
3
8
V
1
3
0
V
To Deck
Scupper
To Clean Drain Tank
Atmospheric
Drain Tank
(8 m
3
)
To Main Turbine
Flash Chamber
Make-up
To Cold Start
Feed Water
Pump Suction
Temporary
Flex. Hose
Reservoir
LX
LIAHL
IAS
TIAL
IAS
TX TI M-62V
M-61V
M
-
6
3
V
1st Stage
Feed Water Heater
M
-
2
2
V
TI
ORI-12
126V
ORI-13
127V
1
0
5
V
106V
ORI-14
134V
(A)
(For
Sampling) 1
3
3
V
LS H.H
For 2nd Cond. Drain
Pump Start
LS H LS H
Same
Level
Distilled
Water
Tank (P)
Distilled
Water
Tank (S)
Steering Gear
Room


2.2.2 Aux.Condensate Water System


Condensate from the auxiliary steam services is returned to the atm. drain tank
for recirculation of the main cycle and drains water is pumped by the drains
pump. Drains that are free of any possible contamination are led directly to the
atm. drain tank.

Other service line drains which have a potential for hydro-carbon and other
contamination, are segregated and are only led to the atm. drain tank after
suitable testing and inspection.

This system operates in conjunction with the main condensate system, whereby
the condensate from both systems join together before entering the deaerator. It
is owing to the combination of both systems that the deaerator make-up and
spill control valves operate.

When the main recirculation cycle needs some water, the water from the
distilled water tank enters the atm. drain tank via the make-up valve which is
controlled by deaerator level signal. A direct line from the distilled water tanks
to the main condenser permits the initial filling of the condenser.

The atm. drain tank has three normal condensate drain pumps.

The atmospheric water is pumped by the in-use pump, through the atmospheric
water drain tank control valve 108V, which maintains the atmospheric water
drain tank level.

The pumps have a re-circulation line back to the atmospheric water drains tank,
via an orifice plate, which ensures the pumps do not run dry. Should the tank
level become high, then the second condensate drain pump will auto cut-in and
stop again when the level returns to normal.

The discharge from the drains pumps can be used for the initial filling of the
main boilers by opening the valve, through the auxiliary feed line.

Potentially contaminated drains pass through the engine room drains cooler,
which is itself cooled as part of the fresh water cooling system.

From the drains cooler, the condensate passes through an oil content monitor
and finally to the atmospheric water drain tank.

These drains are normally from steam used to heat bunker fuel, lube. oil
purifiers, sludge tanks, deck steam machinery etc, where the drains have a
greater chance of entraining oils and other impurities.

The condition of the water after the drains cooler is monitored by an oil
detection unit, which will initiate an alarm, should there be any contamination.


Condensate Drain Pumps: Shinko
Model: EVZ70MH
No. of sets: 3
Flow: 40m
3
/h x 85 MTH

Grease Extractor: RWO
Model: BFG 4F
No. of sets: 1
Capacity: 80m
3
/h

3. Operating Procedures of Atm. Drain Tank System

1) Open the instrument air supplies to all control valves and level
indicators. Stroke all valves to prove operation on local control.

2) Test the water in the distilled tanks for contamination and, when
satisfactory, open the outlet valve on one of the tanks, ensuring that the
outlet valve on the other is closed.

3) With the drain pumps isolated, check for free rotation by hand. Line up
the valves on the pumps, ensuring that the pump and line recirculation
valves to return water to the drain tank are open.

4) Open up the inlet and outlet valves on the grease extractor.

5) Ensure that the inlet and outlet valves to the make-up, spill and atm.
drain tank level control valves are all open.

6) Allow the atm. drain tank to fill to normal level. When the level is
reached, start up the in-use drain pump to discharge water to the
deaerator.

When the correct deaerator level is achieved, the spill valve should
open to maintain this level.

7) When the system is operational, vent off the grease extractor element.

8) Check that the system is operating satisfactorily. Ensure that there is
no water or air leakage.

Check that the drain tank salinity probe is reading correctly.

9) As soon as operational conditions permit, function test the system high
and low alarms and check the drains pump auto changeover operation.

All such operations must be carried out with care and be closely
monitored.

4. 1
st
Stage Feed Water Heater Level Control

IAS
PID
[Direct]
SP
PV
<FE001>
OP
<FE002> <FE001I>
To Atmos.
Drain Tank
1st Stage Feed
Water Heater

Regulate level of 1
st
stage feed water heater is done by manipulating control valve
automatically in accordance with measured 1
st
stage feed water heater level. One
PID controller (FE001) with one output signal (FE002) is provided in IAS. Manual
operation of control valve from IAS is available when PV increases, PID controller
increase OP and open control valve. The IAS provides two output signals to field
elements (I/P converter)


Illustration 2.2.2a Aux. Condensate Water System

SIAH
IAS
SX
PI
PI
CI
PI
CI
PI
CI
PI
TI
Key
Condensate Line
Drain Line
Air Line
Deaerator
(30 m
3
)
Reservoir
LX IAS
1
1
4
V
1
1
1
V
1
0
3
V
1
0
1
V
LX
LIAHL
IAS
LS
LAH
IAS
LS
104V 102V
(G) (G)
No.1 No.2 No.3
Condensate
Drain Pump
(40 m
3
/h x 85 MTH)
Pump Start/Stop :
1st Pump : Manual Start
2nd Pump : Level Switch Start
All Running Pump : Manual Stop
To External
Desuperheater
From Main
Condensate Pump
Spill Valve
M
a
k
e
-
u
p

V
a
l
v
e
Grease
Extractor
(80 m
3
)
To Auxiliary
Condenser
To Auxiliary
Feed Water Line
For Main Boiler
(For Boiler
Water Filling)
1
1
3
V
M-39V
1
0
7
V
1
1
0
V
1
0
9
V
M-16V
Control
Air
I
P
IAS
1
0
8
V
Atmos. Drain Tank
Level Control Valve
118V
Control
Air
I
P
IAS
116V
124V
M-829V
From Main
Condensate
Water System
125V
115V 117V
1
2
2
V
1
2
9
V
Control
Air
I
P
IAS
1
2
0
V
1
2
1
V
1
1
9
V
214V
215V
DPI
Duplex
Pressure
Gauge
B
a
g

F
i
l
t
e
r
B
a
g

F
i
l
t
e
r
LAL
IAS
1
3
8
V
1
3
0
V
To Deck
Scupper
To Clean Drain Tank
Atmospheric
Drain Tank
(8 m
3
)
To Main Turbine
Flash Chamber
Make-up
To Cold Start
Feed Water
Pump Suction
Temporary
Flex. Hose
Reservoir
LX
LIAHL
IAS
TIAL
IAS
TX TI M-62V
M-61V
M
-
6
3
V
1st Stage
Feed Water Heater
M
-
2
2
V
TI
ORI-12
126V
ORI-13
127V
1
0
5
V
106V
ORI-14
134V
(A)
(For
Sampling) 1
3
3
V
LS H.H
For 2nd Cond. Drain
Pump Start
LS H LS H
Same
Level
Distilled
Water
Tank (P)
Distilled
Water
Tank (S)
Steering Gear
Room


5. Atmos. Drain Tank Level Control

Regulate level of atmos. drain tank is done by manipulating control valve
automatically in accordance with measured atmos. drain tank level. One PID
controller (CN024) with one output signal (CN025) is provided in IAS. Manual
operation of control valve from IAS is available when PV increases, PID
controller increase OP and open control valve. The IAS provides two output
signals to field elements (I/P converter)

6. Deaerator Level Control

Regulate level of deaerator is done by manipulating control two control valve
automatically in accordance with measured deaerator level. One PID controller
(CN028) with two output signals (CN031 & CN032) are provided in IAS with
split range function. Manual operation of control valve from IAS is not available
individually. The IAS provides two output signals to field elements (I/P
converter). Output of the PID controller is calculated in accordance with the
deviation between SP and PV as follows.

OP = 2.5 * (PV(%) SP(%)) +50(%)

While increasing of PID output signal from 0% to 33.3%, the make up valve
from100% to 0% will b closing, and while increasing of PID output signal from
66.7% to 100%, the spill valve from 0% to 100% will be opening. Moreover, if a
deaerator level Lo-Lo signal is detected, main feed water pump turbine trip
signal will be outputted to main feed water pump turbine panel. Consequently,
main feed water pump turbine trip signal is inputted into IAS from main feed
water pump turbine panel.


IAS
Tag No.
Description Setting
CN291 DEAERATOR LEVEL H/L 400/-400mm
CN030 DEAERATOR PRESS H/L 280/60kPa
FE013 DEAERATOR OUTLET TEMP L 120

PID
[Direct]
SP PV
OP
<CN024>
Atomos. Drain Tank
Level Control
<CN024I> <CN025> <CN031> <CN028I>
<FE915>
No.1 MFDWPT Trip
<FE912>
ON at Trip
Main Feed Water Pump Turbine Panel
No.2 MFDWPT Trip
<FE912>
ON at Trip
No.1 MFDWPT Trip
(Fast Alarm)
<FE046>
ON at Trip
No.2 MFDWPT Trip
(Fast Alarm)
<FE062>
ON at Trip
<FE914>
<CN032>
116V
Spill Valve
120V
108V
Make-up Valve
Distilled
Water Tanks
Cond. Drain Pump
Atmospheric
Drain Tank
LT
Deaerator
PID
SP PV
OP
<CN028>
Deaerator
Level Control
LT
LS LS
-20% 0 100%
0%
33.3 66.7 100%
100%
Make-up
CN031 CN032
Spill
100%
0%
OP
PV-SP (%)
OP Calculation
of CN028
OP
IAS


Illustration 2.2.3a Boiler Feed Water System

To Clean
Drain Tank
214V
ESA
L
FWR RWLI DLSS IAS
LI LS
Water Drum
Steam Drum
TI
TI
TX
TI For Boiler Test
TI
IAS
CI
PI
PI
G5
PS8 DPC
TX
3rd Stage Feed
Water Heater
Key
Condensate/Feed Water Line
Distilled Water Line
Drain Line
Air Line
Deaerator
(30 m
3
)
M-114V
From Auxiliary
Condensate
Water System
PIAHL
IAS
PX
TIAL
IAS
CI
TI
TI
PI
8
2
5
V
8
2
3
V
8
2
6
V
2
0
1
V
2
0
2
V
To Clean
Drain Tank
From Chemical
Feed Pump
8
2
4
V
S
Control
Air
Turbine Remote
Control System
Boiler Feed Water Pump
Recirc. W. Shut-off Valve
Speed Controller
(2 Sets)
0.9 MPa
L
S
No.1
Auxiliary Feed Water Line
Main Feed Water Line
TI
2
1
1
V
815V
G4
818V
817V
8
0
7
V
4B
M-302V
12B 11B
1B 3B
13B
853V
8
0
5
V
835V 834V
8
0
6
V
8
0
8
V
Cold Start
Feed Water Pump
(6 m
3
/h x 250 MTH)
2
1
0
V(
6
0

M
e
s
h
)
2
1
S
8
0
3
V
8
0
4
V
For FD. W. P/P
St-by Control
PX
PIC
IAS
No.2
Economizer
Inlet Header
Outlet Header
21B
Sett.
9.56 MPa
875V
873V
8B
7B
8
9
2
V
8
9
3
V
8
9
4
V
8
8
5
V
8
8
6
V
8
8
7
V
FX
Control
Air
I
P
BCP
IAS
26B
20B
M
TX
TI For Boiler Test
TI
IAS
ESA
L
FWR RWLI DLSS
Steam Drum
LI LS
4B 12B 11B
1B 3B
13B
852V
PX
PIC
IAS
No.1
Economizer
Inlet Header
Outlet Header
21B
Sett.
9.56 MPa
891V
889V
8B
7B
8
8
0
V
8
8
2
V
8
8
4
V
8
2
1
V
8
2
2
V
8
2
7
V
FX
Control
Air
I
P
BCP
IAS
26B
20B
30B 30B
M
IAS
IAS
5B
6B
5B
6B
To Clean
Drain Tank
Pressure
Buffer
Chamber
(ERWS38 12.7T,
300A)
8
2
9
V
From Condensate Drain Pump
(For Boiler Water Filling)
(Sampling Cooling)
To No.1 Sealing Water
Control Valve
To No.2 Sealing Water
Control Valve
For Boiler
Initial Filling
PI
G5
PS8 DPC
No.2
TI
2
1
3
V
809V
G4
8
1
3
V
8
1
1
V
8
1
2
V
8
1
4
V
For FD. W. P/P
St-by Control
Gauge Board
Spray Water
To Aux. Steam
Desuperheater
831V 830V
833V 832V
208V 206V
O
R
I
-
2
1
No.2 Main Boiler
Water Drum
Steam Drum
No.1 Main Boiler
LS
Level L-L
For No.1 Main F.
W. P/P Trip
LS
Level L-L
For No.2 Main F.
W. P/P Trip
8
3
6
V
810V 816V
895V
Main Feed Water Pump
(175 m
3
/h x 865 MTH)
To Clean
Drain Tank
OR1
OR3 OR2
ORI-6

2.2.3 Boiler Feed Water System


The boiler (or main) feed water system is concerned with the circulation of
water from the deaerator via the feed pumps to the boiler steam drum.

Feed water from the condensate systems enters the 3
rd
stage feed water heater
and temperature of feed water is raised.

The deaerator breaks the water into very small droplets, resulting in the
liberation of air and any other non-condensable vapour. These, together with
any associated water vapour, are drawn off to the gland condenser, where the
water vapour is condensed and returned to the feed system and the non-
condensable vapours are extracted to atmosphere by the gland condenser
exhaust fan.

The heated feed water is collected in the deaerator, which acts as a system
header tank. The level is maintained in the deaerator by the automatic operation
of the make-up and spill control valves in the condensate system. The location
of the deaerator high up in the engine room provides the main feed pumps with
a positive suction head of water.

Hydrazine chemical is injected into the drop line to the main feed pumps to
remove any remaining traces of oxygen in the feed water. The dosing of
hydrazine is arranged to maintain a reserve amount in the boilers. A sampling
line is fitted on the feed pump suction line to the boiler water analyser cooler.

The water flows through a strainer before entering the feed pump suction
manifold.

Two main feed pumps ; one in use with the second unit on stand-by. The stand-
by pump can be used if the duty pump fails. The stand-by pump will start
automatically.

The feed pumps are turbine driven, horizontal, multi-stage units. They have
condensate cooled mechanical seals on the pumps. For initial start, each is fitted
with an electric lubricating oil pump, but once running a shaft driven pump
provides the lubrication oil circulating pressure. The electric lube. oil pump will
stop automatically when the shaft driven pump delivers the correct pressure and
prevents the feed pump bearings from running dry. The electric lubricating oil
pump only provides oil pressure to lift the steam governor valve, and not as a
back up to the shaft driven pump. (i.e. it does not supply sufficient oil to the
bearings for full speed running)

Air spaces between the pump and the bearings, and between the turbine and
bearings, are fitted with drain passages to help prevent lubrication oil
contamination.

The running speed adjustment for the steam flow to the duty feed pump turbine
is controlled by a loop, which measures and compares the steam drum pressure
and common discharge pressure of the feed water pumps.

Discharge pipe configuration from the feed pumps is such that any one feed
pump can supply either boiler or any services. Interconnecting pipelines
between the pumps, isolated by non-return valves, are arranged to supply four
common discharge lines.

Final feed into the boilers is through the economisers, where the feed
temperature is increased from 145C to 224C. The economisers are placed in
the path of the furnace flue gases in order to extract maximum heat from the
waste gas before it passes out of the funnel.

In case of an emergency, the water side of the economiser can be bypassed, and
feed water is supplied directly to the boiler drum. Should this be necessary,
steam flow must be restricted. In this case, the economiser should be drained
and vented.

1) Main Feed Line
From the main pump the feed water enters the common discharge line,
at which point there is a signal line to the differential pressure unit for
auto start of the stand-by unit on low pressure. The feed water passes
through the feed water control valve (26B, closed at boiler high level),
then through the orifice, which measures the feed flow for the control
system. It then passes through the economiser and enters the steam
drum of the boiler.

2) Auxiliary Feed Line
This pipeline is usually used if the main line requires repairs,
especially to the feed control valve or the flow orifice plate. The feed
water can be directed through the economiser, or bypass it and flow
directly into the boiler. Whichever path is selected, great caution must
be taken when auxiliary feed is in use as the feed valve to the boiler is
manually operated and must be attended at all times. The operator
must maintain a careful watch on the boiler level in this mode.

3) Main Feed Pump Re-circulation Line
An air operated control valve opens to allow the feed pumps to
recirculate water back to the deaerator. When the boilers are operating
at low loads with the main turbine in manoeuvring mode, this valve
will open automatically, allowing water through an orifice on the
pump into the water chamber at the bottom of the deaerator.

For boiler filling and very low boiler loads, an cold start feed water
pump is fitted. This unit is electrically driven, but like the main feed
pumps will take its suction from either the deaerator or the main
distilled water tanks and is able to discharge through the main or
auxiliary feed lines to the boiler.

The discharge from the drain pumps for boiler filling is connected to
the auxiliary feed line, through valve (829V), which in normal operation is
locked shut.

Each boiler is fitted with a three term feed control system whereby signals
from the actual boiler level, feed flow and steam flow are compared for
feed pump operation.

Similarly, each boiler is fitted with water level transmitters for the level
detector and indicator alarm systems.


Cold Start Boiler Feed Water Pump Shinko
No. of sets: 1
Model: SK40MC
Capacity: 6m
3
/h x 250MTH

Turbine Driven Boiler Feed Water Pumps Shinko
No. of sets: 2
Model: DMG125-3
Capacity: 175m
3
/h x 865MTH

3. 3
rd
Stage Feed Water Heater Level Control
IAS
PID
[Direct]
SP
PV
<FE003>
<FE004> <FE003I>
To Atmos.
Drain Tank
3rd Stage Feed
Water Heater

Regulate level of 3
rd
stage feed water heater is done by manipulating control valve
automatically in accordance with measured 3
rd
stage feed water heater level. One
PID controller (FE003) with one output signal (FE004) is provided in IAS. Manual
operation of control valve from IAS is available when PV increases, PID controller
increase OP and open control valve. The IAS provides two output signals to field
elements (I/P converter)

Illustration 2.2.3a Boiler Feed Water System

TI
IAS
TX TI
2
6
V
17V
2
5
V
1
9
V
PI
TI
IAS
TX
TI
TI
TI
CI
PI
CI
PI
LS
M
LS
LS
2V
High Sea Chest
(STBD)
LS
LS
LS
M
8
V
(
F
)
From M.G.P.S
Anode Tank
LS
M
(
F
)
1
V
Low Sea Chest
(Mid.)
From M.G.P.S
Anode Tank
Main S.W Circ. Pump
(6,000/4,500 m
3
/h x 5/8 MTH)
To Clean
Drain Tank
Auxiliary S.W Circ. Pump
(6,000/4,500 m
3
/h x 5/8 MTH)
6
V
(
F
)
LS
M
7
V
(
F
)
5
V
(
F
)
EXP-W03
EXP-W02
EXP-W01
Main Condenser
Scoop Inlet
Shell
Tank Top
(F)
13V
2
2
V
1
0
V
11V
1
6
V
(
F
)
Atmospheric
Condenser
Saw Dust
Box
(100 L)
2
1
V
LS LS
(F)
12V
LS LS
(F)
15V
Upper Deck
1SF
To Bilge, Fire &
G/S Pump
From Main C.S.W
Pump Discharge
Key
Sea Water Line
M.G.P.S Line
Drain Line
18V
IAS
LS
M
28V IAS
(F)
(F)
IAS
IAS IAS
LS
M
(
F
)
2
9
V
IAS
From Domestic
F.W System
For Flow Test
From M.G.P.S
Anode Tank
LS
M
(
F
)
2
0
V
IAS
(
F
o
r

M
/
C
o
n
d
.

F
l
u
s
h
i
n
g
)



1) Boiler Water Filling (Using cold start feed water pump)

(1) Check that the steam and water drum drain valves are closed and
that the local drum gauge glass and transmitters to remote level
indicators are open, with their drain valves shut.

(2) Open the drum and superheater vents fully.

(3) Open the pump discharge valve to the auxiliary feed line,
economiser bypass valve and direct feed valve to the steam drum.
Ensure that the boiler drum feed valve from the main line is closed.

(4) Check the pump suction valve, from the deaerator is locked shut
and open the suction valve from the distilled water tank.

(5) Line up recirculation piston valves .

(6) Start the pump and commence filling the boiler. Maintain careful
watch on local steam drum level gauges until the required level is
achieved. Close the direct feed valve.

(7) Open the feed inlet valve to the economiser and the vent valve,
ensuring that the unit drain valves are closed. Open the auxiliary
feed line valve to the economiser inlet. Continue using the pump
until water emerges from the vent, having removed all air from the
economiser.

(8) Arrange for an initial chemical dosage charge to be injected into
the boiler from the chemical dosage pump unit as the boiler is
filling.

(9) The boiler is now ready to flash.

Note
If both boilers are out of service, then there are two other ways to initial
fill them.

(10) By filling the deaerator with the condensate pump, and allowing
the water to directly drop through the emergency feed pump into
the steam drum.

(11) By using the condensate system, opening the valve, which is
locked shut, and filling through the auxiliary feed line as
described above.

2) Placing Feed System in Use

(1) During the initial flashing of the boilers, there should be enough
steam to place the feed system in use when the pressure reaches
approximately 2MPa.

(2) Select the feed pump to be placed in use, and open the suction,
discharge, recirculation, steam inlet, exhaust and gland leak-off
valves. Open the turbine drains, and ensure that all trips are reset.

(3) Open the drop valve from the deaerator and vent the pump to
remove any air.

(4) Supply air to the auto recirculation solenoid valve, checking that
its inlet and outlet isolating valves are open. Due to no flow
conditions, the control valve should remain fully open.

(5) Line up the valves on the main feed system to the selected boiler.
Supply instrument air to the boiler feed control valve and under
local control check its operation. If satisfactory, transfer to auto
control. Ensure the motorised feed inlet valve to the boiler is open.

(6) Check the lubricating oil sump for any water, and top up the sump
to the required level using the correct grade of oil. Ensure that the
Lubricating oil cooler is opened to the fresh water cooling system,
and that the pump mechanical seals are supplied from the
condensate system.

(7) Crack open the isolating valve from the superheated steam range
to the feed pump and warm through the line. Drain any
accumulated water by use of manual drains and open the
electrically operated main steam stop valve.

(8) Open instrument air supplies to the control system.

(9) To start the feed pump, start the electric lubricating oil pump. This
supplies oil to the oil relay cylinder, which lifts and raises the
balanced governor steam valve off its seat, allowing steam into the
turbine. As the feed pump rev/min increases, so the shaft driven
Lubricating oil pump pressure is raised, at which time the
electrically driven lube. oil pump stops. Close the turbine drains
once any sign of entrained water droplets ceases.

Note
As the electrically driven lubricating oil pump does not supply oil to the
bearings, only to the oil relay cylinder. Should the pump not start and
run up to speed within approximately 30 seconds of the start process
being initiated, the electric pump will stop and the feed pump will trip.
(10) Once the feed pump is running satisfactorily, and operating remotely
with the boiler level being maintained at the correct level, thoroughly
check the pump. Ensure that the oil flow through the line sight glasses,
condensate flow through the sealed water line flow meters and the
electrically driven oil pump have stopped. Monitor temperatures and
pressures, and check for excessive vibration.

(11) Line up the second feed pump as the stand-by unit and, when
operational conditions permit, check the auto-change operation by
tripping the duty feed pump.

Note
Though the feed pump manufacturers recommend the testing/checking of
trip and safety functions on a regular basis, the testing of the overspeed
trip should be done only when absolutely necessary. Damage to the pump
internals may occur during the testing of the centrifugal speed governor
and any test of this function must be carried out with due caution and in
strict accordance with manufacturer's detailed instructions.

3) Filling Second Boiler (Main feed pump in use)

Note
During the filling of the second boiler, and in the transition period before it
is brought fully on line, particular attention must be paid to the steaming
boiler water level; constant checks must be made to ensure that it is not
starved of feed water.

(1) With the economiser bypassed, ensure that the steam drum vent
valves are open and the drain valves on the steam drum, water drum
and headers are closed. Check that the remote level indicators and the
boiler gauge glasses are on line.

(2) With the inlet valve to the water level control valve closed, open the
auxiliary feed valve on the steam drum.

(3) Using the manual auxiliary feed check valve, open it slowly until feed
water is entering the boiler. As the boiler fills, maintain a careful
check on the gauge glass, and that the in-use boiler level remains
satisfactory and is not being starved of feed water. Using the boiler
dosing unit, put in the initial chemical dosage as the boiler fills.

(4) When the correct level in the boiler has been achieved, the auxiliary
feed valves can be closed.

(5) Prior to flashing the boiler, the economiser can be vented by filling
through either the main feed line with the control valve manually
opened, or through the auxiliary feed line.


Illustration 2.3.1a Main Sea Water Circulating System

TI
IAS
TX TI
2
6
V
17V
2
5
V
1
9
V
PI
TI
IAS
TX
TI
TI
TI
CI
PI
CI
PI
LS
M
LS
LS
2V
High Sea Chest
(STBD)
LS
LS
LS
M
8
V
(
F
)
From M.G.P.S
Anode Tank
LS
M
(
F
)
1
V
Low Sea Chest
(Mid.)
From M.G.P.S
Anode Tank
Main S.W Circ. Pump
(6,000/4,500 m
3
/h x 5/8 MTH)
To Clean
Drain Tank
(6,000/4,500 m
3
/h x 5/8 MTH)
6
V
(
F
)
LS
M
7
V
(
F
)
5
V
(
F
)
EXP-W03
EXP-W02
EXP-W01
Main Condenser
Scoop Inlet
Shell
Tank Top
(F)
13V
2
2
V
1
0
V
11V
1
6
V
(
F
)
Atmospheric
Condenser
Saw Dust
Box
(100 L)
2
1
V
LS LS
(F)
12V
LS LS
(F)
15V
Upper Deck
1SF
To Bilge, Fire &
G/S Pump
From Main C.S.W
Pump Discharge
Key
Sea Water Line
M.G.P.S Line
Drain Line
18V
IAS
LS
M
28V IAS
(F)
(F)
IAS
IAS IAS
LS
M
(
F
)
2
9
V
IAS
From Domestic
F.W System
For Flow Test
From M.G.P.S
Anode Tank
LS
M
(
F
)
2
0
V
IAS
(
F
o
r

M
/
C
o
n
d
.

F
l
u
s
h
i
n
g
)


2.3 Sea Water Systems

2.3.1 Main Sea Water Circulating Systems


The main condenser is supplied with sea water cooling via the one main sea
water circulating pump and aux. sea water circulating pump.

The main & aux sea water circulating pumps take suction from the high sea
chest (S) or low sea chest (MID), situated in the lower flat of the engine room.

The draft of the vessel will decide which sea chest to use. The discharges from
the pumps are connected together through valve 8V, 7V.

The aux. condenser is also cooled by sea water. The sea water is supplied
through the main sea water circulating pumps or aux. sea water circulating
pump.

To ensure that the system is vented of air at all times, the main condenser water
boxes and ship side sea chests have vent valves on them. These remain open
and the pipelines lead to a gooseneck at the upper deck level.

The aux. condenser outlet water box can be vented locally, with its valves
closed after venting. The main circulating pumps are all vertical centrifugal
pumps driven by electric motors.

The main and atmospheric condensers are horizontal shell and tube heat
exchangers, with the sea water passing through the tubes.

The main circulating pump discharge valves, main condenser sea water inlet
and outlet valves are all hydraulically and electrically operated motorised
valves, and can be operated from either the engine control room or from a local
panel. Minor leaks in the main condenser can be plugged using sawdust.

A sawdust injection unit is fitted for this purpose. The sawdust box is filled
with sawdust and water from the sea water service system. It flushes the
sawdust into the condenser sea water inlet line.

The vacuum from the condensate side of the tube stack will draw sawdust into
any hole or crack in a tube.

For the protection of the sea water pipelines in these systems, they are coated
internally with PE or Rubber lining. Sea chests, sea water lines and all sea water
cooled condensers are protected from environmental hazards by an anti-fouling
system.

The MGPS system prevents fouling in the sea chests and throughout the
seawater system.

The main condenser has a back-flushing connection from the main SW circ.
pump and aux. SW circ. pump system, which will enable the main condenser to
be back-flushed if it becomes fouled with marine debris. In most operational
conditions the marine growth prevention system will keep the condenser tubes
in a clean condition.

2. System Capacities and Ratings

Main SW Circ. Pump: Shinko
No. of sets: 1
Model: CVF850M
Capacity: 6,000/4,500 m
3
/h x 5/8 MTH

Aux. SW Circ. Pump: Sinko
No. of sets: 1
Model: CVF850LM
Capacity: 6,000/4,500 m
3
/h x 5/8 MTH

3. Preparation for the Operation of the Main SW Circulating System

1) Ensure that the high (S) and low (MID) sea chests are vented.

2) Ensure all the pressure gauge and instrumentation valves are open and
that the instrumentation is reading correctly.

3) At the main sea water circulation graphic screen open the desired
suction main line valve from the operating sea chest

4) Ensure that the main and aux. condenser water box are vented.

The valves are now set to allow the main sea water circulating system to
operate.

4. Operation Procedure for Condenser Sawdust System

1) Ensure that the injection unit inlet and outlet valves are closed, and open
the drain valve to prove that the unit is empty.

2) Close the drain valve and remove the top cover of the unit.

3) Fill with the required amount of sawdust and refit the top cover.

4) Open the unit outlet valve, and the inlet valve to the condenser sea water
inlet line

5) Open the sea water service line inlet valve to the unit and allow several
minutes to push the sawdust out of the unit and into the condenser.

6) Close all valves once the operation is complete.

5. Main Sea Water Circulation System IAS Display

6. Scoop Control
Scoop system is prepared or transferring the cooling seawater for man condenser
automatically. When the operator selects SCOOP mode and the shaft revolution
is 57rpm or more and telegraph in At Sea position for more than 10min, the
system uses scoop line valve. When scoop is used for main condenser cooling, the
following function are provided.
- Open MGPS injection valve to scoop inlet
- Close both MGPS injection valves to High / Low sea chest

The shaft revolution is 52rpm or less or telegraphs in Maneuvring position, then
the system uses circulation pump and discharge valves. When main / aux. sea water
circulation pump is used for main condenser cooling, the following function to be
provided.
- Close MGPS injection valve to scoop inlet
- Open both MGPS injection valve to High / Low sea chest and MGPS
injection valve to Low sea chest to be open at the same line

When IAS starts a pump by auto start function or standby control function, IAS
confirms close condition of discharge valve of the starting pump before output
pump start order. (If the valve is not closed, IAS will close the valve
automatically) and IAS will open the valve after pump start request. If IAS do
not receive discharge valve close signal for 60seconds (adjustable) from the
close order, the pump start request will be canceled in IAS. When IAS stops a
pump by auto stop function or duty pump is tripped under remote position, IAS
close a discharge valve of the stop/trip pumps automatically. When IAS stop
pump by auto stop function, IAS confirm close condition of discharge valve of
the stopping pump before output pump stop order. If IAS do not receive
discharge valve close signal for 60 seconds(adjustable) fro the close order, the
stop order the pump will be canceled in IAS. This function is available during
remote position both circulation pump and discharge valve

Illustration 2.3.1a Main Sea Water Circulating System

TI
IAS
TX TI
2
6
V
17V
2
5
V
1
9
V
PI
TI
IAS
TX
TI
TI
TI
CI
PI
CI
PI
LS
M
LS
LS
2V
High Sea Chest
(STBD)
LS
LS
LS
M
8
V
(
F
)
From M.G.P.S
Anode Tank
LS
M
(
F
)
1
V
Low Sea Chest
(Mid.)
From M.G.P.S
Anode Tank
Main S.W Circ. Pump
(6,000/4,500 m
3
/h x 5/8 MTH)
To Clean
Drain Tank
(6,000/4,500 m
3
/h x 5/8 MTH)
6
V
(
F
)
LS
M
7
V
(
F
)
5
V
(
F
)
EXP-W03
EXP-W02
EXP-W01
Main Condenser
Scoop Inlet
Shell
Tank Top
(F)
13V
2
2
V
1
0
V
11V
1
6
V
(
F
)
Atmospheric
Condenser
Saw Dust
Box
(100 L)
2
1
V
LS LS
(F)
12V
LS LS
(F)
15V
Upper Deck
1SF
To Bilge, Fire &
G/S Pump
From Main C.S.W
Pump Discharge
Key
Sea Water Line
M.G.P.S Line
Drain Line
18V
IAS
LS
M
28V IAS
(F)
(F)
IAS
IAS IAS
LS
M
(
F
)
2
9
V
IAS
From Domestic
F.W System
For Flow Test
From M.G.P.S
Anode Tank
LS
M
(
F
)
2
0
V
IAS
(
F
o
r

M
/
C
o
n
d
.

F
l
u
s
h
i
n
g
)


7. Scoop Control Flow Chart

.
Scoop System
Control Mode
on Graphic
<SW013AU> : Auto
<SW013SC> : Scoop
<SW013PU> : Pump
Scoop Auto Pump
Shaft Rev.
Over 57 rpm
10 Min.
No No No
Yes
<SPM025>
Yes
<SPM025>
M/T Plate
Mode
Sea Mode
<MT011>
Manuev.
<MT010>
Shaft Rev.
Below 52 rpm
Yes
<SPM025>
Main Condr.
CSW Out V.
(VS15)
Open
Auto Lamp is
Illuminated on
Graphic
<SW015> <SW013MD>
Pump & Valves
Auto on Graphic
Manual operation is available
from graphic display.
Low Sea
Chest V.
(VS1)
Open
<SW002>
High Sea
Chest V.
(VS2)
Open
<SW001>
Auto Man
Auto Man
Shaft Rev.
Over 57 rpm
10 Min.
A
Spool Inlet Use Circulation Pump Use
B

A
Spool Inlet Use
MGPS Scoop V.
Open Order (VS20)
(Pulse Output
Open at Contact Close)
<SW906>
MGPS VLV.
Shut Order (VS28)
(Pulse Output
Shut at Contact Close)
MGPS VLV.
Shut Order (VS29)
(Pulse Output
Shut at Contact Close)
<SW904>
<SW905>
No
No
Yes
Yes
MGPS Scoop
V. (VS20)
Open
High Sea
Chest V. (VS2)
Open?
Scoop V. Open Order
(Latch Output
Open at Contact
Close)
Circulation Pump
Auto Stop Treatment
<SW013>
MGPS Pump
V. (VS28)
Shut
No
Yes
Scoop V.
Open
No
Yes
Main Circ. PP
Stop
No
Yes
Circ. PP
Disch. V. Shut
(VS8)
No
Yes
Aux. Circ. PP
Stop
No
Yes
Circ. PP
Disch. V. Shut
(VS7)
No
Yes
MGPS Pump
V. (VS29)
Shut
T1
200 Sec.
No
Yes
Scoop Lamp
Flicker
Scoop Running
(Lamp is / Illuminated on
Graphic)
Scoop System
Trouble Alarm
(One-shot)

Circulation Pump
Auto Stop Treatment
No
Yes
Main Circ. PP
Run
No
Yes
Circ. PP
Disch. V. Open
(VS8)
No
Yes
Aux. Circ. PP
Rum
No
Yes
Circ. PP
Disch. V. Open
(VS7)
Tn 80 Sec.
T2
200 Sec.
Scoop System
Trouble Alarm
(One-shot)
Pump Lamp
Flicker
Scoop Running
(Lamp is / Illuminated on
Graphic)
Scoop V. Close Order
(Latch Output
Open at Contact Close)
<SW013>
Scoop V.
Close
No
Yes
MGPS Scoop V.
Shut Order (VS20)
(Pulse Output Shut
at Contact Close)
<SW906>
MGPS VLV.
Open Order (VS28)
(Pulse Output Shut
at Contact Close)
<SW904> MGPS Scoop
V. (VS20)
Shut
High Sea
Chest V. (VS2)
Open?
No
Yes
MGPS Pump
V. (VS28)
Open
No
Yes
MGPS VLV.
Open Order (VS29)
(Pulse Output Shut
at Contact Close)
<SW905>
MGPS Pump
V. (VS29)
Open
No
Yes
Yes
No
Circulation Pump Use
B

Illustration 2.3.2a Cooling Sea Water Service System

CI
PI
PI CI
PI CI
TI
PI
TI
PI
TI
PI
TI
PI
TI
PI
TI
PI
TI
PI
TI
PI
PI CI
TI
TI
PI
PI
TI
PX
CI
PI
Distilled Plant
Sea Water
Feed Pump
(90 m
3
/h x 43 MTH)
From No.2 Fire, Bilge &
G/S Pump Suction Line
Main Cooling Sea Water Pump
(1,200 m
3
/h x 21 MTH)
Low Sea
Chest
Key
Sea Water Line
Fresh Water Line
Drain Line
125V
108V
1
5
7
V
(
F
)
D
-
5
7
V
C
h
e
m
i
c
a
l
D
o
s
i
n
g

U
n
i
t
No.1 Distilled Plant
(60 Ton/day)
M.G.P.S Anode Tanks
For Scoop System
To Saw
Dust Box
No.2
No.1
To Scoop Inlet
From F.W
Hyd. Unit
S
PS
109V
PI
1
1
2
V
From F.W
Hyd. Unit
D
-
1
9
V
F
l
o
w
m
e
t
e
r
PI
PI
TI
PX
106V
(60 Ton/day)
S
PS
107V
PI
1
1
1
V
F
l
o
w
m
e
t
e
r
N
o
.
1
No.2
1
3
5
V
(
F
)
137V
1
1
0
V
(
F
)
171V
(F)
1
7
0
V
(
F
)
1
6
9
V
(
F
)
167V
(F)
164V
(F)
1
6
6
V
(
F
)
1
6
5
V
(
F
)
N
o
.
1

G
e
n
.

E
n
g
i
n
e
F
r
e
s
h

W
a
t
e
r

C
o
o
l
e
r
N
o
.
2

V
a
c
u
u
m

P
u
m
p
H
e
a
t
E
x
c
h
a
n
g
e
r
1
4
4
V
1
4
6
V
TI
TI
1
4
3
V
1
4
5
V
N
o
.
1

V
a
c
u
u
m

P
u
m
p
H
e
a
t
E
x
c
h
a
n
g
e
r
High Sea
Chest
From
IAS
LS M
1
0
1
V
(
F
)
1
5
6
V
(
F
)
From
IAS
LS M
1
0
5
V
(
F
)
M.G.P.S Anodes
To be Fitted
To Rudder
Neck Bearing
PI CI
Generator Engine S.W Cooling Pump
(200 m
3
/h x 25 MTH)
No.2
No.1
1
6
0
V
158V
(F)
(F)
176V
(F)
178V
(F)
175V
(F)
177V
To High
Sea Chest
(For Scoop)
Em'cy Bilge
Suction Line
To Low
Sea Chest
(For Scoop)
FI
FI
FI
FI
FI
PIAL
IAS
PX
1
2
0
V
PI PS
1
1
8
V
PS
(For Pump
Control)
PIAL
IAS
PX
1
6
2
V
PS
1
6
3
V
PS
(For Pump
Control)
C
h
e
m
i
c
a
l
D
o
s
i
n
g

U
n
i
t
155V
(F)
140V
(F)
1
5
4
V
(
F
)
1
5
3
V
(
F
)
151V
(F)
148V
(F)
1
5
0
V
(
F
)
1
4
9
V
(
F
)
N
o
.
2

M
a
i
n

C
e
n
t
r
a
l
F
r
e
s
h

W
a
t
e
r

C
o
o
l
e
r
N
o
.
1

M
a
i
n

C
e
n
t
r
a
l
F
r
e
s
h

W
a
t
e
r

C
o
o
l
e
r
LS
LS
(
F
)
1
5
2
V
(F)
176V
(F)
180V
(F)
181V
119V122V
No.1
114V
(F)
117V121V
(F)
(F)
Ferrous
Generator
174V
(F)
172V
(F)
173V
(F)
138V
FI
104V
1
8
5
V
1
8
6
V
139V
1
2
3
V
168V
(F)
N
o
.
2

G
e
n
.

E
n
g
i
n
e
F
r
e
s
h

W
a
t
e
r

C
o
o
l
e
r
1
6
1
V
159V
(F)
115V
(F) (F)
(F)
N
o
.
2
1
3
4
V
(
F
)
136V

2.3.2 Cooling Sea Water Service System


Other systems requiring sea water cooling services are supplied from the main
cooling seawater pumps.

These are vertical electrically driven centrifugal pumps, with one normally in
use and the other on stand-by.

The sea water suction to these pumps is from a common supply pipeline, which
extends from the high sea chest to low sea chest.

There is a remotely operated ships side butterfly valve on each sea chest which
allows the sea water to enter a line simplex filter. Each sea chest has a vent
valve which normally remains open, ensuring that the chest is flooded at all
times.

The outlet butterfly valve on each filter allows the unit to be isolated and
cleaned periodically.

The discharge from the two pumps is joined into a single pipeline system,
which in turn allows for feeder lines to each unit requiring the cooling water.

The sea water cooling system provides water to the following units:

- No.1 and No.2 main condenser vacuum pump coolers
- No.1 and No.2 central fresh water coolers
- No.1 and No.2 generator engine F.W coolers
- Fresh Water Generators
- Main condenser sawdust box
- Marine growth prevention system

After passing through the central fresh water and main turbine vacuum pump
cooler units, the water is discharged overboard at a remotely operated ship side
valve 152V.

The central fresh water coolers are of the plate type design, one of which is
normally in use, while the other is retained in a clean condition and ready for
use when the other unit becomes dirty.

There is a MGPS which protects cooling sea water system against fouling
caused by seawater-borne organism, and the treated sea waters are led to
whichever seachest is in use.

The two F.W.G SW Feed Pumps also sucked sea water from No.2 fire, bilge &
G.S pump suction line and supply to the each F.W.G.


Main Cooling SW Pumps: Shinko
No. of sets: 2
Model: SVA400M
Flow: 1,200 m
3
/h at x 21MTH

FW Generator: Alfa-Laval
No. of sets: 2
Type: Condensate Cooled Type
Sea Water Cooled Type
Capacity: 60 t/day per unit
Salinity: 1.5 ppm(max)

Distilling Plant S.W. Feed Pump: Shinko
Model: SVA125-2M
No. of sets: 2
Flow: 90m
3
/h X 43MTH


1) Open the sea chest suction valve, to high or low suction, depending on
vessels draft. This valve may be opened remotely, and an indicator light
will show when fully open. Vent off the line suction strainer to prove
full of water.

2) Select the pump to be used and, with the power off, ensure that the
pump turns freely by hand. Open the suction valve to the pump.

3) Vent off the pump casing and ensure that it is flooded.

4) Check the central fresh water coolers and vacuum pump coolers to
ensure that the drain valves are shut. Open the shipside valve for the
cooler overboard discharge line. Ensure that the indicator light on the
panel is on at fully open.

5) Select which vacuum pump and central fresh water cooler to use. Open
the inlet and outlet valves.

6) Start up the pump and, when rotating correctly, slowly open the
discharge butterfly valve until fully open.

7) Check both of the in-use coolers, venting off at the outlet water boxes
to ensure that no air is entrained in the units. Close the vent valves
tightly.

4. Aux. Cooling Sea Water System IAS Display


Illustration 2.3.3a MGPS System

No.1 Control Panel KCAF5070NM
No.1 Anode Treatment Tank
8.8.
CU1
8.8.
CU2
8.8.
CU3
8.8.
CU5
8.8.
AL1
8.8.
AL2
8.8.
CU4
NO.1 MGPS CONTROL PANEL
Cu1 Cu3
Cu4 Cu2 Cu5
Al1 Al2
Flow
Meter
Cu(Copper) Anode
Junction Box
Al(Alumintum) Anode
AC 220V
60Hz, 1PH
1 6 2 2
3
3
2 5
JB1
4
1
6
2
3
5
4
Main Power
Alarm
Anode Connection Cable
Anode Cable Tail
Low Flow Alarm
Cathode Cable Tail
JB2
4
No.2 Control Panel KCAF5070NM
No.2 Anode Treatment Tank
8.8.
CU1
8.8.
CU2
8.8.
CU3
8.8.
CU5
8.8.
AL1
8.8.
AL2
8.8.
CU4
NO.2 MGPS CONTROL PANEL
Cu1 Cu3
Cu4 Cu2 Cu5
Al1 Al2
Flow
Meter
Cu(Copper) Anode
Junction Box
Al(Alumintum) Anode
AC 220V
60Hz, 1PH
1 6 2 2
3
3
2 5
JB1
4
JB2
4

2.3.3 Marine Growth Preventing System


There are two types known as the Marine Growth (CU) anodes and Trap
Corrosion (AL) anodes.

CU Anodes are manufactured from copper as major part systems. They release
ions during electrolysis which combine with these released from the sea water
to form an environment which discourages spat and any other minute organisms
entering, and adhering in some area where they grow and start breeding. They
are, instead, carried straight through to discharge and provided that no untreated
water is allowed to enter at some point subsequent to the anodes, freedom from
infestation is assured.

AL Anodes are manufactured from aluminium as supplementary part for use in
a system with predominantly steel pipes where the reaction of the aluminium
anode with seawater results in the forming anti-corrosive barrier on the
pipework which takes an insulation role preventing marine fouling from rooting
and growing there.

1) Sea water to be treated :

- 20,540 m
3
/h for scoop cooling system
- 1,700 m
3
/h for general system

2) Anode location:

- 5 CU x 2AL in each anode treatment tank (total two tanks) for scoop
cooling system
- 1 CU x 1 AL in each of 2 strainers for general system

3) Anode mounting type: Flanged mounting sleeve
4) Electric source : AC220V, 60Hz, 1PH
5) Power Consumption: Max.525 Watt each for KCAF5070NM Control
Panel
Max.180 Watt for KCAF3040NM Control Panel

2. Operation Procedure (Setting Up)

Once the cables have been run and connected, the system is ready to be
switched on.

NOTE
The following procedure can only by carried out with the anodes in
seawater

1) Switch on the main power

2) Set all anodes currents by pressing the buttons unless the readings of
digital display correspond to each current specified in operation manual

3) Switch off until ship starts engine up and switch on when sea water pumps
are running
3. Drain-Off operation :
Turn off main power in control panel.
Close inlet valve of anode tank and open drain valve and then remove
hydroxide

Illustration 2.4a Centralised Fresh Water System
TI
PI
TI
PI
TI TI
TI TI
TI TI
TI
PI PS
TI
PI PS
PI PS
TI TI
TX
TIAH
IAS
TI TI
TI
PI
TI
PI
TI TI
TI TI TX
PI TI
TI TI
TI TI TX
TI TI
TI TI
TI TI
PI TI
CI
PI
CI
PI
PI TI
PI TI
TI
TI
PI
PI
TI TI
TIAH
IAS
TI
TI TI
TI
PI PS
TI TI
PI PS
TI TI
PI PS
TI TI
PI PS
TI TI
PI PS
TI TI
TI
TI TI
Key
Drain Line
Fresh Water Line
1
2
V
No.1 Main Air-Con.
Condenser
15V
No.1 Main Air-Con.
Unit for MSBD/ECR
36V
No.2 Main Air-Con.
Condenser
14V
No.1 Aux. Air-Con.
Condenser
From F.W
Hyd. Unit
To Clean
Drain Tank
To Deck Scupper
No.1 Turbine
Generator
No.2 Turbine
Generator
No.1 Provision
Refrigerant Condenser
28V
No.2 Aux. Air-Con.
Condenser
27V
39V
128V
47V 51V
(A)
3
2
V
73V
(A)
41V
No.2 Provision
Refrigerant Condenser
TI TI
I.G Dryer Cooler
Water Chiller Unit
Condenser
No.2 Main Air-Con.
Unit for MSBD/ECR
35V
No.2 N
2
Compressor
(Oil Cooler)
No.2 N
2
Generator
(After Cooler)
TI
38V 40V
34V 33V
30V 29V
No.1 N
2
Compressor
(Oil Cooler)
No.1 N
2
Generator
(After Cooler)
TX
TIAH
IAS
TX
TI
Unit Cooler
for Workshop
107V
Main Central F.W
Expansion Tank
(1 m
3
)
LS
LAL
IAS
1
2
9
V
127V
O
R
I
-
1
No.2
Main
L.O
Cooler
No.1
Main
L.O
Cooler
From Auxiliary
Central F.W Cooler
To Clean
Drain Tank
67V
(F)
68V
(F)
66V
(F)
65V
(F)
No.2
Main
Central
F.W
Cooler
8V
(F)
10V
(F)
No.1
Main
Central
F.W
Cooler
Stern
Tube
L.O
Cooler
9V
(F)
64V
(F)
72V
(F)
81V
11V
(F)
Control
Air
I
P
IAS
4V
1
V
(
F
)
6V
3
V
(
F
)
4
4
V
7
V
PS
PS
2V
37V
4
2
V
No.1 T/G Bearing
L.O Cooler
62V
80V 76V
No.2 T/G Bearing
L.O Cooler
78V
(A)
(A)
79V
92V 93V
118V
No.1 Gen. Turbine
L.O Cooler
60V
(F)
70V
(F)
75V
(F)
58V
57V
(F)
53V
TIAH
IAS
74V
(F)
56V
(F)
52V
No.2 Gen. Turbine
L.O Cooler
Drain Cooler
For Engine Room
4
3
V
4
5
V
Chemical
Dosing
Tank
(20 L)
Main Central Cooling
Fresh Water Pump
(1,100 m
3
/h x 30 MTH)
No.1 No.2
Temporary Filter to be
Removed After Flushing CI
PI
CI
PI
134V
1
3
1
V
(
F
)
133V
1
3
2
V
(
F
)
No.1 No.2
PX
PIAL
IAS
46V
PI
13V
115V
126V
(A)
112V
1
2
2
V
91V 90V
Working Air
Compressor
TI
9
6
V
89V 88V
No.2 Control Air
Compressor
TI
9
5
V
87V 86V
No.1 Control Air
Compressor
TI
9
4
V
No.2 D/G Bearing
L.O Cooler
No.2 Diesel
Alternator
No.1 D/G Bearing
L.O Cooler
No.1 Diesel
Alternator
82V
84V 85V
83V
TX
TIAH
IAS
9
8
V
TX
TIAH
IAS
TI TI 16V 26V
55V
54V
137V
136V
25V 17V
18V
TX
TIAH
IAS
9
7
V
TI TI
No.2 Feed Water Pump
T/B L.O Cooler
Unit Cooler
For BLR Test Room
114V 111V
117V
TI TI
No.1 Feed Water Pump
T/B L.O Cooler
To Auxiliary
Central F.W Cooler
To Clean
Drain Tank
Aux. Central Cool
F.W Boost Pump
(150 m
3
/h x 30 MTH)
PX PS PS
1
3
5
V


2.4 Centralised Fresh Water Cooling System


The fresh water cooling pumps supplies fresh cooling water throughout the
engine room and cargo machinery area. There are two pairs of pumps set up
identically as duty / standby pairs, and these are Main Central Cooling Fresh
Water, Auxiliary Central Cooling FW Boost pumps

The pumps are set up as a duty standby pair. Two pressure switches on the
pumps common discharge line is used to start the standby and the duty pump
will be stopped after a predetermined time. A standby start can also be triggered
by duty pump failure. Duty pump failure includes unexpected loss of running
and starter failure. Any standby start will call for an alarm.

From a mimic panel, operators can start / stop the pumps as well as switching
duty and standby. Pressing the ON button will automatically set both pumps
to auto mode and the duty pump will be started. Pressing the OFF button will
stop the running pump and switch both pumps to manual mode. When
switching duty pumps, the standby will first start. When confirmed running, the
duty will be stopped and the duty standby indication will be switched.


Main Central C.F.W. Pumps: Shinko
No. of sets: 2
Model: SVA350M
Capacity: 1,100 m
3
/h X 30MTH

Aux. Central C.R.W. Booster Pump: Shinko
No. of sets: 2
Model: SVA125M
Capacity: 150 m
3
/h X 30MTH

Central F.W. Coolers: Alfa-Laval
No. of sets: 2
Type : Plate type
Heat Dissipation: 4,000,000 kcal/h
Heat Transfer Area: 294.4 m
2


Ensure the main sea water service system is in use, with cooling sea water being
provided to the fresh water coolers and both inlet and outlet valves to the cooler
to be placed in use are open.

l) Locally:

(1) Ensure that all the vent air valves on the fresh water cooling system
for return to the fresh water header expansion tank are open.
(2) Ensure that all system drain valves are closed.
(3) Open the inlet and outlet valves on the units to be cooled.
(4) Open the inlet and outlet valves on the cooler to be used.
(5) Open the suction and discharge valves on the CFW pumps, venting
off casings to ensure that the units are flooded.
(6) Start one of the pump CFW pump and check that it is operating
normally.
(7) Start the cooling fresh water pumps and check that it is operating
normally.
(8) Place each second pump in stand-by mode.
(9) Stop each of the pumps in turn to prove that the auto cut-in operates
correctly.
(10) Check all systems for leaks, and that the operating temperature is
normal.

2) Remotely:

(1) Ensure the pump discharge pressure is correct and that the
temperature is being maintained and observe that the temperature
control valve is operating satisfactorily.
(2) Start and stop the pumps at the remote position in the engine control
room.

4. Central Cooling Fresh Water Temperature Control
IAS
Central C.F.W.
Pumps
Fresh Water
Cooler
To M/T
PID
[Reverse]
PV SP
36
<FWC012>
OP
<FWC012I> <FWC014>
12V
<FWC013I>
Manual
Changeover
1-TX-1/23
M/Cent. F.W. CLR Out Cont.
From Cargo Mach.
C.F.W. Pumps
0%
(4 mA)
100%
(20 mA)
100%
0%
Valve
Position
Control Output

Regulate temperature of central cooling fresh water is done by manipulating 3 way
control valve automatically in accordance with measured central cooling fresh
water outlet temperature. One PID controller (FWC012) with one output signal
(FWC014) is provided in IAS. Manual operation of control valve from IAS is
available. The IAS provides one output signal to field elements (I/P converter).
When PV increases, PID controller decreases OP and changes to cooler use side. In

IAS
Tag No.
Description Setting
FWC027SW AUX. FW CLR OUT TEMP H 40
FWC032SW D/G FW CLR OUT TEMP H 80
FWC012SW M CENT FW CLR OUT TEMP H 40
DG015 DG 1 ALT A/C FW OUT TEMP H 45
DG081 G/E 1 BRG LO CLR FW OUT TEMP H 45
DG011 G/E 1 FW COOL OUTLET TEMP H 90
DG082 G/E 2 BRG LO CLR FW OUT TEMP H 45
DG016 DG 2 ALT A/C FW OUTLET TEMP H 45
DG012 G/E 2 FW COOL OUTLET TEMP H 90
TG094 1 T/G AIR CLR WTR TEMP H 45
TG096 2 T/G AIR CLR WTR TEMP H 45


Illustration 2.5a Boiler Water Sampling and Treatment System

PI
LG
PI
LS
TI TI TI
LS
Water Drum
Steam Drum
M-114V
From Auxiliary Condensate
Water System
To Atmos.
Drain Tank
To Clean
Drain Tank
From Boiler Feed Pump
Recirculating Line
S
u
r
f
a
c
e
B
l
o
w
-
o
f
f

L
i
n
e
Bottom
Blow-off
Line
68B 67B
16B 62B
904V
15B 61B
65B 64B
S
u
r
f
a
c
e
B
l
o
w
-
o
f
f

L
i
n
e
Bottom
Blow-off
Line
No.2 Main Boiler
68B 67B
16B 62B
903V
902V
901V
15B 61B
65B 64B
69B
6
9
B
69B SF-3
SF-5
66B
66B SF-1
SF-2
SF-4
Key
Condensate/Chemical Feed Line
Drain Line
Water Drum
Steam Drum
6
9
B
SF-6
No.1 Main Boiler
Boiler Water Chemical
Injection Unit
S
a
m
p
l
i
n
g

C
o
o
l
e
r
FI
C
PH
S
a
m
p
l
i
n
g

C
o
o
l
e
r
FI
C
PH
S
a
m
p
l
i
n
g

C
o
o
l
e
r
FI FI
PH
C
TI
FI FI
PH
C
Pump Discharge
From Main Feed Water
Pump Discharge
Cooling Water
Pump
Boiler Water Analysis Unit
ORI-17
ORI-16
LG
From Main
Condensate Pump
M
PI PI
LS
N2H4 Injection Unit
LG
M
Deaerator
(30 m
3
)
To Boiler Feed Pump
M
-
2
0
1
V
M
-
2
0
2
V
3
0
2
V
Hydrazine
Mixing Tank
(0.3 m
3
)
Chemical
Feed Tank
(150 L)
2 1 2 1
(15 L/H x 8 MPa)
(3.5 L/H x
0.8 MPa)
Chemical
Feed Tank
(150 L)
3
0
3
V


2.5 Boiler Water Sampling and Treatment Systems


Chemical analysis and treatment of feed water is undertaken to prevent
corrosion and scale formation in the main boilers and degradation of the steam
quality. Inadequate or incorrect treatment can result in severe damage to the
boilers, and constant monitoring is necessary to give an early indication of
possible contamination of the feed water.

Chemical treatment and analytical tests must be undertaken in accordance with
the detailed instructions given by the chemical supplier and the water
characteristics maintained within the ranges specified. Test results are to be
recorded in a form that enables trends and the effect of treatment to be
monitored.

The dissolved solids in the boiler water are controlled by use of scum lines in
the steam drum and/or water drum blow down valves in the water drum,
through which these impurities are discharged overboard. These systems are an
integral part of the boiler water treatment.

The main water analyser unit has permanent sample lines fitted, which are led
through coolers to permanent test meters.

- No.1 Boiler water drum out
- No.2 Boiler water drum out
- Main feed water pump discharge
- Main condensate pump discharge

All the coolers use the fresh water cooling system as their supply.

The hydrazine injection unit provides a continuously metered supply of
hydrazine into the feed pump suction line. The hydrazine is used as an oxygen
scavenger in the system. The unit consists of a tank, which is filled with a
mixture of distillate water supplied from the main condensate pumps and
hydrazine compound. They are mixed in the tank using an agitator, and the
resulting mix is injected into the feed line through either of the two pumps
supplied. The stroke of these pumps can be adjusted to give correctly metered
amounts into the system.

The boiler chemical dosage unit consists of two tanks, normally one for each
boiler. Chemicals are poured into the tanks and mixed by an agitator before
being injected into the boiler steam drum through its chemical injection valves.
The pumps are of a reciprocating type and their stroke can be adjusted to meter
the time the chemical takes to enter the boiler. Should one pump become faulty,
it is possible to use the other pump to inject to either boiler. The pumps have a
non-return valve on their discharge side to prevent boiler pressure being present
in the tank. Any blockage in the system will cause the relief valve on the
discharge side of the pumps to lift, returning the chemicals back into the tank.

2. Water Specification: (boiler manufacturers figures)

NOTE
The following information is given for general guidance only. Reference
must be made to the specific instructions from the boiler chemical
supplier regarding final data for chemical treatment of the boilers and
feed water.

Low boiler water pH may be the result of pollution by sea water or lack of
adequate phosphate treatment. A return to the normal state is required at the
earliest opportunity. A tendency for a rise in the boiler water analysis figures
towards the maximum range, with the exception of hydrazine, may also be the
result of contamination by sea water or insufficient blow down of the boilers.

Low or inadequate dosage of ammonia or neutralizing amine may cause a feed-
water pH of 8.5 or less. This should be rectified at the earliest opportunity. Too
high a dosage of ammonia or neutralizing amine, resulting in a pH in excess of
10, may not be detrimental to the steelwork in the system, though it is not
recommended and system levels should be reduced into the range.

Increase in hardness and/or sodium results from sea water contamination, and
should be rectified as soon as possible. Iron contamination is a result of too low
a pH and/or excess dissolved oxygen. If the oxygen level increases, the source
of contamination is to be located and rectified as soon as possible and hydrazine
dosage increased until the feed water content returns within limits.

Contamination by organic matter cannot be rigorously defined, as potential
contaminants are diverse. Any source of oil contamination must be identified
and isolated as soon as possible, with the use of the scum valves on the drain
inspection tank used to clear any accumulation found in the tank.

1) Boiler Water Characteristics Normal

pH @ 25C 9.6~10.3
Conductivity 400 S/mm
Total dissolved solids <200ppm
Chlorides 20ppm
Phosphates 10~20ppm
Silica 3ppm

2) Feed Water Characteristics

pH @ 25C 8.0~9.0ppm
Total hardness 0.0ppm
Dissolved Oxygen 0.02cc/litre
Hydrazine > 0.01ppm


1) Sampling

The following information applies to whichever of the sample units is being
used.

(1) Check that the cooling water lines from the fresh water cooling
system to the individual sampling coolers are open. Check the
individual cooler outlet flow meters, to ensure that the correct
amount of cooling medium is present.

(2) Ensure the cooler outlet valve to the sensing units is closed, and
open the by pass valve to the drain line to the scupper system.

(3) Open the inlet valve to and outlet valve from the cooler, allowing
the line to be tested to flow through the cooler. Allow several
minutes to pass while the line is drained of any standing water,
which may be present from previous use. Some of these lines cover
large distances and must be allowed time to clear. Ensure that a
water sample is taken of the water presently in the system.

(4) Check the thermometer in the line to ensure that the sample is at the
correct temperature. A sample taken while the temperature is too
high may not be tested satisfactorily, as the test chemicals
themselves are only rated at certain temperatures.

(5) Once the line has cleared and the temperature is correct, the by pass
valve may be closed and the valve to the test analyser units opened.
Check individual flow meters to ensure the correct water flows
through the sensors.

(6) Manual samples may be taken from the by pass line.

Caution
Boiler water samples are taken from the water drum and are thus
consequently at a high pressure and temperature. Great care should be
taken whenever these valves to the sample unit are opened. This must
be done slowly.

If any samples are also to be taken from the analyser unit meters, then clean dry
flasks with stoppers are to be used. The flask should be filled to overflowing and
stopped to prevent any ingress of oxygen while the flask is standing awaiting
testing.

Illustration 2.5a Boiler Water Sampling and Treatment System

PI
LG
PI
LS
TI TI TI
LS
Water Drum
Steam Drum
M-114V
From Auxiliary Condensate
Water System
To Atmos.
Drain Tank
To Clean
Drain Tank
From Boiler Feed Pump
Recirculating Line
S
u
r
f
a
c
e
B
l
o
w
-
o
f
f

L
i
n
e
Bottom
Blow-off
Line
68B 67B
16B 62B
904V
15B 61B
65B 64B
S
u
r
f
a
c
e
B
l
o
w
-
o
f
f

L
i
n
e
Bottom
Blow-off
Line
No.2 Main Boiler
68B 67B
16B 62B
903V
902V
901V
15B 61B
65B 64B
69B
6
9
B
69B SF-3
SF-5
66B
66B SF-1
SF-2
SF-4
Key
Condensate/Chemical Feed Line
Drain Line
Water Drum
Steam Drum
6
9
B
SF-6
No.1 Main Boiler
Boiler Water Chemical
Injection Unit
S
a
m
p
l
i
n
g

C
o
o
l
e
r
FI
C
PH
S
a
m
p
l
i
n
g

C
o
o
l
e
r
FI
C
PH
S
a
m
p
l
i
n
g

C
o
o
l
e
r
FI FI
PH
C
TI
FI FI
PH
C
Pump Discharge
From Main Feed Water
Pump Discharge
Cooling Water
Pump
Boiler Water Analysis Unit
ORI-17
ORI-16
LG
From Main
Condensate Pump
M
PI PI
LS
N2H4 Injection Unit
LG
M
Deaerator
(30 m
3
)
To Boiler Feed Pump
M
-
2
0
1
V
M
-
2
0
2
V
3
0
2
V
Hydrazine
Mixing Tank
(0.3 m
3
)
Chemical
Feed Tank
(150 L)
2 1 2 1
(15 L/H x 8 MPa)
(3.5 L/H x
0.8 MPa)
Chemical
Feed Tank
(150 L)
3
0
3
V

2) Boiler Compound Injection Unit

Chemicals are injected into the boiler steam drum, under its water level.
This is done so the natural water circulation system within the boiler will
move the chemicals around the boiler and ensure an even distribution.

(1) With all valves on the unit closed, open the drain valve and
ensure the tank is empty of any water or previous chemicals.
Then close the drain valve.

(2) Put the chemicals in the tank and fill the unit with water
provided from the main condensate line. Use the agitator to
ensure the chemicals are well mixed with the water.

(3) Open the two chemical injection valves on the boiler.

(4) Open the pump suction and discharge valves and start the pump.
Once running, adjust the stroke of the pump as required to allow
the chemicals into the boiler over a period of time.

(5) On completion, close all the valves and drain the tank.

3) Boiler Blow Down

Boiler blow down, through the valves on the water drum, imposes a
considerable load on the unit, and must only be undertaken with the boiler
in low load conditions. If in port, the duty deck officer should be contacted,
to ensure the discharge from the ships side will not be dangerous.

(1) Open the ships side valve and double shut off valve fully, 901V,
903V No.2 boiler, 902V, 904V No.1 boiler.

(2) Slowly open the master blow down valve fully, 65B port, 65B
starboard side and crack open the intermediate valve 64B port,
64B starboard side. Adjust the intermediate valve to control the
blow down rate.

(3) As the blow down process is continuing, continually monitor the
boiler water level and ensure this is being maintained and the feed
pump discharge is coping with the extra load.

(4) On completion, close the intermediate and master blow down
valves, then the ships side valve.

Note
More frequently boiler impurities are discharged overboard via the scum
valves on the steam drum. As this line is relatively small in diameter, this
system can be used with the boiler on higher loads.


Illustration 2.6.1a Fuel Oil Bunkering and Transfer System

CI
PI
CI PI
CI
CI
PI
PI
Upper Deck
Key
Drain Line
Air Line
Diesel Oil Line
Fuel Oil Line
AFT H.F.O.
Bunker Tank (P)
(353.5 m
3
)
LX
LIAHL
IAS
59V
TX
TIAH
IAS
H.F.O
Settling Tank (P)
(540 m
3
)
LX
LIAHL
IAS
58V
LS
H
For H.F.O Transfer
Pump Auto Stop
LS
For H.F.O
Transfer
Pump
Auto Start
For H.F.O
Transfer
Pump
Auto Start
Low Sulphur
F.O Tank (P)
(293.2 m
3
)
LX
LIAHL
IAS
57V
TX
TIAH
IAS
TX
TIAH
IAS
3V
17V
52V
LS
IAS
LS IAS
7
7
V
IAS
2V
F-203V
19V
LS
IAS
46V
LS
IAS
71V
73V
75V
F
-
2
0
4
V
F
-
2
9
7
V
H.F.O Overflow
Tank (70 m
3
)
9
V
To Main
Boiler
12V
1S
(32 Mesh)
To M.D.O
Purifier
To Oily Bilge Tank
DPI
49V
50V
DPI-I
Duplex
Pressure
Gauge
Near
3rd
Deck
3
S
G
10V
11V
3
2
V
(
A
)
(
A
)
2
5
V 37V
82V
3
4
V
(
A
)
(
A
)
(32 Mesh)
4
S
H.F.O Transfer Pump
(50 m
3
/h x 0.4 MPa)
M
.
D
.
O

T
r
a
n
s
f
e
r

P
u
m
p
(
3
0

m
3
/
h

x

0
.
4
5

M
P
a
)
Incinerator M.D.O
Service Pump
(2 m
3
/h x 0.25 MPa)
(Overflow)
F.O Additive
Dosing Pump
(2 m
3
/h x 0.3 MPa)
M.D.O Storage
Tank
(100 m
3
)
26V
LX
LIAHL
IAS
20V
2
7
V
2
9
V
3
6
V
8
1
V
6
V
G/E M.D.O
Service Tank
(30 m
3
)
28V
LX
LIAHL
IAS
18V
LS
H
For M.D.O Transfer
Pump Auto Stop
From/To M.D.O
Bunker Station
6
2
V
4
S
G
2
S
G
1
S
G
Near
I.G.G. M.D.O
Service Tank
51V
7V
LS
LAH
IAS
F.O Drain
Tank (1.0 m
3
)
8V
LS
LAH
IAS
From Boiler F.O Burner
Coaming Drain
From M.D.O Purifier
From I.G.G F.O Pump
Coaming Drain
From G/E F.O Service
Pump Coaming Drain
Coaming Drain
From Incinerator M.D.O
Service Tank Coaming Drain
To I.G.G
M.D.O Pump
T
o

I
n
c
i
n
e
r
a
t
o
r
M
.
D
.
O

S
e
r
v
i
c
e

T
a
n
k
Return From I.G.G
M.D.O Pump
Em'cy G/E Room
I.G.G M.D.O
Service Tank
(70 m
3
)
35V
84V
83V
Sett.
0.33 MPa
LX
LIAHL
IAS
16V
LS
IAS
78V
3
9
V
4
8
V
(
A
)
(
A
)
Service Tank Overflow
Near G/E
M.D.O. Serv.
Deck
44V
(
A
i
r

V
e
n
t
/
O
v
e
r
f
l
o
w
)
(
A
i
r

V
e
n
t
/
O
v
e
r
f
l
o
w
)
87V
88V
1
3
V
AFT H.F.O.
Bunker Tank (S)
(462.2 m
3
)
LX
LIAHL
IAS
54V
TX
TIAH
IAS
H.F.O
Settling Tank (S)
(535.5 m
3
)
LX
LIAHL
IAS
55V
LS
H
For H.F.O Transfer
Pump Auto Stop
LS
Low Sulphur
F.O Tank (S)
(205.7 m
3
)
LX
LAHH
IAS
56V
TX
TIAH
IAS
TX
TIAH
IAS
1V
23V
53V
LS
IAS
IAS
4V
F-201V
21V
LS
IAS
43V
LS
IAS
72V
74V
76V
F
-
2
0
2
V
F
-
2
9
8
V
(
A
)
To Main
Boiler
To/From H.F.O
Bunker Station
86V
89V
65V
1
4
V
F.O/M.D.O Drain
From Bunker Station
68V
30V
66V
41V
F.O
Additive
Tank
(3.0 m
3
)
4
5
V
Em'cy G/E
M.D.O Tank
Sett.
0.5 MPa
2S
(32 Mesh)
1ST
2SF
3S


2.6 Fuel Oil and Fuel Gas Service Systems

2.6.1 Fuel Oil Bunkering and Transfer Systems


1) Boiler Fuel Oil System

The AFT HFO tank (P) (capacity 353.5 m
3
) , AFT HFO tank (S)
(capacity 462.2 m
3
), Low Sulphur FO Tank(P)(capacity 293.2 m
3
), Low
Sulphur FO Tank(S)(capacity 205.7m
3
), are situated on either side of
the engine room. The two settling tanks are located above their
respective bunker tanks, HFO Settling Tank(P) (Capacity 540 m
3
),
HFO Settling Tank(S) (Capacity 535.5 m
3
).

Normally, fuel oil is supplied to the boilers from the settling tanks, in
which the fuel oil is allowed to stand for 24 hours. Any entrained water
is allowed to settle out and is drained from the tanks to the fuel oil drain
tank through a spring loaded self-closing valve.

The settling tanks are kept filled as necessary by transferring oil from
the bunker tanks, using the engine room fuel oil transfer pump. The
transfer pumps can take suction from any of the fuel oil tanks, and
discharge to any of them as well as to the main deck.

The marine diesel oil transfer pump can also be used to transfer diesel
oil to the main deck and D.O service tank, and in case of emergency it
can be used to transfer heavy fuel oil after changing over spectacle
flanges. However, great care should be taken if doing so to prevent
contamination of the diesel oil system by heavy fuel oil.

The MDO transfer pump can take suction from the MDO storage tank
and discharge to the main deck line and IGG DO service tank and G/E
MDO service tank

The Incinerator MDO service pump can take suction from the G/E
MDO service tank and discharge to the Incinerator MDO service tank
and emergency G/E MDO service tank.

All the fuel oil pumps (transfer and service) are gear type driven by
electric motors.

The two aft bunker tank, two low sulphur fuel tank and settling tanks are
steam heated, .

The settling tanks each have a control valve to maintain a fuel oil
temperature. All the lines to and from the tanks have steam tracing to
maintain line temperatures.

Overflows from settling tanks are led to the overflow tanks. When the
each bunker tanks level high limit switch activated the bunker tanks
filling valves are automatically closed.

Drains from save-alls around equipment using either heavy fuel oil or
diesel are led to the fuel oil drains tank, where a level alarm will sound
to indicate a leak in the system.

The suction valves from the bunker and settling tanks are fitted with
remotely operated quick closing valves. These can be closed from a
remote fire station. After being operated they have to be reset manually.

All storage tanks, both heavy fuel oil and diesel oil, are fitted with a
float type air vent pipe with flame screens to prevent tank pressurization.

The engine room fuel oil transfer pump can be used in auto mode, where
a low level switch in the fuel oil settling tank will initiate the pump to
run and a high level switch will cause the pump to auto-stop.

2) Diesel Oil System

(1) Marine Diesel Oil system supplies fuel to:

- Incinerator
- Boiler when in cold condition
- Diesel generator engine
- IGG
- Emergency G/E

MDO storage tank, G/E MDO service tank and IGG MDO service tank
are fitted with high level alarms, with any overflow going to the fuel oil
overflow tank.


H.F.O Transfer Pump: Taiko
No. of sets: 1
Model: VG-50MAB
Capacity: 50 m
3
/h x 0.4MPa

MDO Transfer Pump: Taiko
No. of sets: 1
MODEL: HG-35MAB
Capacity: 30 m
3
/h x 0.4MPa

Incinerator MDO service Pump Taiko
No. of sets: 1
MODEL: WL-4M
Capacity: 2 m
3
/h x 0.25MPa

FO Additive Dosing Pump: Taiko
No. of sets: 1
Model: NHG-2.5MAB
Capacity: 2 m
3
/h x 0.3MPa

3. Operating Procedure

1) To Transfer Fuel Oil from H.F.O Settling Tank

(1) Put steam heating on the aft fuel tanks and ensure the temperature is
raised for easy pumping.
(2) Ensure blinds are fitted to manifold valves and that valves are closed.
Open the deck line valves and inlet valves on tanks to be filled.
(3) Ensure the aft tank filling valves are closed and open the pump
discharge valve.
(4) Open the suction, discharge valves of the pump, ensuring that the line is
filled by testing the vent valve on the suction filter.
(5) Start the pump with the relief/bypass valve partly open and, once oil is
flowing, set the valve to give optimum discharge pressure.
(6) Have personnel inspecting the line throughout transferring, ensuring
that there is no leakage and that they are able to stop the transfer
immediately should any problems occur.
(7) As the transfer continues, continuously monitor the levels in the forward
fuel tank as well as the tanks being filled.

4. Fuel Oil Transfer System IAS Display


Illustration 2.6.1a Fuel Oil Bunkering and Transfer System

CI
PI
CI PI
CI
CI
PI
PI
Upper Deck
Key
Drain Line
Air Line
Diesel Oil Line
Fuel Oil Line
AFT H.F.O.
Bunker Tank (P)
(353.5 m
3
)
LX
LIAHL
IAS
59V
TX
TIAH
IAS
H.F.O
Settling Tank (P)
(540 m
3
)
LX
LIAHL
IAS
58V
LS
H
For H.F.O Transfer
Pump Auto Stop
LS
For H.F.O
Transfer
Pump
Auto Start
For H.F.O
Transfer
Pump
Auto Start
Low Sulphur
F.O Tank (P)
(293.2 m
3
)
LX
LIAHL
IAS
57V
TX
TIAH
IAS
TX
TIAH
IAS
3V
17V
52V
LS
IAS
LS IAS
7
7
V
IAS
2V
F-203V
19V
LS
IAS
46V
LS
IAS
71V
73V
75V
F
-
2
0
4
V
F
-
2
9
7
V
H.F.O Overflow
Tank (70 m
3
)
9
V
To Main
Boiler
12V
1S
(32 Mesh)
To M.D.O
Purifier
To Oily Bilge Tank
DPI
49V
50V
DPI-I
Duplex
Pressure
Gauge
Near
3rd
Deck
3
S
G
10V
11V
3
2
V
(
A
)
(
A
)
2
5
V 37V
82V
3
4
V
(
A
)
(
A
)
(32 Mesh)
4
S
H.F.O Transfer Pump
(50 m
3
/h x 0.4 MPa)
M
.
D
.
O

T
r
a
n
s
f
e
r

P
u
m
p
(
3
0

m
3
/
h

x

0
.
4
5

M
P
a
)
Incinerator M.D.O
Service Pump
(2 m
3
/h x 0.25 MPa)
(Overflow)
F.O Additive
Dosing Pump
(2 m
3
/h x 0.3 MPa)
M.D.O Storage
Tank
(100 m
3
)
26V
LX
LIAHL
IAS
20V
2
7
V
2
9
V
3
6
V
8
1
V
6
V
G/E M.D.O
Service Tank
(30 m
3
)
28V
LX
LIAHL
IAS
18V
LS
H
For M.D.O Transfer
Pump Auto Stop
From/To M.D.O
Bunker Station
6
2
V
4
S
G
2
S
G
1
S
G
Near
I.G.G. M.D.O
Service Tank
51V
7V
LS
LAH
IAS
F.O Drain
Tank (1.0 m
3
)
8V
LS
LAH
IAS
Coaming Drain
From M.D.O Purifier
From I.G.G F.O Pump
Coaming Drain
From G/E F.O Service
Pump Coaming Drain
Coaming Drain
Service Tank Coaming Drain
To I.G.G
M.D.O Pump
T
o

I
n
c
i
n
e
r
a
t
o
r
M
.
D
.
O

S
e
r
v
i
c
e

T
a
n
k
Return From I.G.G
M.D.O Pump
Em'cy G/E Room
I.G.G M.D.O
Service Tank
(70 m
3
)
35V
84V
83V
Sett.
0.33 MPa
LX
LIAHL
IAS
16V
LS
IAS
78V
3
9
V
4
8
V
(
A
)
(
A
)
Service Tank Overflow
Near G/E
M.D.O. Serv.
Deck
44V
(
A
i
r

V
e
n
t
/
O
v
e
r
f
l
o
w
)
(
A
i
r

V
e
n
t
/
O
v
e
r
f
l
o
w
)
87V
88V
1
3
V
AFT H.F.O.
Bunker Tank (S)
(462.2 m
3
)
LX
LIAHL
IAS
54V
TX
TIAH
IAS
H.F.O
Settling Tank (S)
(535.5 m
3
)
LX
LIAHL
IAS
55V
LS
H
For H.F.O Transfer
Pump Auto Stop
LS
Low Sulphur
F.O Tank (S)
(205.7 m
3
)
LX
LAHH
IAS
56V
TX
TIAH
IAS
TX
TIAH
IAS
1V
23V
53V
LS
IAS
IAS
4V
F-201V
21V
LS
IAS
43V
LS
IAS
72V
74V
76V
F
-
2
0
2
V
F
-
2
9
8
V
(
A
)
To Main
Boiler
To/From H.F.O
Bunker Station
86V
89V
65V
1
4
V
F.O/M.D.O Drain
From Bunker Station
68V
30V
66V
41V
F.O
Additive
Tank
(3.0 m
3
)
4
5
V
Em'cy G/E
M.D.O Tank
Sett.
0.5 MPa
2S
(32 Mesh)
1ST
2SF
3S

(8) When the receiving tank is at the required level, stop the transfer and
close all valves on the pump and tanks. Check all tank levels, and
record amounts transferred and received.

2) Diesel Oil Transfer from MDO storage tank to G/E MDO service tank

(1) Open the following valves:

- G/E MDO Service tank filling valve 34V

- Quick closing valves from the storage tank 27V

- Pump suction valve 32V

(2) Vent off any air at the pump suction filter.

(3) Start the pump and monitor the service tank filling.

(4) On completion, stop the pump and close all valves. Note and record
the quantities transferred with current tank levels.

3) Diesel Oil Transfer from MDO storage tank to IGG MDO service tank

(1) Open the following valves:

- IGG MDO Service tank filling valve 78V

- Quick closing valves from the storage tank 27V

- Pump suction and discharge valves 32V, 25V

(2) Vent off any air at the pump suction filter.

(3) Start the pump and monitor the service tank filling.

(4) On completion, stop the pump and close all valves. Note and record
the quantities transferred with current tank levels.


IAS
Tag No.
Description Setting
FO016 (P) A HFO BUNK TK LEVEL H 15.97m
FO015 (P) A HFO BUNK TK TEMP H 80
FO029 (P) F HFO BUNK TK LEVEL H 15.97m
FO031 (P) F HFO BUNK TK TEMP H 80
FO022 (P) LOW SULPHUR FO TK LEVEL H/L 15.97/0.5m
FO025 (P) LOW SULPHUR FO TK TEMP H 80
FO008 (P) HFO SETT TK LEVEL H/L 15.97/0.5m
FO007 (P) HFO SETT TK TEMP H 80
FO013 (S) A HFO BUNK TK LEVEL H 15.97m
FO014 (S) A HFO BUNK TK TEMP H 80
FO028 (S) F HFO BUNK TK LEVEL H 15.97m
FO030 (S) F HFO BUNK TK TEMP H 80
FO023 (S) LOW SULPHUR FO TK LEVEL H/L 15.97/0.5m
FO024 (S) LOW SULPHUR FO TK TEMP H 80
FO006 (S) HFO SETT TK LEVEL H/L 15.97/0.5m
FO001 (S) HFO SETT TK TEMP H 80
MDO005 DG MDO SEV TK LEVEL L 0.45m
MDO001 MDO STORAGE TK LEVEL H/L 10.65/0.45m


Illustration 2.6.2a Diesel Oil Purifying and G/E Fuel Oil System

PX
PIAL
MC
CI PI
Key
Drain Line
Air Line
Diesel Oil Line
To Boiler F.O
Pump Suction
From M.D.O
Storage Tank
1
2
6
V
1
0
1
V
FI
IAS
G/E M.D.O
Service Tank
(30 m
3
)
1
0
2
V
137V
1
0
3
V
(
A
)
1
0
4
V
118V 115V
1
0
5
V
FI
CI
1
2
1
V
PI
1
2
3
V
138V
129V
(F)
120V
(A) (A)
(A) (A)
1
4
3
V
1
2
7
V
1
2
8
V
(
A
)
(
A
)
132V
131V
(F)
1
3
0
V
133V
CI
1
2
2
V
LS
PI
1
2
4
V
PS
1
0
9
V
G/E M.D.O Service Pump
(2.88 m
3
/h x 0.4 MPa)
M.D.O Purifier
Supply Pump
(3 m
3
/h x 0.3 MPa)
No.2
No.1
IAS
LS
LAH
MC
DPS
DPI
To Oily Bilge Tank
No.2 Generator Engine
(Hyundai-B&W Model : 7L27/38)
Fuel Leakage
Alarm Box
To F.O Drain Tank
S
Control
Air
M.D.O
Purifier
(3,000 L/H)
Sludge Tank
(10 m
3
)
1
3
6
V
11S
(60 Mesh)
F
i
n
n
e
d

T
u
b
e
P
i
p
e

(
1
0
0
A
)
Near G/E M.D.O
Service Tank Top
Near 2nd
Deck
To F.O.
Drain Tank
Running in Filter
106V
PX
PIAL
MC
114V
LS
LAH
MC
DPS
Fuel Leakage
Alarm Box
Running in Filter
111V
LM
MM
12S
(32 Mesh)
140V
141V


2.6.2 DO Purifying and G/E Fuel Oil System


The purifier feed pump can take suction from the storage tank and service tank,
which, after the purification process, discharges to the diesel oil service tank.

Waste oil from the purifier flows into the fuel oil sludge tank, under the base of
the purifier. The sludge pump can pump this tank out.

Excess line pressure in the system is protected by a spring-loaded regulating
valve, which re-circulates the oil back to the return chamber.

Both service and storage tank suction valves are of the spring-loaded, quick
closing type, and can be operated remotely should an emergency situation arise.


M.D.O. Storage Tank: 100 m
3

G/E M.D.O. Service Tank: 30 m
3

Sludge Tank: 10 m
3

M.D.O. Purifier Supply Pump: Taiko
No. of sets: 1
Model: NHG-4MAB
Capacity: 3m
3
/h x 0.3MPa

M.D.O Purifier: Samgong
Model: SG20G
Type: Automatic Self-Cleaning Total
disch.
No. of sets: 1
Capacity: 3000L/h

3. Operating Procedure of Purifier System

The operation and running of the diesel oil purifier should be undertaken
with reference to the manufacturers instruction manual.

1) Open and set the storage tank suction line quick closing valve
(27V) to the purifier inlet. MDO service tank suction line quick
closing valve (126V)

2) Open the inlet line suction valve to the filter and vent off to ensure
that the line is flooder DO open the purifier discharge valve to the
service tank.

3) Run up the purifier as per manufacturers instructions and ensure
that the service tank level is rising.

4) Monitor the purification process. Set up the cut-out process of the
purifier on the service tank level and check that the unit stops
when the required level is reached. Test the purifier alarms to
prove that all are operational.
4. Diesel Generator Fuel Oil System

The operation of the diesel generator should be done in conjunction
with the manufacturers instruction manual. The following outlines the
use of the fuel system.

1) Open the quick closing valve (101V) on the service tank to the
generator engine.

2) Check the line suction filters and vent off any air at the cock,
ensuring they are closed on completion.

3) Open the inlet (103V) and outlet (104V) valves to the counter/flow
meter.

4) Open the following valves:

- Service pump suction and discharge valves
- Duplex strainer in use inlet and outlet valves
- D/G inlet and return line valves

5) Start the generator engine and monitor the differential pressure
across the suction filters, as well as the spill line pressure.

6) Check the flow meter and counter is operating correctly.

5. D/G Fuel System IAS Display


Illustration 2.6.3a Boiler Fuel Oil & Fuel Gas Service System

TI
TI
TI
TI
GD
Gas
Detector
GD
Gas
Detector
TI
TX
For Performance
Monitor
TX
TX
PI
CI
TS
TX IAS
TX IAS
BCP
TI
TX
Key
Fuel Oil Line
Drain Line
Methane Vapour Line
Nitrogen Line
Air Line
From Seal
Air Fan
From Seal
Air Fan
From Seal
Air Fan
LS
223B
LS
225B
LS
No.3 Burner
214B
2
1
3
B
LS
214B
LS
211B
LS
223B
LS
225B
LS
Base Burner 217B
214B
2
1
3
B
LS
214B
LS
LS
2
1
2
B
LS
2
0
7
B
223B
LS
225B
LS
2
2
1
B
LS
To F.O
Drain Tank
(Burner Coaming)
(Burner Coaming)
No.2 Burner
LS
214B
2
1
3
B
LS
214B
LS
380B
216B
217B
216B
217B
216B
Control
Air
IAS
208B
2
9
2
V
2
9
0
V
252B
O
R
I
-
2
8
ORI-27
3
9
0
B
ORI-25
ORI-26
T
o

N
o
.
4
V
e
n
t

R
i
s
e
r
218B
PIAHL
IAS
ESA
IAS
ESA
H L
IAS
2
9
3
V
2
9
1
V
270V
274V
FX
DPX DPX
276V
2
7
5
V
2
7
1
V
272V
277V 273V
Furnace
From N
2
Generator
TX
TIAHL
IAS
1
8
9
B
1
8
9
B
222B
LS
242V 241V 285V 284V
(A)
243V
Control
Air
I
P
BCP
IAS
IAS 220B
232B
2
7
9
V
Plug
286V
FI
PX
PS
PI
204B
257B
PX
TS
F.O Temp.
Low Trip
224B
257B
PIAL
IAS
TIAHL
IAS
PAL
IAS
TI
IAS
DPAH
IAS
PIAHL
IAS
TI
TX
LS
223B
LS
225B
LS
No.3 Burner
214B
2
1
3
B
LS
214B
LS
211B
LS
223B
LS
225B
LS
Base Burner
217B
214B
2
1
3
B
LS
214B
LS
LS
2
1
2
B
LS
2
0
7
B
223B
LS
225B
LS
2
2
1
B
LS
No.2 Burner
LS
LS
214B
2
1
3
B
LS
214B
216B
217B
216B
217B
216B
Control
Air
IAS
208B
2
6
7
V
2
8
7
V
252B
O
R
I
-
2
4
O
R
I
-
2
1
ORI-29
3
9
0
B
ORI-23
ORI-22
218B
ESA
IAS
ESA
H L
IAS
2
6
9
V
2
8
9
V
258V
FX
DPX DPX
2
6
3
V
2
5
9
V
260V
Furnace
TX
TIAHL
IAS
222B
LS
239V 238V 282V 281V
(A)
240V
Control
Air
I
P
BCP
IAS
IAS 220B
232B
2
7
8
V
Plug
283V
FI
PX
TS
F.O Temp.
Low Trip
224B
257B
TIAHL
IAS
265V
264V
261V
PIAHL
IAS
TIALH
IAS
262V
Boil-off
Gas
NG-76 NG-75
G
-
3
3
V
PI
PI
190B
295V
PX
PX
BCP
IAS
Viscosity Control
Temperature Control
217V
PX
PS
2
0
8
V
2
3
6
V
BCP
296V
PX
G
-
3
4
V
2
5
3
V
PS
For Safety for
Gas Temp.
Low Trip
F
-
4
6
V
2
2
1
V
2
2
3
V
2
3
4
V
(
A
)
232V
233V
(A)
(A)
F
-
6
8
V
F
-
4
3
V
F
-
6
6
V
To H.F.O
Transfer Pump
To F.O
Drain Tank
AFT H.F.O.
Bunker
Tank (P)
(353.5 m
3
)
H.F.O
Settling
Tank (P)
(540 m
3
)
Low Sulphur
F.O Tank (P)
(293.2 m
3
)
AFT H.F.O.
Bunker
Tank (S)
(462.2 m
3
)
H.F.O
Settling
Tank (S)
(535.5 m
3
)
Low Sulphur
F.O Tank (S)
(205.7 m
3
)
F
.
O

R
e
t
u
r
n
P
i
p
e

(
2
5
0
A
)
237V
2
1
8
V
2
1
9
V
C
o
n
t
r
o
l
A
ir
I
P
2
1
5
B
2
2
0
V
2
1
2
V
2
0
7
V
F-14V
F-13V
2
1
4
V
2
1
3
V
215V
PI
CI
Boiler F.O
Service Pump
(12.6 m
3
/h x 2.8 MPa)
From G/E M.D.O
Service Tank
N
o
.
2
N
o
.
1
N
o
.
1

B
o
i
l
e
r

F
.
O
H
e
a
t
e
r

(
1
9
3
B
)
194B
PI
190B
2
2
2
V
(
A
)
2
2
4
V
N
o
.
2

B
o
i
l
e
r

F
.
O
H
e
a
t
e
r

(
1
9
3
B
)
194B
191B 191B
245V
2
0
2
V
2
0
4
V
247V
375B
F.O Chamber
PX
PIAL
IAS
22S
(60 Mesh)
21S
(60 Mesh)
V
i
s
c
o
r
a
t
o
r
To H.F.O
Transfer Pump
To F.O Heater
Temperature
Control Valve
F-3V
203V
201V
F-1V
205V
2
1
1
V
(
A
)
2
1
0
V
(
A
)
FI
For
Performance
Monitor
2
0
9
V
Duplex
Pressure
Gauge
To H.F.O Transfer Pump
No.2 Main
Boiler
[Boiler Hood Room]
No.1 Main
Boiler
S
F
-
2
230V
S
F
-
1
231V
AFT
Side Wall
Extraction Fan
(60 m
3
/min. x 40 mmAq) No.1 No.2
From Seal
Air Fan
From Seal
Air Fan
From Seal
Air Fan
G
a
s

h
e
a
d
e
r

(
3
0
0
A
)
G
a
s

h
e
a
d
e
r

(
3
0
0
A
)
Pump Change Over
DPX
226V
227V
228V
229V
Drain Valve &
Press. Gauge to
be Provided on
Each Strainer
Differential
Press. Gauge
DPI
DPS
DPI
IAS
2
9
8
V
(
A
)
2
9
7
V
216V
PX
PI
PS
204B
257B
PIAL
IAS


2.6.3 Boiler Fuel Oil Service Systems


Fuel oil is normally supplied to the three burners of each boiler from either of
the two fuel oil settling tanks, by one of the two fuel oil service pumps.

Diesel oil may be used for flushing through lines or for flashing the boilers
from cold when no heating steam is available.

The fuel oil service pump takes suction from the in-use settling tank, through a
manually cleaned suction strainer. The strainer has a differential pressure alarm
fitted and care should be maintained to have a positive suction pressure at all
times. One pump will be running with the other on auto-start stand-by, in case
the discharge pressure from the in use pump falls.

The fuel oil passes through a flow meter and counter, from which the
consumption can be calculated, and then to the pump suctions and each boiler
suction. The pumps are electrically driven horizontal rotary type, with auto-start
change-over.

The system pressure is controlled by a recirculation valve 237B, which allows
oil to re-circulate to air separator, and maintains a constant set pressure. The
pressure is set as part of the automatic combustion control system.

The oil then passes through the fuel oil heaters, normally one of which is in use,
with the other clean and ready for use

Temperature control is by means of a viscometer, which measures the viscosity
of the oil and, from its signal, opens or closes the steam valve to the heaters to
alter the temperature. The viscosity value is set at the control station, with
temperature and viscosity signals from after the FO heater being compared with
the set point.

On the fuel inlet rail, both boilers have the same arrangements after passing
through a flow meter. There are three valves placed in parallel to each other,
and the oil is able to pass through a choice of them as follows:

- At all steam loads except minimum fuel demand from the boilers, the oil
will pass through the fuel oil flow control valve (220B) to the rail.

- The minimum fuel pressure keeping valve (232B) will be open to maintain
the boiler flame even when the steam load is in an extremely low condition.

- A bypass valve (240V, 243V), which allows fuel oil to bypass the other
valves. It can also be used for emergency boiler operations, for instance,
when the flow control valve is out of order.

Each boiler burner system has a recirculating valve opened when all the burners
are extinguished and closed when the burner operation is initiated, to stop fuel
from passing through the recirculation line to the pump suctions.

When total (No.1 and No.2) FO flow is less than 900kg/h or either boiler is gas
mode, the return valve (237V) is opened.

At each burner, there are two solenoid-operated valves (225B, 223B). These
form a double shut off when the burner is not in use. Also fitted to the line is
another solenoid operated valve which opens for a set time when the burner is
first taken out of use, and allows steam to pass through the burner, preventing
any fuel in the line from turning to carbon and blocking the burner.

The boilers are tripped in an emergency by valves (222B).


F.O Service Pump: MHI
No. of sets: 2
Type: Horizontal Screw
Flow: 12.6 m
3
/h x 2.8MPa

F.O Heater: MHI
No. of sets: 2
Type: Shell & Tube
Capacity: 50/150

F.O Viscosity Controller: VAF Instrument B.V
No. of sets: 1
Type: Diff. Press. & Pneumatic


1) Supplying fuel oil to boiler.
It is assumed steam has been raised using diesel oil, with all inlet and
outlet valves to pumps and heaters open.

(1) When sufficient steam pressure is raised on a boiler to supply the
desuperheater system, commence supplying steam to the heating
coil of the settling tank to be used. Open the heating coil drains
valve to the bilge and the steam inlet valve. Check the drains for
contamination and, if they are satisfactory, open the outlet valve to
the drains cooler and close the valve to the bilge.

(2) As the temperature rises, check the tank for water. The temperature
would normally need to be around 50C for good pumping
conditions.
(3) Commence supplying steam to the in-use fuel oil heater. As above, open
the drains to the bilge until it is certain they are uncontaminated, and
then open them to the engine room drains cooler. Use the steam
temperature control bypass valve to allow steam through the system
slowly.

(4) As diesel fuel will be in the system, with the fuel oil pump taking
suction from the diesel oil service tank and diesel oil storage tank,
ensure that the temperature in the heater does not rise above 50C.

(5) When the line temperature rises to approximately 80C, close the valve
207V, and open the valve of the heavy fuel oil system 205V

(6) As the heavier fuel oil purges the system of diesel oil, the system
pressure will rise. Care should be taken to manually control the pump
back pressure, and maintain it at a suitable level. The fuel oil heater
inlet steam valve should be opened further to bring the line temperature
to over 100C, for good combustion.

(7) As the boiler was flashed using diesel oil, air will have been supplied as
the atomizing medium at the burner. Continue to use the air for this
purpose until the system has been cleared of diesel oil.

Caution
At no time should atomizing steam be used in conjunction with diesel oil
when flashing the boiler. Explosions with resultant injuries and damage
could occur

(8) Open the atomizing steam valves on the 1.0MPa line from the boiler
desuperheater steam system. Open manually the atomizing steam valves
on the burners not in use, and allow any condensation in the lines to be
blown through. When it is certain that no water remains in the lines,
slowly open manually the valves to the base burner, and shut off the
atomizing air supply.

(9) With the base burner now being supplied by fuel oil with atomizing
steam, the boiler pressure can continue to be raised as the fuel pressure
is increased.

(10) Start the viscorator unit, and shut the unit bypass valve. As the
viscosity reading rises to coincide with the fuel oil line temperature, set
the control value, place the unit on automatic, and allow the
temperature to be on auto-control.

(11) Check and inspect all systems for leaks. Ensure all bypass valves are
closed, and that flow meters at the suction filter, and at the boiler fuel
rail for the automatic combustion control system are operating.


TI
TI
TI
TI
GD
Gas
Detector
GD
Gas
Detector
TI
TX
For Performance
Monitor
TX
TX
PI
CI
TS
TX IAS
TX IAS
BCP
TI
TX
Key
Fuel Oil Line
Drain Line
Methane Vapour Line
Nitrogen Line
Air Line
From Seal
Air Fan
From Seal
Air Fan
From Seal
Air Fan
LS
223B
LS
225B
LS
No.3 Burner
214B
2
1
3
B
LS
214B
LS
211B
LS
223B
LS
225B
LS
Base Burner 217B
214B
2
1
3
B
LS
214B
LS
LS
2
1
2
B
LS
2
0
7
B
223B
LS
225B
LS
2
2
1
B
LS
To F.O
Drain Tank
(Burner Coaming)
(Burner Coaming)
No.2 Burner
LS
214B
2
1
3
B
LS
214B
LS
380B
216B
217B
216B
217B
216B
Control
Air
IAS
208B
2
9
2
V
2
9
0
V
252B
O
R
I
-
2
8
ORI-27
3
9
0
B
ORI-25
ORI-26
T
o

N
o
.
4
V
e
n
t

R
i
s
e
r
218B
PIAHL
IAS
ESA
IAS
ESA
H L
IAS
2
9
3
V
2
9
1
V
270V
274V
FX
DPX DPX
276V
2
7
5
V
2
7
1
V
272V
277V 273V
Furnace
From N
2
Generator
TX
TIAHL
IAS
1
8
9
B
1
8
9
B
222B
LS
242V 241V 285V 284V
(A)
243V
Control
Air
I
P
BCP
IAS
IAS 220B
232B
2
7
9
V
Plug
286V
FI
PX
PS
PI
204B
257B
PX
TS
F.O Temp.
Low Trip
224B
257B
PIAL
IAS
TIAHL
IAS
PAL
IAS
TI
IAS
DPAH
IAS
PIAHL
IAS
TI
TX
LS
223B
LS
225B
LS
No.3 Burner
214B
2
1
3
B
LS
214B
LS
211B
LS
223B
LS
225B
LS
Base Burner
217B
214B
2
1
3
B
LS
214B
LS
LS
2
1
2
B
LS
2
0
7
B
223B
LS
225B
LS
2
2
1
B
LS
No.2 Burner
LS
LS
214B
2
1
3
B
LS
214B
216B
217B
216B
217B
216B
Control
Air
IAS
208B
2
6
7
V
2
8
7
V
252B
O
R
I
-
2
4
O
R
I
-
2
1
ORI-29
3
9
0
B
ORI-23
ORI-22
218B
ESA
IAS
ESA
H L
IAS
2
6
9
V
2
8
9
V
258V
FX
DPX DPX
2
6
3
V
2
5
9
V
260V
Furnace
TX
TIAHL
IAS
222B
LS
239V 238V 282V 281V
(A)
240V
Control
Air
I
P
BCP
IAS
IAS 220B
232B
2
7
8
V
Plug
283V
FI
PX
TS
F.O Temp.
Low Trip
224B
257B
TIAHL
IAS
265V
264V
261V
PIAHL
IAS
TIALH
IAS
262V
Boil-off
Gas
NG-76 NG-75
G
-
3
3
V
PI
PI
190B
295V
PX
PX
BCP
IAS
Viscosity Control
Temperature Control
217V
PX
PS
2
0
8
V
2
3
6
V
BCP
296V
PX
G
-
3
4
V
2
5
3
V
PS
For Safety for
Gas Temp.
Low Trip
F
-
4
6
V
2
2
1
V
2
2
3
V
2
3
4
V
(
A
)
232V
233V
(A)
(A)
F
-
6
8
V
F
-
4
3
V
F
-
6
6
V
To H.F.O
Transfer Pump
To F.O
Drain Tank
AFT H.F.O.
Bunker
Tank (P)
(353.5 m
3
)
H.F.O
Settling
Tank (P)
(540 m
3
)
Low Sulphur
F.O Tank (P)
(293.2 m
3
)
AFT H.F.O.
Bunker
Tank (S)
(462.2 m
3
)
H.F.O
Settling
Tank (S)
(535.5 m
3
)
Low Sulphur
F.O Tank (S)
(205.7 m
3
)
F
.
O

R
e
t
u
r
n
P
i
p
e

(
2
5
0
A
)
237V
2
1
8
V
2
1
9
V
C
o
n
t
r
o
l
A
ir
I
P
2
1
5
B
2
2
0
V
2
1
2
V
2
0
7
V
F-14V
F-13V
2
1
4
V
2
1
3
V
215V
PI
CI
Boiler F.O
Service Pump
(12.6 m
3
/h x 2.8 MPa)
From G/E M.D.O
Service Tank
N
o
.
2
N
o
.
1
N
o
.
1

B
o
i
l
e
r

F
.
O
H
e
a
t
e
r

(
1
9
3
B
)
194B
PI
190B
2
2
2
V
(
A
)
2
2
4
V
N
o
.
2

B
o
i
l
e
r

F
.
O
H
e
a
t
e
r

(
1
9
3
B
)
194B
191B 191B
245V
2
0
2
V
2
0
4
V
247V
375B
F.O Chamber
PX
PIAL
IAS
22S
(60 Mesh)
21S
(60 Mesh)
V
i
s
c
o
r
a
t
o
r
To H.F.O
Transfer Pump
To F.O Heater
Temperature
Control Valve
F-3V
203V
201V
F-1V
205V
2
1
1
V
(
A
)
2
1
0
V
(
A
)
FI
For
Performance
Monitor
2
0
9
V
Duplex
Pressure
Gauge
No.2 Main
Boiler
[Boiler Hood Room]
No.1 Main
Boiler
S
F
-
2
230V
S
F
-
1
231V
AFT
Side Wall
Extraction Fan
(60 m
3
From Seal
Air Fan
From Seal
Air Fan
From Seal
Air Fan
G
a
s

h
e
a
d
e
r

(
3
0
0
A
)
G
a
s

h
e
a
d
e
r

(
3
0
0
A
)
Pump Change Over
DPX
226V
227V
228V
229V
Drain Valve &
Press. Gauge to
be Provided on
Each Strainer
Differential
Press. Gauge
DPI
DPS
DPI
IAS
2
9
8
V
(
A
)
2
9
7
V
216V
PX
PI
PS
204B
257B
PIAL
IAS

(12) Open all master valves on fuel and steam lines to other burners. These
can now be operated from the control panel as required.

2) To Circulate Fuel to Second Boiler
It is assumed that one boiler is already on line, using fuel oil and
atomizing steam.

(1) Open slowly the fuel rail recirculation isolation valve for the second
boiler. This allows fuel oil to flow along the inlet rail to the three
burners, and back to the pump suction.

(2) Open the instrument air supply to the fuel flow control valve.

(3) Open the inlet and outlet valves to the rail flow meter, and reset the
emergency shut off valve, allowing fuel oil to the control valves.

(4) With boiler ACC control on manual mode, slowly open the fuel oil
control valve until pressure is noted in the rail. Ensure that the fuel oil
pressure on the in-use boiler is not affected by this operation.

(5) Check pressure gauges and thermometers for ongoing readings, and
bring the fuel temperature up to approximately 100C to enable a
satisfactory flashing process.

3) To Change to Diesel Oil Firing Prior to Shut Down
It is assumed both boilers are firing. This operation should be undertaken
approximately 15 minutes before total plant shut down.

(1) Shut off steam lines and steam tracing line to the fuel oil settling
tanks and fuel oil heaters.

(2) Maintain a close watch of the fuel oil temperature, and when this has
dropped to approximately 95C, open the diesel oil tank outlet to fuel
oil pump suction line valve.

(3) Open diesel oil supply valves and close the fuel oil valves to pump
suction from settling tanks.

(4) Change over from atomizing steam supply to the boiler burners,
closing the steam valves, and replace with the atomizing air supply.

(5) With the ACC system on manual control, ensure the pressure drop in
the fuel line with diesel oil now in use is compensated for by opening
the fuel oil valves further.

(6) Change to the spare bank of both the fuel oil pump suction and
discharge strainers, to ensure both banks are flushed through with
diesel..

(7) Change to the second fuel oil heater to ensure that this is also flushed
through.

(8) Stop the in use pump, allowing the stand-by unit to be in use, and
flushed through.

(9) After a few minutes, shut down one boiler. The action of stopping the
burner opens each burner rail recirculation valve, and allow it to
recirculate for a short time. After a few moments close the main fuel
oil shut off valve to the fuel oil rail. Do not leave the diesel oil
recirculating to the boiler for longer than necessary, as the diesel oil
will be recirculating to the fuel oil settling tank.

(10) Repeat operation for the second boiler, when steam supply is no
longer required.

(11) Stop the pumps and close all fuel oil valves on the system.

4. Boiler Fuel Oil Temp Control
IAS
From Boiler F.O
Supply Pumps
Steam
No.1 F.O.
Heater
No.2 F.O.
Heater
Small
Large
PID
[Direct]
PV PV
<BC030>
Visco
Cont.
Temp
Cont.
OP
PID
[Reverse]
<BC031>
<BC031I>
F.O Heater Out Temp. Cont.
<BC081>
F.O Temp. Cont. Valve
(Small)
<BC080>
F.O Temp. Cont. Valve
(Large)
<BC030I>
Boiler F.O Viscosity
OP
VT TT
0% 50% 100%
100%
Small Large
BC080 BC081
0%
OP
OP of BC010
To Boiler

IAS control boiler FO heater outlet temp by a PID controller (BC031) with
sprit range function. There are two steam supply valves large valve
(BC080) and small valve (BC081), and the PID controller controls these
t wo val ves. When PV i ncrease, OID control l er decrease OP whi l e
increasing of PID output signal from 0% to 50%, will be opening the small
valve from 0% to 100%, and while increasing of PID output signal from
50% to 100%, the large valve will be opening from 0% to 100%. For the
backup of temp control loop, viscosity control(BC030) loop is also provided
in IAS. PID controller is provided for visco control and output of the
controller can be connected control valves of temp control loop. Selection
of controller (Temp / Visco) is done by a selector switch on a g display with
bump less.raphic


IAS
Tag No.
Description Setting
BC027 BLR FO HTR OUT PRESS L 1.5MPa
BC0301 BLR FO HTR OUT VISCO H/L 35/8.75cSt
BC029 BLR FO HTR STRAINER DP H 0.1MPa
BC079I BLR FO HTR OUT TEMP H/L 145/95

6. Boiler Burner System IAS Display



TI
TI
TI
TI
GD
Gas
Detector
GD
Gas
Detector
TI
TX
For Performance
Monitor
TX
TX
PI
CI
TS
TX IAS
TX IAS
BCP
TI
TX
Key
Fuel Oil Line
Drain Line
Methane Vapour Line
Nitrogen Line
Air Line
From Seal
Air Fan
From Seal
Air Fan
From Seal
Air Fan
LS
223B
LS
225B
LS
No.3 Burner
214B
2
1
3
B
LS
214B
LS
211B
LS
223B
LS
225B
LS
Base Burner 217B
214B
2
1
3
B
LS
214B
LS
LS
2
1
2
B
LS
2
0
7
B
223B
LS
225B
LS
2
2
1
B
LS
To F.O
Drain Tank
(Burner Coaming)
(Burner Coaming)
No.2 Burner
LS
214B
2
1
3
B
LS
214B
LS
380B
216B
217B
216B
217B
216B
Control
Air
IAS
208B
2
9
2
V
2
9
0
V
252B
O
R
I
-
2
8
ORI-27
3
9
0
B
ORI-25
ORI-26
T
o

N
o
.
4
V
e
n
t

R
i
s
e
r
218B
PIAHL
IAS
ESA
IAS
ESA
H L
IAS
2
9
3
V
2
9
1
V
270V
274V
FX
DPX DPX
276V
2
7
5
V
2
7
1
V
272V
277V 273V
Furnace
From N
2
Generator
TX
TIAHL
IAS
1
8
9
B
1
8
9
B
222B
LS
242V 241V 285V 284V
(A)
243V
Control
Air
I
P
BCP
IAS
IAS 220B
232B
2
7
9
V
Plug
286V
FI
PX
PS
PI
204B
257B
PX
TS
F.O Temp.
Low Trip
224B
257B
PIAL
IAS
TIAHL
IAS
PAL
IAS
TI
IAS
DPAH
IAS
PIAHL
IAS
TI
TX
LS
223B
LS
225B
LS
No.3 Burner
214B
2
1
3
B
LS
214B
LS
211B
LS
223B
LS
225B
LS
Base Burner
217B
214B
2
1
3
B
LS
214B
LS
LS
2
1
2
B
LS
2
0
7
B
223B
LS
225B
LS
2
2
1
B
LS
No.2 Burner
LS
LS
214B
2
1
3
B
LS
214B
216B
217B
216B
217B
216B
Control
Air
IAS
208B
2
6
7
V
2
8
7
V
252B
O
R
I
-
2
4
O
R
I
-
2
1
ORI-29
3
9
0
B
ORI-23
ORI-22
218B
ESA
IAS
ESA
H L
IAS
2
6
9
V
2
8
9
V
258V
FX
DPX DPX
2
6
3
V
2
5
9
V
260V
Furnace
TX
TIAHL
IAS
222B
LS
239V 238V 282V 281V
(A)
240V
Control
Air
I
P
BCP
IAS
IAS 220B
232B
2
7
8
V
Plug
283V
FI
PX
TS
F.O Temp.
Low Trip
224B
257B
TIAHL
IAS
265V
264V
261V
PIAHL
IAS
TIALH
IAS
262V
Boil-off
Gas
NG-76 NG-75
G
-
3
3
V
PI
PI
190B
295V
PX
PX
BCP
IAS
Viscosity Control
Temperature Control
217V
PX
PS
2
0
8
V
2
3
6
V
BCP
296V
PX
G
-
3
4
V
2
5
3
V
PS
For Safety for
Gas Temp.
Low Trip
F
-
4
6
V
2
2
1
V
2
2
3
V
2
3
4
V
(
A
)
232V
233V
(A)
(A)
F
-
6
8
V
F
-
4
3
V
F
-
6
6
V
To H.F.O
Transfer Pump
To F.O
Drain Tank
AFT H.F.O.
Bunker
Tank (P)
(353.5 m
3
)
H.F.O
Settling
Tank (P)
(540 m
3
)
Low Sulphur
F.O Tank (P)
(293.2 m
3
)
AFT H.F.O.
Bunker
Tank (S)
(462.2 m
3
)
H.F.O
Settling
Tank (S)
(535.5 m
3
)
Low Sulphur
F.O Tank (S)
(205.7 m
3
)
F
.
O

R
e
t
u
r
n
P
i
p
e

(
2
5
0
A
)
237V
2
1
8
V
2
1
9
V
C
o
n
t
r
o
l
A
ir
I
P
2
1
5
B
2
2
0
V
2
1
2
V
2
0
7
V
F-14V
F-13V
2
1
4
V
2
1
3
V
215V
PI
CI
Boiler F.O
Service Pump
(12.6 m
3
/h x 2.8 MPa)
From G/E M.D.O
Service Tank
N
o
.
2
N
o
.
1
N
o
.
1

B
o
i
l
e
r

F
.
O
H
e
a
t
e
r

(
1
9
3
B
)
194B
PI
190B
2
2
2
V
(
A
)
2
2
4
V
N
o
.
2

B
o
i
l
e
r

F
.
O
H
e
a
t
e
r

(
1
9
3
B
)
194B
191B 191B
245V
2
0
2
V
2
0
4
V
247V
375B
F.O Chamber
PX
PIAL
IAS
22S
(60 Mesh)
21S
(60 Mesh)
V
i
s
c
o
r
a
t
o
r
To H.F.O
Transfer Pump
To F.O Heater
Temperature
Control Valve
F-3V
203V
201V
F-1V
205V
2
1
1
V
(
A
)
2
1
0
V
(
A
)
FI
For
Performance
Monitor
2
0
9
V
Duplex
Pressure
Gauge
No.2 Main
Boiler
[Boiler Hood Room]
No.1 Main
Boiler
S
F
-
2
230V
S
F
-
1
231V
AFT
Side Wall
Extraction Fan
(60 m
3
From Seal
Air Fan
From Seal
Air Fan
From Seal
Air Fan
G
a
s

h
e
a
d
e
r

(
3
0
0
A
)
G
a
s

h
e
a
d
e
r

(
3
0
0
A
)
Pump Change Over
DPX
226V
227V
228V
229V
Drain Valve &
Press. Gauge to
be Provided on
Each Strainer
Differential
Press. Gauge
DPI
DPS
DPI
IAS
2
9
8
V
(
A
)
2
9
7
V
216V
PX
PI
PS
204B
257B
PIAL
IAS

2.6.4 Boiler Fuel Gas Service System


The fuel gas is normally supplied to the three burners of each boiler from the
cargo tanks via the L/D gas heater and L/D compressor. The combination
burner burns the fuel-oil/gas inside the furnace and its burning mode is changed
through fuel-oil only, gas only , dual mode etc according to the boiler operating
condition.

Pressurised N
2
is provided for eliminating remaining fuel gas from the fuel gas
pipeline when fuel gas burning is automatically stopped. The gases mixed with
N2 and fuel gas are released via the vent master of No.2 cargo tank and the
purging function sequence is as follows;

Master N
2
purge
Gas header N
2
purge
Burner N
2
purge

To enable the gas to be supplied to the boilers from cargo tanks, the following
equipment is provided:

Two Low duty (LD) compressors.
Two Boil-off / Warm-up heaters.
One steam-heated forcing vaporizer.

The L/D compressor discharges fuel gas through the gas heater where the
temperature is regulated with two flow control valves, allowing the gas to pass
through or by-pass the heater.

The master gas valve is provided to isolate the engine room gas burning system
from cargo part in case emergency operations such as the emergency Shut
Down System (ESDS) activate. The fuel gas from the master gas valve is led to
the boiler gas header via each boiler gas valve (211B) and the burner gas valves
(214B); these two valves on each burner form a double shut-off between gas
header and furnace.

Gas flow control valve (208B) controls gas flow by fuel demand signal from
the boiler ACC.

In the master N
2
purge to vent sequence, the piping from the master gas valve
outlet to each boiler gas valve (211B) inlet is internally N
2
purged for 60
seconds.

In the gas header N
2
purge to vent sequence, the piping from the boiler gas
valve (211B) outlet to the gas burner valve (214B) inlet is internally N
2
purged
for 35 seconds.

In the gas burner N
2
purge to vent sequence, the piping from the burner gas
valve (214B) outlet to the gas burner nozzle is internally purged for 15 seconds.
2. Gas Burner Operation

1) Open the instrument air supplies to the control valves and piston valves
and confirm its operating condition.

2) Operate one of the boil-off leak gas extraction fan and the other one on
stand-by condition.

3) Open Master Gas Valve
Pressing the Master Gas Valve Open pushbutton causes the valve to
open, When the master gas valve opens, the master N
2
vent valve closes
10 seconds afterwards.

4) Open Boiler Gas Valve
Pressing the boiler gas valve Open PB causes the valve to open. When
the boiler gas valve opens, the header N
2
vent valve closes after 5
seconds. This is to replace existing N
2
gas in the boiler gas header
piping by boil-off gas and to fill the line with boil-off gas. Thereafter,
the boiler will be in the gas burning stand-by state.

5) Open the burner gas valve (214B) for the base burner
Before starting gas burning, prepare the LD gas compressor, High &
Low duty heaters and related systems. Initial gas burner starting should
be done under free-flow conditions without the LD compressor running.
The start of the gas burner may be conducted at the BGB and manually
or automatically at the ECR.

6) Check & confirm temperature control function of gas heater.

7) Increasing the Number of Gas Burners as required.

8) Checked the L/D compressor and run it if required.

9) Checked and confirm burning condition and gas leakage etc.

Note
If the Gas Master Valve and the boiler gas valve stays in the shut-off
condition (Close button lamp flashes) and the valve will not open even
though the Open button is pressed, the interlock is engaged and must be
reset to the normal condition in accordance with the boiler gas shut-off
routine.


IAS
Tag No.
Description Setting
BC093 FUEL GAS COMM LINE PRESS H/L 70.0/10.0kPa

4. Boiler BMS System IAS Display


Illustration 2.6.5a IGG and Incinerator Fuel Oil System

3
0
2
V
Key
Drain Line
Air Line
Diesel Oil Line
Waste Oil Line
Fresh Water Line
Inert Gas Line
Sea Water Line
Inert Gas
Cooler
2
0
3
2
From S.W Supply
(For Ballast System)
From F.W Supply
(For Rinsing)
Blower 1
Blower 2
M
2040
S
2
0
4
2
1506
S
1
5
0
9
PI
2037 2038
2041
1507
PS
1
0
5
8
L
1053
PI
1054
1
0
5
5
PI
1003
1013
1012
To F.O
Drain Tank
I.G.G D.O Pump
(1,460 L/H x 2.5 MPa)
From Control
Air System
Washing
Cooling
Tower
Combustion Chamber
P
ilo
t

B
u
r
n
e
r
Main Burner
CI
CI
PI
PI
Upper Deck
To H.F.O
Overflow Tank
Em'cy G/E Room
To M.D.O
Purifier
3
2
V
(
A
)
2
5
V
37V
3
4
V
(
A
)
(
A
)
(32 Mesh)
M
.
D
.
O

T
r
a
n
s
f
e
r

P
u
m
p
(
3
0

m
3
/
h

x

0
.
4
5

M
P
a
)
Incinerator M.D.O
Service Pump
(2 m
3
/h x 0.25 MPa)
To M.D.O
Storage Tank
2
9
V 3
6
V
G/E M.D.O
Service Tank
(30 m
3
)
From/To M.D.O
Bunker Station
2
S
G
1
S
G
I.G.G M.D.O
Service Tank
(70 m
3
)
LS
IAS
78V
3
9
V
4
8
V
(
A
)
(
A
)
Em'cy G/E
M.D.O Tank
2S
(32 Mesh)
3S
From 0.98 MPa
Steam System
(Burner Atomizing Steam)
3
1
S
G
6
2
V
4V
1052
1051
1002
1001
1005 1
0
0
4
2
1
0
3
S
2105
S
From 0.9 MPa
Service Air
PI
306V
(A)
To Oily
Bilge Tank
To Oily
Bilge Tank
To F.O
Drain Tank
Service Tank
(1.5 m
3
)
No.1 Incinerator
Waste Oil
3
0
8
V
3
0
5
V
From Waste Oil
Transfer Pump
TS
TS
LS
LS
L
H
H
L
314V
309V
(Overflow)
No.2 Incinerator
Waste Oil
Service Tank
(1.5 m
3
)
TS
TS
LS
LS
L
H
H
L
320V
Mill Pump
(26 m
3
/h x
0.04 MPa)
PI
303V
CI
LS
For Pump
Stop LS
LS
For Pump
Stop
301V
MS PS
PS
TC
MS
LS
LAH
IAS
LS
LAL
IAS
Incinerator M.D.O
Service Tank
(2.0 m
3
)
315V
316V
317V
307V
313V
310V
From L.O Bunkering
Station (S)
Drain
From Oil Mist
Chamber /
Header Drain
3
0
4
V
3
1
8
V
3
1
9
V
3
2
1
V
322V
LS
323V
3
2
4
V
S S
S S
Control
Panel
Primary
Blower
Incinerator
(ABT. 700,000 kcal/h)


2.6.5 IGG and Incinerator Fuel Oil System


The I.G.G system use diesel oil as its operating fuel supply.

The incinerator use diesel oil as its operating fuel supply.

The DO is bunkered to the IGG DO service tank via a line running from the
manifold, which can be supplied from either barge or shore installation.

The emergency diesel generator service tank is supplied oil by MDO transfer
pump and IGG MDO service tank supplies the I.G.G system by direct suction
from the tank through a remote operating quick closing valve.

The Incinerator MDO service pump take suction from the G/E MDO service
tank and supplies to incinerator MDO service tank. The MDO can also be
mixed with the waste oil to the incinerator (306V), both to flush through the
suction line to the unit and to lower the viscosity of the oil to be incinerated.

The incinerator waste oil tank is fitted with gauge cocks to monitor the level,
remote operated quick closing valve on the suction and overflows to the oily
bilge tank. The incinerator waste oil tank is also fitted with high and low level
alarms.

2. System Capacities

IGG MDO Service tank 70 m
3

Incinerator MDO service tank 2.0 m
3

No.1 Incinerator Waste Oil Tank: 3.0 m
3

No.2 Incinerator Waste Oil Tank: 3.0 m
3

Incinerator: Hyundai-Atlas
Model: MAXI 150SL-1WS
Type: Sludge oil & solid waste burning
Cap: 700,000Kcal/h


To Supply MDO to Emergency Generator Service Tank

1) Check the G/E MDO service tank for water through the spring self-
closing valve and open the remotely operated quick closing valve 29V

2) Open the Incinerator MDO service pump inlet and outlet valve 37V,
48V and close 39V, and vent off any air in the suction strainer.

3) Set the service pump relief/by-pass valve to approximately half open
and start the pump.

4) When the pump is operating satisfactorily, adjust the relief valve to the
correct discharge pressure.
5) Ensure that the service tank gauge glass valves are open, and monitor
them as the level rises. Stop the pump when the required level is reached.

5. Incinerator Fuel System IAS Display


Illustration 2.7.1a Main Turbine Lubrication Oil System

PI
TI
PI
TI
PI
TI
PI
TI
CI
PX PI
PI
DPI
PI PX
TX
TIAHL
IAS
H.P
Turbine
L.P Turbine
A
s
t
e
r
n

T
u
r
b
i
n
e
PI PI
TX TX
TI
TI
TX
TI
PS PS
Key
Drain Line
Air Line
Main L.O
Sump Tank
(65 m
3
)
LX
LAL
IAS
LIAHL
IAS
LS
LS
DPX
TIAH
IAS
TIAH
IAS
TX
TIAH
Main Thrust
Bearing Pad
IAS
TIAH
IAS
TIAH
IAS
FLG
Auxiliary L.O Pump
(170 m
3
/h x 0.3 MPa)
Main Thrust
Bearing L.O
Out
Main Thrust
Bearing
Main Thrust
Bearing
No.2 No.1
204V
PI
TI
TI
TIAH
IAS
TI
TI
TI TI
PI
2
0
3
V
(20 Mesh)
Flow
Checker
On P.G.B.
CI
On P.G.B.
Main L.O Pump
(Turbine Driven)
(170 m
3
/h x 0.3 MPa)
Dry Air Supply
Manifold
To L.O
Sump
Tank
IAS
Open Sett.
Press. 0.1 MPa
IAS
I
P
Control
Air
To H.P Turbine
& L.P Turbine
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
DPIAH
IAS
PIAH
IAS
PI
PX
PIAL
IAS
On
P.G.B.
From L.O
Service Line
Control Oil Pump
(2.4 m
3
/h x 1.5 MPa)
Astern Guard
Valve Operating
Mechanism
Ahead Nozzle
Valve Operating
Mechanism
To Bilge Well
To L.O Drain Tank
(
W
a
t
e
r

D
r
a
i
n
)
L.O
Temp.
Control
Valve
CI PX
PIAH
IAS
216V
(F)
215V
(F)
2
1
8
V
2
1
7
V
214V
(F)
212V
(F)
Control
Air
0.9 MPa
Control Air
Main L.O
Auto Back Flushing
Filter (20 Micron)
Sludge
Collector
I
P
TX
IAS
213V
(F)
N
o
.
2

L
.
O
C
o
o
l
e
r
N
o
.
1

L
.
O

C
o
o
l
e
r
Intermediate
Bearings
No.2 No.1
Dehumidifier
Reactivation
Air In
Reactivation
Air Out
To be Located Far Away
From React. Air Outlet
To L.O
Drain Tank
205V
LX
LIAL
IAS
224V
2
0
6
V
Main L.O
Gravity Tank
(25 m
3
)
207V
ORI-21
208V
209V
V-4V
Near M.L.O
Gravity Tank
This filling line to be provided
Acc. to building spec. para 5.13.8.2
For Initial Filling
(Normal Close)
Astern
Maneuvering Valve
Operating
Mechanism
2
0
1
V
2
2
6
V
(
F
)
2
0
2
V
2
2
7
V
(
F
)
DPS
DPS
DPLAS
IAS
2
2
0
V
2
1
9
V
Control
Oil Tank


2.7 Lubricating Oil Systems

2.7.1 Main Turbine Lubricating Oil System


Lubricating oil is delivered to the main turbine bearings and double reduction
gearing through a system which ensures the continuity of supply of high quality
oil. Two electrically driven pumps, arranged in main and stand-by configuration
and one shaft driven pump, draw oil from the main turbine sump tank and
discharge into a common line. The shaft driven pump has a filter in its suction
line.

During normal full-away operations, at over 90% full ahead revolutions, the
discharge pressure from the shaft driven pump is sufficient to supply the system.
At these rev/min, a signal from the main turbine control unit stops the running
auxiliary lub-oil pump, without starting the stand-by pump, and places the
stopped pump as first start stand-by.

Reducing the turbine speed below the 90% full rev/min, initiates the start of the
first stand-by auxiliary electrically driven pump, without sounding any alarm. If,
for any reason, there should be a further reduction in lub-oil pressure, the other
electrically driven auxiliary pump will cut in.

To ensure the shaft driven pump picks up suction as the engine revolutions rise,
oil from the auxiliary pump discharge line passes through an orifice to keep a
continuous oil pressure to the shaft driven pump suction.

The system pressure is maintained constantly at around 0.3MPa by a
pneumatic control valve fitted after the line filters. This allows excess oil
pressure to be vented back to the sump tank.

Oil from the main line is used as a control medium for the main turbine
manoeuvring block operating mechanism. Oil from this line is also fed through
an orifice plate to the emergency trip valve, which will allow the oil to return to
the sump, thereby closing the manoeuvring valve and stopping the turbine.

Two lub-oil coolers (main and stand-by), and the associated control system,
regulate the temperature of the oil under normal operating conditions. A three
way control valve allows oil to pass through or bypass the in-use cooler to
maintain a cooler outlet temperature of approximately 40C.

The coolers are of the plate type and are cooled by water from the fresh water
cooling system.

The oil then passes through an orifice plate, which reduces its pressure, and a
line is led to the bottom of the gravity tank, which is constantly fed to overflow
back to the sump. A visual check of this overflow can be observed through a
sight glass in the line.

In the event of the failure of pressure supplies to the main turbine lub-oil system,
the flow of oil from the bottom of the gravity tank reverses and the positive
head of oil in the tank, is supplied through a non-return valve to the bearings
and gears.

The oil passes through another orifice plate and flows to the turbine and gearing
bearings and the reduction gear oil sprays. A separate line leads the oil to the
two intermediate shaft bearings. All the oil from the bearing and gearing
supplies is returned to the sump.

To maintain system purity, in addition to the in-line filtration provided, the oil
in the sump is circulated through the lub-oil purifier system.


Shaft Driven Lub-Oil Pump: HHI Mitsuibishi
No. of sets: 1
Capacity: 170 m
3
/h
Total pressure: 0.3MPa

Auxiliary Lub-Oil Pumps Shinko
No. of sets: 2
Type: Vertical centrifugal
Capacity: 170 m
3
/h
Pressure: 0.3MPa

Lub-Oil Coolers: Alfa Laval
No. of sets: 2
Type: SUS PLATE
Capacity: 760,000 kcal/h


To place the main turbine Lubricating oil system into service.

1) Verify the systems integrity. Check the level of oil in the main turbine
sump and top up as required.

2) Under cold operating conditions, it may be necessary to increase the
sump oil temperature by use of heating steam.

Note
Depending upon service requirements, a certain degree of heating can
be achieved by the circulation of the sump through the lub. oil purifier
system.

3) Select and line up the duty auxiliary lub-oil pump. Ensure cooling water
is operating through the lub-oil cooler to be used.

4) Supply instrument air to the pressure control valve and the cooler three-way
bypass valve. Check the operation of both units on manual control and,
when satisfied, return to automatic.

5) Start the pump; vent off the system at the filters and selected lub-oil cooler.

6) If the gravity tank level is low, open the valve 208V(NC) and fill the tank
until oil is seen at the overflow line sight glass. Shut the valve, and ensure
that overflow continues.

7) Line up the stand-by auxiliary lub-oil pump and, when operational
conditions permit, check the auto changeover of the unit.

8) With the system in operation, visually check all sight glasses on gearing and
bearings. Check that local and remote thermometers and pressure gauges
are reading correctly.

4. Normal Operation

1) With the lub-oil system in use, the turbine itself can be brought back into
operation and the turning gear operated.

2) With the engine at over 90% of its full sea rev/min, ensure the in use
auxiliary lub-oil pump stops and the pressure in the system is maintained by
the shaft driven pump.

3) Similarly, when speed is reduced, ensure the auxiliary pump cuts-in and
provides the system oil pressure.

4) When operational requirements permit, test the system alarms to prove all is
satisfactory.

5) Monitor the system filter units and the operation of the auto back-flush unit.


Illustration 2.7.1a Main Turbine Lubrication Oil System

PI
TI
PI
TI
PI
TI
PI
TI
CI
PX PI
PI
DPI
PI PX
TX
TIAHL
IAS
H.P
Turbine
L.P Turbine
A
s
t
e
r
n

T
u
r
b
i
n
e
PI PI
TX TX
TI
TI
TX
TI
PS PS
Key
Drain Line
Air Line
Main L.O
Sump Tank
(65 m
3
)
LX
LAL
IAS
LIAHL
IAS
LS
LS
DPX
TIAH
IAS
TIAH
IAS
TX
TIAH
Main Thrust
Bearing Pad
IAS
TIAH
IAS
TIAH
IAS
FLG
Auxiliary L.O Pump
(170 m
3
/h x 0.3 MPa)
Main Thrust
Bearing L.O
Out
Main Thrust
Bearing
Main Thrust
Bearing
No.2 No.1
204V
PI
TI
TI
TIAH
IAS
TI
TI
TI TI
PI
2
0
3
V
(20 Mesh)
Flow
Checker
On P.G.B.
CI
On P.G.B.
Main L.O Pump
(Turbine Driven)
(170 m
3
/h x 0.3 MPa)
Dry Air Supply
Manifold
To L.O
Sump
Tank
IAS
Open Sett.
Press. 0.1 MPa
IAS
I
P
Control
Air
To H.P Turbine
& L.P Turbine
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
TX
TX
TIAH
IAS
TX
TIAH
IAS
TX
TIAH
IAS
DPIAH
IAS
PIAH
IAS
PI
PX
PIAL
IAS
On
P.G.B.
From L.O
Service Line
Control Oil Pump
(2.4 m
3
/h x 1.5 MPa)
Astern Guard
Valve Operating
Mechanism
Ahead Nozzle
Valve Operating
Mechanism
To Bilge Well
To L.O Drain Tank
(
W
a
t
e
r

D
r
a
i
n
)
L.O
Temp.
Control
Valve
CI PX
PIAH
IAS
216V
(F)
215V
(F)
2
1
8
V
2
1
7
V
214V
(F)
212V
(F)
Control
Air
0.9 MPa
Control Air
Main L.O
Auto Back Flushing
Filter (20 Micron)
Sludge
Collector
I
P
TX
IAS
213V
(F)
N
o
.
2

L
.
O
C
o
o
l
e
r
N
o
.
1

L
.
O

C
o
o
l
e
r
Intermediate
Bearings
No.2 No.1
Dehumidifier
Reactivation
Air In
Reactivation
Air Out
To be Located Far Away
From React. Air Outlet
To L.O
Drain Tank
205V
LX
LIAL
IAS
224V
2
0
6
V
Main L.O
Gravity Tank
(25 m
3
)
207V
ORI-21
208V
209V
V-4V
Near M.L.O
Gravity Tank
This filling line to be provided
Acc. to building spec. para 5.13.8.2
For Initial Filling
(Normal Close)
Astern
Maneuvering Valve
Operating
Mechanism
2
0
1
V
2
2
6
V
(
F
)
2
0
2
V
2
2
7
V
(
F
)
DPS
DPS
DPLAS
IAS
2
2
0
V
2
1
9
V
Control
Oil Tank

5. Main Turbine Lube Oil Temperature Control

IAS
Main L.O Sump Tank
2 1
Aux. L.O Pump
Main L.O
Cooler
To M/T
PID
[Reverse]
PV SP
45
<MT070>
OP
<MT070I> <MT076> <MT071I>
Manual
Changeover
1-TX-1/23
M/T Main L.O Temp.
Main L.O Inlet
Cont.
0%
(4 mA)
100%
(20 mA)
100%
0%
Valve
Position
Control Output

Regulate temperature of main turbine lub. oil is done by manipulating 3 way
control valve automatically in accordance with measured main lube. oil cooler
outlet temperature. One PID controller (MT070) with one output signal (MT076)
is provided in IAS. Manual operation of control valve from IAS is available. The
IAS provides one output signal to field elements (I/P converter). When PV
increases, PID controller decreases OP and changes to cooler use side. In

IAS
Tag No.
Description Setting
MT155 INT SHFT AFTBRG TEMP H 65
MT154 INT SHFT FWD BRG TEMP H 65
MT124 M/T HPT AFT BRG TEMP H 80
MT123 M/T HPT FWD BRG TEMP H 80
MT122 M/T HPT THR BRG TEMP H 80
MT099 M/T LPT AFT BRG TEMP H 80
MT098 M/T LPT FWD BRG TEMP H 80
MT100 M/T LPT THR BRG TEMP H 80
MT121 M/T M/THR BRG LO OUT TEMP H 60
MT070SW M/T MAIN LO TEMP H/L 54/34
MT143 M/T MAIN THR PAD BRG TEMP H 80

7. Main Turbine LO System IAS Display


Illustration 2.7.2a Stern Tube Lubricating Oil System

3
2
4
V
3
2
2
V
3
1
8
V
PI CI
PI TI
Stern Tube
L.O Tank
(180 Liter)
Stern Tube
L.O Sump
Tank (5.4 m
3
)
#1 #2 #3 #5 #4
TIAH
IAS
S/T AFT
TX
TIAH
IAS
S/T FWD
TX
PAL
IAS
Seal Air
Pressure
To be Arranged
Delayed Auction : 20 Sec.
PS
LALH
IAS
LS
LAL
IAS
LS
(
T
o

S
/
T

L
.
O

I
n
l
e
t
)
(
A
i
r

i
n

t
o

A
F
T

S
e
a
l

f
o
r

#
1
-
#
2
)
(Below S/T L.O Tank Level)
(
F
r
o
m

S
/
T
L
.
O

O
u
t
l
e
t
)
(
D
r
a
i
n

F
r
o
m

#
1
,

#
2
)
(L.O Inlet)
(To #2, #3)
Key
Drain Line
Air Line
340V
A-125V
3
4
1
V
3
1
5
V
345V
3
3
7
V
347V
3
3
6
V
L-51V
3
0
9
V
PI TI 308V
326V
Air Control
Unit
From FWD Seal Shaft
Center ABT. 1.7 m
From Control Air
From FWD Seal Shaft
Center ABT. -1~1m
F
r
o
m

F
W
D

S
e
a
l

S
h
a
f
t
C
e
n
t
e
r

A
B
T
.

1

m
F
r
o
m

F
W
D

S
e
a
l
C
e
n
t
e
r

1
~
2

m
Normal Level
F
r
o
m

S
h
a
f
t
C
e
n
t
e
r

1
~
2

m
F
r
o
m

S
/
T
L
.
O

T
a
n
k

L
e
v
e
l
B
e
l
o
w

S
h
a
f
t
C
e
n
t
e
r
FWD
Seal
Tank
(15 L)
PI
344V
306V 305V
331V
329V
338V
339V
328V
332V
Sett.
0.25 MPa
330V
To Oily
Bilge Tank
To Oily
Bilge Tank
From Main L.O
Storage Tank
S
t
e
r
n

T
u
b
e
L
.
O

C
o
o
l
e
r
3
1
0
V
311V
307V
3
3
5
V
301V
302V
(100 Mesh)
31S
No.1
Stern Tube L.O Pump
(1.0 m
3
/h x 0.25 MPa)
PI
PI PI
CI
303V
314V
304V
(100 Mesh)
32S
No.2
DPS
DPS
3
1
3
V
F
I
3
2
3
V
LALH
IAS
LS
Cap
To Located
Near Flowmeter
With Locked
Open Device
To be Removed
After Seal Trial
This Valve to be Opened
for Air Line Flushing
To be slope
321V
DPI
Drain
Collection
Unit
3
1
9
V
AFT
B.H.
333V
3
1
7
V
31SG


2.7.2 Stern Tube Lubricating Oil System


The Stern Tube Lubrication Oil (ST LO) system is provided to lubricate the
stern tube and the stern tube seal system. The stern tube lube oil enters the stern
tube at the bottom of the shaft through ST LO cooler by ST LO pumps and is
discharged to ST LO tank. Then the oil flows to ST LO sump tank through the
ST bearing.

Two ST LO pumps are set up as a duty standby pail. Two differential pressure
switches on the pump common discharge line is used to start the standby pump.
One pump is selected as duty and the other one is standby. If the discharge
pressure falls under set point value, the standby pump will start and duty pump
runs until discharge pressure establishes.

When auto change over function is activated by motor failure and differential
pressure switch, manual stop from IAS or stop at local side, the standby pump
will start and the duty pump will stop. A standby start alarm is announced in
IAS.

The stern tube lub-oil system is provided to lubricate the stern tube and the
stern tube seal system.

A stern tube lub-oil tank (180L capacity), supplies the stern tube lub-oil system.
The tank is fitted with a sight glass to observe the level and also has a low level
alarm fitted. There is a sight glass in the overflow line return to the stern tube
lub-oil sump tank.

The lub-oil is fed to the stern tube bearing through stern tube LO pump and the
oil circulates between the shaft and aft bearings.

The oil enters the stern tube at the bottom of the shaft and discharged at the top.
The oil can then flow through either an overflow sight glass and return to the
sump tank, or back to the stern tube LO tank.

There are two stern tube lub-oil pumps; one being normally in use and the other
on auto stand by. Should the discharge line to stern tube LO tank drop, the other
pump will cut in. The pumps take suction from the stern tube lub-oil sump tank.
This tank is topped up from the main LO storage tank. The tank is fitted with a
level transmitter and high and low level alarms.

There is a lub-oil cooler in the line to the stern tube LO tank, which is cooled
from the fresh water cooling system. A by pass valve is fitted to the cooler, to
both regulate the temperature and allow work to be carried out on the unit, if
required.

2. FWD / AFT stern tube seal

Maker: JAPAN MARNIE TECHNOLOGIES Ltd.

Type:
Forward stern tube seal STERN GUARD MK-II
Aft stern tube seal AIR GUARD 4AS-B(3PIPING SYSTEM)
1) AFT SEAL
#0 Seal Ring
#1 Seal Ring
#2 Seal Ring
#3 Seal Ring

The Aft Seal consist of three major parts. (1) Four rubber seal rings and P-ring,
(2) a metal housing holding the rubber seal rings, and (3) a liner which rotates
together with the propeller shaft. The metal housing is made up, in the order
from the stern frame side, of spacer, aft casing flange, aft intermediate ring A, B
& C and a split-type seal cover & P-ring cover. Rubber seal rings are inserted
between three metal rings, and bolted together. The clamp section of each seal
rings are securely fitted to the metal rings inner circumferences and to the
small grooves on the inner side of the metal rings, so that the clamp part is
made rigidly oil-and-water-tight. Provide P-ring between seal cover and P-ring
cover so protection against fishing nets. The material of the liner is highly
resistant to corrosion and wear.

2) FWD SEAL
Transport Tool
Fwd Intermediate Ring
Fwd Seal Cover
Fwd Liner Fixing Bolt
Clamp Ring
Fwd Flange
Casing
Fwd Casing
Fixing Bolt
Stern Frame
Stern Frame
Fwd Liner
#4 Seal Ring
#5 Seal Ring
Back-Up Feature
"O" Ring

The Forward Seal consists of four major parts. (1) Two rubber seal rings, (2) a
metal housing holding the rubber seal rings, (3) a liner which rotates together with
the propeller shaft, and (4) a clamp ring which holds the liner. The metal housing is
made up, in the order from the stern side, of casing flange, intermediate ring and
seal cover. The metal rings of the Forward Seal are bolted together, so that the
rubber seal rings can be readily clamped and assembled, similar as in the case of
the aft seal. The material of the liner is used excellent wear-resistant and lip-
lubricating properties.


1) Check the oil level in the stern tube sump tank and stern tube L.O tank;
top up tanks if required

2) Open the pumps suction and discharge valves, and the inlet and outlet
valves on the cooler. Have fresh water cooling medium circulating
through the cooler.

3) Start up one of the pumps, ensuring air is vented at the suction strainer.

4) Confirm the condition of the flow indicator and pressure gauge.

5) Fill the aft /fwd stern tube seal tank to the normal level and open inlet and
outlet valve of the aft stern tube system.

6) Confirm the stand-by pump selection on the IAS.

7) When operations allow, check all alarms on the unit to prove that they are
operating satisfactorily.

Note
After the inspection of the seals in dry-dock, the stern tube must be filled
at least 12 hours prior to flooding the dry-dock. A visual inspection of the
seals is to be made to verify that they are oil tight. During the period, the
shaft is to be turned periodically with the turning gear in order to change
the position of the shaft in relation to the seal.


IAS
Tag No.
Description Setting
SN001 S/T AFT NO.1 BRG TEMP HH/H 65/55
SN002 S/T AFT NO.2 BRG TEMP HH/H 65/55
SN003 S/T FWD BRG TEMP HH/H 65/55

Illustration 2.7.3a Lubricating Oil Transfer System

CI
PI
Main L.O
Settling Tank
(80 m
3
)
Main L.O
Storage Tank
(80 m
3
)
31V
Main L.O Sump
Tank (65 m
3
)
L.O Drain
Tank (0.5 m
3
)
Key
Drain Line
Air Line
Upper Deck
Oil Coaming
To Incinerator
Waste Oil Settling Tank
Overflow Line
No.1 L.O
Daily Tank
(0.2 m
3
)
No.2 L.O
Daily Tank
(0.2 m
3
)
No.3 L.O
Daily Tank
(0.2 m
3
)
Clean Oil
Tank
(0.6 m
3
)
(STBD) (STBD) (STBD)
3
3
V
4
0
V
3
5
V
4
7
V
52V
5
1
V
48V
25V 26V
50V 22V
54V
23V 24V
27V
53V
49V
2
9
V
15V
41V
38V
3
V
36V
21V 19V
4
2
V
To Bilge Shore
Connection
LAH
IAS
LS
3
2
V
1
7
V
39V
28V
6
V
7V
46V 43V 45V 44V
Stern Tube
L.O Sump
Tank
(1.0 m
3
)
From Auxiliary L.O Pump
Discharge Line Drain
From No.2
L.O Purifier
To Stern Tube
L.O Tank
34V
Generator Turbine
L.O Storage Tank
(10 m
3
)
Generator Turbine
L.O Settling Tank
(10 m
3
)
12V
1
0
V
LAH
IAS
LS
LAH
IAS
LS
LAL
IAS
LS
16V
Generator Engine
L.O Storage Tank
(10 m
3
)
Generator Engine
L.O Settling Tank
(10 m
3
)
2V
1
V
LAH
IAS
LS
5V
From No.2 Main
L.O Purifier
To Oily Bilge Tank
From No.1 Main
L.O Purifier
From No.1 Main
L.O Purifier
From Hyd.
Power Unit
Drain
Surface Valve
with Handle
No.1 G/T
L.O Sump Tank
2
0
V
1
3
V
37V
LAL
IAS
LS
No.2 G/T
L.O Sump Tank
1
8
V
1S
(32 Mesh)
L.O Transfer Pump
(5 m
3
/h x 0.4 MPa)
To Oily
Bilge Tank
To No.2 Main L.O
Purifier Supply Pump
To Waste Oil
Transfer Pump
To No.1 Main L.O
Purifier Supply Pump
From Main L.O Purifier
Heater and Coaming Drain
From Main L.O Gravity
Tank Coaming Drain
From Main Turbine L.O Cooler
& Main Turbine L.O Coaming Drain
To F.O
Drain Tank
LAH
IAS
LS
LAHL
IAS
LS
No.1 G/E L.O
Sump Tank
To No.2 Main
L.O Purifier
Supply Pump
8V 9V
To F.O
Drain Tank
To C.W.
Shut-off
Valve
To C.W.
Shut-off
Valve
LAHL
IAS
LS
No.2 G/E L.O
Sump Tank
(PORT) (PORT) (PORT)


2.7.3 Lubricating Oil Transfer and Purifying System


The purifying and transfer system supplies bulk oil to the main machinery
systems within the engine room, and facilitates the circulation of lub-oil
through purifiers.

Main storage and settling tanks are provided as follows:

- Main lub-oil storage tanks
- Main lub-oil settling tank
- Turbo generator lub-oil storage tank
- Turbo generator lub-oil settling tank
- Diesel generator lub-oil storage tank
- Diesel generator lub-oil settling tank

The main storage tanks have facilities for direct filling from deck, and drop
lines to the main consumer sump tanks. The settling tanks are located adjacent
to their main storage tanks and, though it is possible to drop lub-oil from these
tanks to the consumers, the valves joining them to the storage tank drop lines
are normally locked shut. If it is required to transfer lub-oil from the settling
tanks, this is normally done through the lines after the oil has passed through
the purifiers. For safety, the drop valves from the storage and settling tanks are
fitted with remotely operated quick closing valves.

The lub-oil transfer pump is able to take suction from all the main storage and
settling tanks, either turbine lub-oil or oil for the diesel engine. Other suctions
available are as follows:

- Turbine generator sump tanks
- Main turbine lub-oil sump tank
- Diesel generator engine sump tanks

The pump is able to transfer the oil to any of the main storage and settling tanks
and to deck through the tank filling lines.

There are two lub-oil purifiers for the turbine oil systems; they are used
primarily to circulate and purify the main turbine sump. They have options to
purify the following:

- Main turbine oil sump and settling tanks
- Turbine generator sump and settling tanks
- Diesel generator sump and settling tanks

They discharge to the following:

- Main lub-oil settling tank
- Main turbine sump tanak
- Turbine generator lub-oil settling tanks
- Turbine generator sump tanks
- Diesel generator lub-oil settling tanks
- Diesel generator sump tanks

The main lub-oil purifiers are supplied through two electrically driven rotary
feed pumps. The pump discharges can be crossed over so that either purifier can
be supplied from either pump. The lub-oil is passed through a steam heater.
Automatic operation of all the self-cleaning purifiers is program controlled, and
a supply of fresh water provides seal, flushing and bowl operating water.
The three-way solenoid operated inlet/bypass valves are operated under the
same program. The drain/sludge from the purifiers is led to a sludge tank under
the unit, which is emptied by the engine room sludge pump.

Apart from the above mentioned main lub-oil tanks, which may be filled
through transfer systems, daily using other tanks are provided. These are as
follows:

- Clean oil tank : 1 of 0.6 m
3

- LO daily tank : 3 of 0.2 m
3


Main Lub-oil Purifiers: Samgong
No. of sets: 2
Type: Automatic, Self-cleaning,
Partial Discharge
Capacity/Viscosity: 3,000 L/h SAE#30 at 40C

Main Lub-oil Purifier supply Pump: Taiko
No. of sets: 2
Model: NHG-3MT
Capacity: 3.0 m
3
/h
Pressure: 0.3MPa

Lub-oil Transfer Pump: Taiko
No. of sets: 1
Model: NHG-5MT
Capacity: 5.0 m
3
/h
Pressure: 0.4MPa

Main Lub-oil Purifier Heaters: Dong-Hwa Entec
No. of sets: 2
Type: Shell & tube
Capacity: 3.0m
3
/h x 40 / 85C

3. Storage Capacity

- Main lub-oil storage tank : 80 m
3

- Main lub-oil settling tank: 80 m
3

- Main lub-oil sump: 65 m
3
- Turbine generator lub-oil storage tank: 10 m
3

- Turbine generator lub-oil settling tank: 10 m
3

- Diesel generator engine lub-oil storage tank: 10 m
3

- Diesel generator engine lub-oil settling tank: 10 m
3

- S/T lub-oil sump tank: 1.0 m
3

4. LO Transfer System IAS Display


1) To Fill Lubricating Oil

(1) Check and record the level in the tank to receive the oil.
Check the specification of oil being supplied.

(2) Inspect the bunker connections, ensure that the area is clean and the
save-alls are secure to receive any leakage. Remove the blinds and
connect the hose at the manifold. Commence filling, checking for
leakage and monitoring tank levels.

(3) On completion, re-check tank levels and record. Disconnect the hose
and refit the blind. Contain and clear any spillage. Record the amounts
received and that are now on board.


Illustration 2.7.3b Lubricating Oil Purifying System

CI
PI
No.2 Main L.O Purifier
Supply Pump
(3 m
3
/h x 0.3 MPa)
TI TI
To T.C.V
(T-417V)
Key
Drain Line
Air Line
No.2 Main
L.O Purifier
(3,000 L/H)
To Oily
Bilge Tank
No.2 L.O Purifier
Heater
TAHL
PI
To T.C.V
(T-413V)
TX
To L.O
Drain Tank
To Waste Oil
Transfer Pump
From G/E L.O Sump Tank
or G/E L.O Settling Tank
1
2
4
V
(
A
)
1
0
8
V
1
2
5
V
1
2
7
V
(
A
)
(
A
)
105V
(A)
115V
104V
1
0
6
V
(
A
)
S S
11S
(32 Mesh)
Sludge Tank
(10 m
3
)
1
2
9
V
CI
PI
No.1 Main L.O Purifier
Supply Pump
(3 m
3
/h x 0.3 MPa)
TI TI
No.1 Main
L.O Purifier
(3,000 L/H)
No.1 L.O Purifier
Heater
TAHL
PI
To G/E L.O Sump Tank
To G/E L.O Settling Tank
L-41V
To G/T L.O Settling Tank
or Main L.O Settling Tank
To G/T L.O Sump Tank
To Main L.O
Sump Tank
TX
LS LS
From Main L.O Sump Tank or Main L.O Settling tank
or Main L.O Storage Tank or S/T L.O Sump Tank
From G/T L.O Sump or G/T L.O Settling Tank
1
0
9
V
1
2
3
V
(
A
)
(
A
)
1
2
2
V
1
0
7
V
119V
1
0
2
V
1
0
1
V
1
2
1
V
(
A
)
(
A
)
12S
(32 Mesh)
0.9 MPa Air
118V
110V
L-42V
112V
128V
(A)
126V
(A)
1
3
0
V
WD
LM
MM
DD
WD
LM
MM
DD
1
1
4
V
Purifier
Work Bench
LAH
IAS
LS
120V
(A)
116V

2) To Drop Lub-oil from Storage Tanks to Sumps and Services

(1) Check oil in the storage tank for water contamination, draining as
necessary.

(2) Check levels in both the storage tank and the receiving tank. Check
all branch valves from the drop line are closed, then line up the
valves between the tanks, leaving the local receiving tank valve
closed until ready to commence the drop.

(3) Monitor the tank levels, stopping the drop at the required level
Record the amount of oil transferred.

3) To Use the Lub-oil Transfer Pump

As the transfer pump can be used to pump oil from many tanks and
systems, great care must be taken to ensure the valves are open only on
the lines required to be used, and that all other valves are closed.

(1) Ensure that all inlet and outlet valves on the pump are closed. Check
lines through which the oil is to be transferred and that all valves on
branch lines are closed, both on the suction and discharge side of the
pump.

(2) Line up the suction side of the pump, ensuring that only the valves
on the line from which the pump is to take suction are open.

(3) Line up the discharge side of the pump, ensuring that only the valves
on the line to which the pump is to discharge are open. If to be
discharged ashore, check that the line blind is removed and that the
connection of the hose is satisfactory.

(4) Monitor the tank level before, during and after the transfer. When
given authority, start the pump, check the discharge pressure and
inspect lines for leakage.

(5) On completion of transfer, stop the pump and shut down the system,
ensuring that all valves are closed. Return all blinds removed or
spectacle pieces turned back to their normal positions.

(6) Contain and clear any spillage. Record all tank levels and amounts
transferred.

4) To Purify the Lub-oil

(1) Open the shut-off valve in the product feed line.

(2) Switch on the motor.

(3) Open the stop valve in the product discharge.

(4) Switch on the control unit.

(5) Check that the operating mode selected on the control unit
corresponds

(6) Start the program.

(7) After the feed valves have automatically opened.

- Set the backpressure in the product discharge to approx. 0.15MPa
- Adjust the desired throughput
- When necessary, correct the backpressure in the product discharge.

(8) Check the discharges for solids and dirty water.


IAS
Tag No.
Description Setting
LO022 MAIN LO SUMP TK LEVEL H/L 2.65/0.48m
LO023 MAIN LO GRAVITY TK LEVEL L 0.45m

7. LO Purifier System IAS Display


Illustration 2.8a Engine Room Bilge System

PI CI
Upper
Deck
CI
PI
CI
PI
PS
Auto
Stop
From Engine Room Toilet Drain
From Incinerator W.O
Serv./Sett. Tank Drain
From Burner Coaming &
Cleaning Bench Drain
From Incinerator W.O
Serv. & Sett. Tank Overflow
Stern Tube
Cooling
Fresh Water
Tank
AFT
Bilge Well
Middle Bilge
Well (STBD)
AFT Peak Tank
From Inspection Tank
From S/G Room Oil
Coaming Drain
From S/T L.O Pump & Tank
Coaming Drain
From Steam Line Drain
Cofferdam
From Main L.O Purifier Pump &
L.O Trans. Pump Coaming Drain
From F.O Drain Tank
Water Drain
From I.G.G
Overboard
Line Drain
From Main L.O
Cooler F.W Drain
From Atmospheric
Drain Tank Drain
7
V
6
8
V
9
2
V9
3
V
9
1
V
53V
7
6
V
4
0
V
5
8
V
From M/T Gland Steam
From Soot Blower Steam Drain
From Aux. Cond. S.W Drain
To No.1 Ballast Strip. Eductor
Driving S.W Supply
To No.2 Ballast Strip. Eductor
Driving S.W Supply
No.1 Main Cooling
S.W Pump
Em'cy Bilge
Suction
From Atmos. Cond. Drain
9
4
V
Oily Bilge Tank
(30 m
3
)
Bilge Holding Tank
(100 m
3
)
Clean Drain Tank
(30 m
3
)
Steering Gear Room
62V
61V
5
9
V
4
1
V
4
5
V
(
A
)
(
A
)
3
7
V
(
A
)
49V
(A)
3
6
V
(
A
)
To Oily
Bilge Tank
23V
21V
(A)
24V 29V
34V
46V
33V 44V
SF-2
LS
LAH
IAS
LS
LAH
IAS
LS
LAH
IAS
LS
LAH
IAS
From L.O Trans. Pump
From L.O Drain Tank
From Sludge Tank
To Incinerator W.O
Service Tank
S
6
0
V
5
0
V
3
8
V
9
6
V90V
2S
Engine Room
Bilge Pump
(10 m
3
/h
x 0.4 MPa)
PS
Auto
Stop
1S
Waste Oil
Transfer Pump
(5 m
3
/h x 0.4 MPa)
5
6
V
5
5
V
PI CI
Water Spray Pump
(850 m
3
/h x 110 MTH)
Fire Line Pressure Pump
(2 m
3
/h x 50 MTH)
(P) (S)
Shore Connection
LS
LAH
IAS
6R
Thrust Bearing
Recess
1R 4R
19V 73V
Middle Bilge
Well (PORT)
LS
LAH
IAS
LS
For E/R Bilge P/P
Auto Start/Stop
LS
For E/R Bilge P/P
Auto Start/Stop
S
Control
Air
LS
5M
17V
To Water Spray
B
A
-
4
3
54V
3V
7
7
V
BA-42 BA-41
To Recess (FWD)
PI CI
Bilge, Fire & G/S Pump
(245/150 m
3
/h x 30/115MTH)
To Distilled
Plant S.W
Feed Pump
From Soot
Collecting Tank
Soot Collect Tank
Eductor (23 m
3
/h)
No.1
No.2
Low
Sea Chest
S
-
1
5
7
V
High
Sea Chest
From
IAS
LS M
1
0
1
V
S
-
2
S
(
F
)
S
-
1
5
6
V
From
IAS
LS M
1
0
5
V
(
F
)
97V
(F)
1
4
V
(
F
)
1V
47V
10V
6V
4V
(F)
(F)
PI CI
2V
11V
7V
5V
86V
88V
8
9
V
95V
16V
BF-111
ORI-2
Floor
(PORT)
BF-105
ORI-8
Upper Deck (P)
B
F
-
9
4
2nd Deck
(PORT)
BF-109
ORI-4
4th Deck
(PORT)
BF-107
ORI-6
3rd Deck
(PORT)
BF-104
ORI-9
Casing
(STBD)
BF-128
ORI-13
3rd Deck
Near Escape Trunk
BF-108
(A)
(A)
ORI-5
3rd Deck
(STBD)
BF-106
ORI-7
2nd Deck
(STBD)
BF-112
ORI-1
Floor
(STBD)
BF-130
ORI-11
Floor
Near Escape Trunk
BF-129
ORI-12
4th Deck
Near Escape Trunk
BF-110
ORI-3
4th Deck
(STBD)
PI
IAS
PX
64V
PI
FWD Bilge
Well (PORT)
3M
2M
LS
LAH
IAS
15V
S-104V
43V
(A)
8
5
V
(
A
)
FWD Bilge
Well (STBD)
1M
LS
LAH
IAS
CI
PI
PS
Auto
Stop
70V 25V
3S (24 Mesh) (24 Mesh) (24 Mesh)
Oily Bilge
Pump
(5 m
3
/h
x 0.4 MPa)
7
2
V
LS
LAH
IAS
5R
Turbine Recess
(AFT)
LS
LAH
IAS
2R
Turbine
Recess
(FWD)
6M
O
R
I
-
1
0
S
Control
Air
LS 4M
18V
LS
LAH
IAS
To Sew. Treat. Plant
& Sew. Collect. Tank
From Main
Condenser
Drain
28V
26V
39V
Bilge Primary Tank
(5 m
3
/h)
Oily Bilge Separator
(5 m
3
/h)
82V 81V
80V
7
9
V
8
3
V
3
2
V
S
G
-
1
LS
PI
Electric Heater
Power
Floating
Tank
Mixing
Tank
S
PI
Sep.
Tank
S S
Bilge
Alarm
15 ppm
Control
Panel
NACH
(20 L)
Emulsion
Breaker
(20L)
S
Key
Drain Line
Air Line
Fresh Water Line
Bilge Water Line
Sea Water Line
From F.W
Hyd. Unit
For
Sampling
From
0.9 MPa
Control
Air
20V
LS
LAH
IAS
3R
Scoop Inlet
Recess
Valve (S-13V)
69V
S
-
1
S
8
4
V
From F.W Tank (S)
(For Rinsing Water for Water Spray)
9V
66V
65V
A-215V
4
2
V
6
7
V
BG-30 BG-31
D-56V


2.8 Bilge System

Discharge of Oil Prohibited
The Federal Water Pollution Control Act prohibits the discharge of oil or oily
waste into or upon the navigable waters of the United States or the waters of the
contiguous zone if such discharge causes a film or sheen upon or a
discolouration of the surface of the water or causes a sludge or emulsion
beneath the surface of the water. Violators are subject to a penalty.(USCG Rule
# 155.445)

1. General description

There are five main bilge wells in the engine room. These can be pumped out
by one or more of the engine room bilge pumps, namely the Bilge Pump &
Bilge,Fire & G/S Pump (for emergency flood clearance only), E/R Bilge
Pump and Oily Bilge Pump. Note that normally the bilge wells would be
pumped by the E/R Bilge Pump to the Holding Tank

The bilge holding tanks are as follows:

- Oily bilge tank (30.0 m
3
)
- Bilge water holding tank (100.0m
3
)
- Clean Bilge Tank(30.0 m
3
)

Valve Drain to the Oily Bilge Tank
From Incinerator W.O service tank drain
From Burner coaming & cleaning
From Incinerator W.O service tank overflow
76V
From S/G room oil coaming drain
From Main LO puri. pump & LO trans. pump
coaming drain 40V
From S/T LO pump & tank coaming drain
53V From FO drain tank drain
60V
From Oily bilge pump & Bilge primary tank
coaming drain
38V
Oily bilge from Oily Bilge Separator or Bilge
Primary tank overflow
From Oily bilge separator coaming drain
50V
From Oily bilge separator out oil
93V
From E/R bilge pump & Waste oil trans. pump
coaming drain

The oily bilge tank is filled with drains and/or oily residues from the oily water
separator, as well as any oily water which may be directed from incinerator
waste oil tank, burner cleaning device and E/R bilge pump and waste oil
transfer pump coaming. This tank is normally emptied by the waste oil transfer
pump and can be transferred to shore installations through the deck shore
connection, or to the No.1 waste oil service tank and No.2 waste oil service tank
Drain to the Bilge Holding Tank
- From E/R toilet drain
71V From Inspection tank
68V
Bilge water from Oily Bilge Separator or Bilge
Primary tank overflow

The bilge water holding tank accepts drains from Inspection tank, E/R toilet
drain and bilge wells. E/R bilge pump is sending oily water from bilge wells to
the bilge primary tank. Clean water which is separated in the bilge primary tank
is sent to the bilge holding tank. Bilge holding tank is pumped out using Oily
bilge pump and transferred through the bilge water separator unit, before
passing overboard.

Drain to the Clean Bilge Tank
94V From steam line drain
From aux. cond. SW drain
Form soot blower steam drain
From atmos. cond. drain
58V
From M/T gland steam
90V From atmos. drain tank drain
96V From main LO CLR FW drain

The clean bilge tank accepts drains from steam line drain, soot blower steam
drain, etc. Clean bilge tank is pumped out using No.2 Fire, bilge & G/S pump
and transferred directly out of ship

There are five main bilge wells in the engine room as follows:

- Port and starboard forward
- Port and starboard middle
- Aft well

The port and starboard forward bilge wells are fitted with high level alarms, and
all of the bilge well can be pumped out by direct suction through Bilge, Fire &
G/S Pump. The port and starboard mid bilge wells are fitted with a high level
alarm and level switch.

The aft bilge well collects drains from the save-alls in the steering gear room,
F.W tank (P & S) and Dist. Water tank (P & S) which can be emptied into the
well through spring loaded valves. The aft well has a high level alarm fitted.

No.1 Main Cool S.W Pump has the engine room emergency bilge suction valve
fitted to its suction lines. This can be used in an emergency for direct suction of
bilge water and pumped overboard.
2. Bilge Water Separator

1) Technical data

Model (Double stage): HYN05000
Design / Hydro pressure: 0.44/0.66MPa
Capacity: 5.0m
3
/h
Operation Temp.: 20~60

2) Principal of separation.

The HANYOUNG oily separator HYN-5.0 is combination of a gravity separator
with built-in coalesce.

The system works with a completely new principle of hydrodynamics. Latest
physical trends concerning oil-in-water dispersion, homogeneous fluid mechanics
and coalescence effects are incorporated in the HYN-system.

Not to cause of emulsion when pump run, it is advantageous to use a pump of low
revolutions and less emulsification. Such as MONO, PISTON instead of high one
such as Centrifugal Pump.

Separator has CPI (Corrugate Plate Interceptor). The oil and water mixtures
introduced into square chambers where enhance buoyancy effects from small oil
droplets to larger one.

In 1
st
Filter cartridge and Upper tank, after going through CPI oil coalesced will be
accumulated on upper tank and water will be down to the level of oil. But very
small disperse oil and oil droplets which is too small to buoyancy will be lowered
down to the bottom tank where located 1 filter cartridge. When liquid pass through
filter cartridge, oils absorbed by filters.

The oil separated out collets in the upper settling zone of the own. An efficient
heating system warms this area to support the separation process, make the oil
pumpable and protect the electrodes against clogging. It is recommended to set the
temperature approximately 50 degrees.

Oil level detector detects oil level and if detected send signal to solenoid valve
open to discharge oil to oil collecting tank. Oil can be discharged by existing tank
inside pressure to oil collection (sludge) tank.

Oil content meter monitor works on the light scatter principle and can be relied on
to give warning when free oil particles or oil-in-water emulsions cause the 15ppm
limit to exceeded. When the alarm is triggered, the pneumatic 3-way valve is
switched via a dead contact to re-circulation mode after the set time interval has
elapsed to prevent possible outboard oil contamination.


Illustration 2.8b Oily Bilge Separator

Bilge Tank
NAOH
(20L)
Control
Panel
Emulsion
Breaker
(20L)
OLS
N.P.
EH OLS
S
S
S
S
S
15 ppm
Bilge
Alarm
S
Air Supply Inlet Point
To Holding Tank
Back Washing
B
i
l
g
e

I
n
F
.
W
.

I
n
l
e
t
To Holding Tank
To Oily Bilge Tank
Over
Board
Recirculation
Valve
Automatic
Stopping
Device
Motor &
Pump
Strainer
P.G
Pressure
Gauge
Electric Heater
Dosage
Pump
Dosage
Pump
Mixing
Pump
Mixing Tank
Floating Tank
Separator Tank


Water for backwashing

- Water for back washing
Approximately 1~2 bar pressure are required for backwash water from sea
or fresh water hydrophor are sed. Backwash are controlled by oil detector
and it run until oil purge out of oil collecting tank.

- Backwashing :
Solenoid actuated 2-way valve is operated fully automatically. Separation,
backwash are sequenced by controller and valves are controlled by
solenoid actuator.

Immediately after discharging the oil the backwashing is started. Clean water is
used for backwashing. The coalescer is cleaned from oil and dirt by automatic
backwashing. The mixture of oil sludge and water is drained off to the bilge.

2. 15ppm Bilge Alarm

1) Principle of operation

a) Measuring principle
An optical sensor array measure a combination of light scattered and
absorbed by oil droplets in the sample stream. The sensor signals are
then processed by a microprocessor to produce linearized output.

If an alarm (work set point 15ppm) occurs, the two oil alarm relays
are activated after the adjusted time delay.

The microprocessor continuously monitors the condition of the
sensor components and associated electronics to ensure that
calibration accuracy is maintained over time and extremes of
environmental conditions.

b) Displays and Alarms
In the unit are two independent oil alarm circuits available. Both can
be set separately from 1 to 15 ppm. From the manufacturing both
alarms are set to 15 ppm (according IMO). The set points can be
changed to 10 ppm or 5 ppm. An alarm point setting above 15 ppm
is not possible. The adjustment can be done in the programming
mode

In the mode also the individual adjustment of the time delays for the
alarms and the possible changing between 0 ~ 20mA or 4 ~ 20 mA
output can be done

Both alarm circuits are also related to an alarm LED on the front
panel.

In case of malfunction the System LED will indicate any type of
internal fault of the unit. This LED is flashing green in normal
conditions and is red in alarm conditions. Also this alarm is related
to an relay output.

Additional to the alarm LEDs each alarm circuit is equipped with a
relay with potential free alarm contacts. These contacts can be used
for external processing of the signal or for control of further
functions.

If a malfunction or failure of the power supply occurs, all 3 relays
will switch to alarm condition.

2) Operating procedure

a) Switch on the power supply.

b) Allow a period of time for water entering the sample tube.

c) Flow oil free water through the system for a few minutes

d) Switch the instrument sample supply from the clean water supply to
the separator sampling point connection.

e) The instrument is now ready for use.

NOTE
1. When oily water flow through the instrument the display will show the actual
value of oil content.
2. If the oil concentration exceeds the adjusted threshold (works adjustment 15
ppm), the alarm indicator 1 will be illuminated in intervals during the selected
time delay before it change to steady light and the associated alarm relay will
operate. Accordingly also the alarm indicator 2 will be illuminated and its
associated alarm relay will take the appropriate shut down action.


Illustration 2.9.1a Control Air System
Key
Drain Line
Control Air Line
2
3
5
V
130V
2
3
4
V
Stand-by F.D Fan
Driven Unit
152V
No.2 F.D Fan
Drive Unit
178V
Spare
254V
Spare
153V
No.1 F.D Fan
Drive Unit
109V
Level Trans. for
3rd Stage F.W Heater
193V
253V
Spare
Spare
256V
Spare
255V
Spare
U
p
p
e
r

D
e
c
k

(
4
0
A
)
2
1
8
V
172V
1
2
8
V
No.1 Boiler Atomizing
Steam Piston Valve (226B)
181V
6.03/0.98 MPa P.R.V.
Atomizing Steam (T-707V)
137V
No.1 Boiler Purge Steam
Control Valve (399B)
212V
No.2 Boiler Purge Steam
184V
No.2 Boiler F.O
185V
No.2 Boiler Feed W.
Control Valve (26B)
186V
No.1 Boiler F.O
187V
No.1 Boiler Feed W.
Control Valve (26B)
188V
Boiler Soot Blower Steam
Inlet Piston Valve (284B)
173V
No.2 Boiler Atomizing
Steam Piston Valve (226B)
111V
No.1 Boiler Remote Hot
Starting Piston Valve (79B)
199V
No.2 Boiler Remote Hot
Starting Piston Valve (79B)
200V
0.98/0.6 MPa P.R.V.
(T-402V)
B
o
ile
r

U
p
p
e
r

P
a
r
t

(
4
0
A
)
2
1
4
V
156V
1
2
4
V
M/T Gland Steam
Control Valve
158V
Atmos. Drain Tank
L.C.V. (M-108V)
144V
No.1 G/T Sealing Steam
Controller
145V
No.2 G/T Sealing Steam
Controller
160V
M/T Astern Spray
Water Piston Valve
146V
Deaerator L.C.V.
(Make-up, M-120V)
147V
Deaerator L.C.V.
(Spill, M-116V)
177V
Boiler Feed Water Pump
Recirc. W. Shut-off Valve (M-824V)
197V
Spare
201V
Spare
138V
Central F.W Cooling
Water T.C.V. (W-12V)
247V
0.18 MPa P.C.V.
4
t
h

D
e
c
k

(
P
O
R
T
)

(
4
0
A
)
2
0
7
V
143V
1
6
5
V
M/T Astern Valve Drain
240V
M/Cond. Dump Steam Desuperheater
Heating Chamber Water Control Valve
252V
Main Condenser L.C.V. (M-58V)
191V
Spare
Spare
162V
Mid Bilge Well (P)
Shut-off Valve
149V
No.1 Distilled Plaint Heating
Steam Control Valve
150V
No.2 Distilled Plaint Heating
Steam Control Valve
159V
Main Condenser
L.C.V.
202V
4
t
h

D
e
c
k

(
P
O
R
T
)

(
4
0
A
)
2
3
9
V
2
3
3
V
228V
Plasma Equipment
136V
No.1 & 2 L.O
Purifier
238V
M.D.O Purifier
139V
Boiler F.O Pump
P.C.V. (215B)
175V
Spare
176V
Spare
P
u
r
if
ie
r

R
o
o
m

(
4
0
A
)
2
1
7
V
192V
1
2
7
V
Main Steam Dump Valve
Shut-off Valve (T-730V)
166V
To N2 Generator
Instrument Air
189V
6.03/0.45 MPa P.R.V.
(T-711V)
133V
6.03/0.32 MPa Aux.
Steam P.R.V. (T-719V)
168V
6.03/0.98 MPa P.R.V.
for Aux. Steam (T-715V)
169V
D.S. Heater Control Valve
for Aux. Steam
243V
No.1 Excess Steam
Dump P.C.V.
190V
No.2 Boiler Soot Blower Steam
Vent Piston Valve (285B)
174V
No.1 Boiler Soot Blower Steam
Vent Piston Valve (285B)
226V
No.2 Main Boiler 2ry Steam
Temp. Cont. Piston Valve (133B)
105V
No.1 External
Desuperheater T.C.V.
Spare
180V
No.2 Excess Steam
Dump P.C.V.
248V
8.65/3.0 MPa P.R.V. for
Ext. Desuperheater
230V
No.1 Main Boiler 2ry Steam
Temp. Cont. Piston Valve (133B)
182V
No.2 External
Desuperheater T.C.V.
148V
1st Stage Feed
Water Heater L.C.V.
110V
Spare
179V
Exhaust Main Dump
Valve (X-28V)
132V
3
r
d

D
e
c
k

(
M
I
D
)

(
4
0
A
)
2
1
9
V
194V
1
2
9
V
2
3
6
V
No.2 Boiler B.O.G
Control Valve
195V
Spare Spare
198V
No.1 Boiler B.O.G
Control Valve
196V
To Air Control Unit
for S/T L.O System
No.1 Boiler F.O Burner
Solenoid Valve Board
(271B-P)
2
n
d

D
e
c
k

(
4
0
A
)
2
1
3
V
134V
1
2
3
V
1.63/1.03 MPa P.R.V.
157V
M/T L.O T.C.V.
203V
M/T Warming-up Press.
Control Valve (PV-1)
204V
M/T Warming-up Steam
Cylinder Valve (PV-2)
140V
HP Turbine Drain Valve
241V
HP Bleed Steam
Drain Valve
141V
M/T Ahead Valve Drain
161V
Mid Bilge Well (S)
Shut-off Valve
209V
M/T L.O Press.
Control Valve
135V
Spare
126V
Air Purge Type L/G
(H.F.O Overflow Tank)
142V
G/E F.W Cooler
T.C.V.
131V
Spare
4
t
h

D
e
c
k

(
S
T
B
D
)

(
4
0
A
)
2
2
4
V
PS
LL
No.1 Boiler Gas Burner
(270B-P)
2
3
7
V
1
2
5
V
No.2 Boiler F.O Burner
(271B-S)
2
2
5
V
PS
LL
For Boiler
Trip
For Boiler
Trip
No.2 Boiler Gas Burner
(270B-S)
To No.1/2 Main Boiler
Smoke Indicator Receiver
To Oily Bilge
Separator
2
4
2
V
215V
No.2
(Auto Drain)
(Manual Drain)
PS
No.1
(Auto Drain)
(Manual Drain)
PS
Sett.
0.99 MPa
To Funnel
PX
PS
PS
PI
PIAL
IAS
220V 221V
1
7
1
V
222V 223V
1
2
1
V
Oil Removal Filter
(0.01 Micron)
To Bilge Well
Oil Removal Filter
(1 Micron)
C
o
n
t
r
o
l

A
i
r

R
e
s
e
r
v
o
i
r
(
7
.
5

m
3

x

0
.
9

M
P
a
)
Control Air Compressors
(350 m
3
/h F.A.D. x 0.9 MPa)
From Working
Air Compressor
(A)
112V
(3 Micron) (1 Micron)
No.1 Cargo Deck Air Dryer
(250 Nm
3
/h F.A.)
Desiccant Type
115V
(0.01 Micron) (1 Micron)
No.2 Cargo Deck Air Dryer
(250 Nm
3
/h F.A.)
Desiccant Type
113V
170V
1
1
4
V
No.2 E/R Control Air Dryer
(250 Nm
3
/h F.A.)
Refrig. Type
No.1 E/R Control Air Dryer
(250 Nm
3
/h F.A.)
Refrig. Type
122V
2
3
1
V
151V
(A)
2
2
9
V
PX PI
PIAL
IAS
2
3
2
V
PX PI
PIAL
IAS To I.G.G System
(I.G.G)
To Accommodation
To I.G.G System
(I.G Dryer)
To Cargo Control
System (S)
1
1
8
V
1
1
9
V
1
1
6
V
1
1
7
V


2.9 Compressed Air Systems

2.9.1 Control Air Systems


The control or instrument air system provides dry, clean air at 0.9MPa pressure,
to operate control valves (both pneumatic and electro-pneumatic) and dampers
throughout the vessel.

Two electrically driven compressors supply air to the control air receiver. From
here the air flows through the oil/water separator. If the air is for the cargo
operating systems it will then pass through a desiccant type dryer and if for the
engine room control systems, it will pass through a refrigerant type air dryer.

1) Air Compressors

The compressors can be started locally, they are normally on remote
control, one unit on auto start, the other on standby. The in-use
compressor will cut in with the receiver pressure at approximately
0.8MPa and stop when the bottle pressure is raised to approximately
0.9MPa Should the receiver pressure continue to fall to approximately
0.7MPa, the second compressor will start and assist in pumping up the
receiver.

If, for any reason, the air pressure in the receiver should fall 0.7MPa
below the No.2 compressors cut-in pressure, an emergency cross over
valve (19V) from the working service air system will open, allowing air
to flow from the working air compressors to the control air system.

The receiver is fitted with relief valve set at 0.99MPa. After the receiver,
the air passes firstly through a dust filter, which is a cartridge type filter,
to remove small solids trapped in the air.

Secondly, the air passes through an oil free filter, to remove any
entrained oil droplets.

The air then flows to dryer units:
For the cargo control air system-desiccant type units
For the engine room machinery control system-refrigerant type units

2) Desiccant Type Dryer

There are two units provided, to work in automatic mode, where one unit
is operating and drying the air passing through it and the second is having
its desiccant regenerated.

The control air passes into the unit and over a desiccant bed, where the
moisture in the air is drawn out by the desiccant. The dry air then flows
out to the control system, leaving the moisture in the desiccant.

When the desiccant has become saturated, the units will automatically
change over, allowing the standby unit to become the dryer.
The first unit will now have its desiccant heated and air circulated over it.
The moisture created is separated out in a cyclone type separator, where
the moisture droplets will fall and be drained off, and the dry air allowed
to purge the unit. At the end of the regeneration cycle, the desiccant bed
will again be in a satisfactory condition to dry the moisture of the
incoming control air supply, repeating the process as necessary.

3) Refrigerated Type Dryer

There is one refrigerant type air dryer is provided. This types of units
consist of a sealed refrigeration compressor, which flows through an
evaporation coil. The control air from the receiver passes around the coil
and cooling it, so that moisture droplets in the air become heavy and
separate out. An automatic drain in the unit allows the accumulated
moisture to flow to the bilge.

An after filter is fitted in the line, to further remove any remaining
entrained water droplets.


Control air compressor: Atlas Copco MFG. Korea Co., Ltd
No. of sets: 2
Type: M.D., Rotary Screw
Capacity: 350 m
3
/h x 0.9MPa

Control air reservoir: Kang Rim
No. of sets: 1
Capacity: 7.5 m
3
x 0.9MPa

Air drier: Kyung-Nam
No. of sets: 2
Type: Desiccant
Flow: Abt 250 m
3
/h

Air drier: Kyung-Nam
No. of sets: 1
Type: Refrigerated
Flow: 250 m
3
/h


1) )Ensure that the air compressor is ready for use, that the sump oil level is
satisfactory, cooling water to inter-coolers is in use and the discharge
valve from the compressor is open.

2) )Open the inlet valve to the reservoir, closing the drain valve.
Ensure that the valve to the auto drain is open and the bypass valve is
closed.

3) )Check that all valves and lines to the pressure switches for starting and
stopping the compressor are open.
4) )Start the compressor and check the air pressures and lub-oil pressure are
satisfactory.

5) )Switch the compressor to auto control, and allow the reservoir to reach its
full pressure. Check that the compressor stops.

6) )Open the reservoir discharge valve.

7) )Open the inlet and outlet valves to one set of oil filters.

8) )Open the inlet and outlet valves to the desiccant, ensuring that all drain
valves are closed.

9) )Switch on the power supply. Start up the driers in conjunction with the
manufacturers operating instructions.

10))Once the driers are in operation, maintain checks on the line pressure and
dew point in the system.

11) When operations permit, check and test all cut-ins and alarms.

IAS
Tag No.
Description Setting
CA005 CONTROL AIR RSVR PRESS L 0.7MPa

5. Compressor Air System IAS Display


Illustration 2.9.2a Starting Air System

4
6
V
4
5
V
4
V
3
V
Key
Starting Air Line
Drain Line
No.1 Generator Engine To Funnel
From N
2
System
5
V
H.P Magnetic Valve
Separately Lead To Bilge Well
L.P Magnetic Valve
1V
H.P Magnetic Valve
Generator Engine
Starting Air Compressor
(25 m
3
N
o
.
1

G
e
n
e
r
a
t
o
r

E
n
g
i
n
e
A
i
r

R
e
s
e
r
v
o
i
r
(
0
.
5

m
3

x

2
.
5

M
P
a
)
No.1
L.P Magnetic Valve
Sett.
2.75 MPa
4
4
V
49V
From Working
Air Reservoir
To Deck
Scupper
From Control
Air Reservoir
PIAL
IAS
PX
PI
PS
PIAL
IAS
PX
N
o
.
2

G
e
n
e
r
a
t
o
r

E
n
g
i
n
e
A
i
r

R
e
s
e
r
v
o
i
r
(
0
.
5

m
3

x

2
.
5

M
P
a
)
Sett.
2.75 MPa
(A)
(A)
48V
PIAL
IAS
PX
PI
PS
PIAL
IAS
PX
No.2
2V
Oil/Water
Separator

2.9.2 Starting Air Systems


The G/E starting air compressors are set up in a lead follow/configuration. The
lead compressor will start at 2.0MPa receiver pressure, and stop at 2.5MPa. If the
pressure should fall to 1.8MPa, the follow compressor will cut in, assisting
charging up the reservoir to 2.5MPa. Start and stop limits are parameter settings
that can be changed by operators.
Pressing the ON button on the operator panel, both compressors will be
switched to auto mode and follow compressor can be switched by operating
software buttons. Pressing the OFF button on the operator panel, both
compressors are switched to manual mode.

The diesel generator has air-starting systems and unit is provided with air at
2.5MPa

The generator engine starting air compressors for the system are two electrically
driven reciprocating units, which supply air to the diesel generator air start
reservoir. At each start of the compressor, the auto drain will open for a short
period to allow any accumulated moisture in the unit to be discharged to the
bilge before allowing the compressed air into the reservoir.

Although the compressors can be started locally, they are normally on remote
control, one unit on auto start, the other on stand-by. The in-use compressor will
cut in with the reservoir pressure at approximately 2.0MPa and stop when the
pressure is raised to approximately 2.0MPa. Should the reservoir pressure
continue to fall to approximately 1.8MPa, the second compressor will start and
assist in pumping up the reservoir.

Both air reservoirs are fitted with relief valves set to lift at approximately
2.75MPa.

Two air compressors supply the D/G start air reservoirs. At the compressors, the
auto drain valve will open for short periods to allow any accumulated moisture to
be discharged to the bilge. A software generated Long run alarm will be
implemented for the compressors.


G/E Starting Air Compressors. Jong Hap
No. of sets: 2
Type: M.D., 2 Stage, Reciprocating,
air cooled
Capacity: 25 m
3
/h x 2.5MPa

G/E Starting Air Reservoir: Kang Rim
No. of sets: 2
Capacity: 0.5 m
3
x 2.5MPa


1) Diesel Generator Engine Air Starting System

(1) Check the compressor to be used. Ensure that the oil sump level is
correct. Check that the fresh water cooling system valves are open
and there is a flow through the inter and after coolers.

(2) Open the discharge valve from the compressor and the inlet valve to
the air reservoir.

(3) Line up the drain valves from the reservoir for the auto drain valve
to be in use.

(4) Ensure that all valves are open to the pressure switches for the cut-in
and cut-out of the compressor.

(5) Start the compressor in manual mode and commence to raise the
pressure in the reservoir. Inspect the pressures of the compressor
local gauges and, when all is satisfactory, change to auto mode.

(6) Ensure that the compressor stops when the reservoir pressure
reaches approximately 2.5MPa, and restarts when the pressure
drops to approximately 2.0MPa.

(7) As the compressor starts, check the operation of the magnetic
unloader, so that the unit drains to the bilge in order to exclude any
moisture already in the compressor, before pumping to the
reservoir.

(8) When the operation of the compressor is satisfactory, open the
reservoir outlet valve to the diesel generator engine air start system.

Note
At the lowest point along the line from reservoir to the
generator engine, a double shut off valve is fitted. Periodic
opening of these valves will ensure that no moisture stays in
this line and is unable to enter the engine air start system.

(9) Periodically open the generator engine starting reservoir manual
drain valves and the generator engine starting reservoir to ensure all
moisture is drained from them and to ensure the auto drain valve is
operating correctly.

(10)When the system is operating satisfactorily, place the second
compressor on stand-by mode and when operating procedures allow,
check that all alarms and changeovers operate satisfactorily.


IAS
Tag No.
Description Setting
CA018 G/E START AIR RSVR 1 PRESS L 1.5MPa
CA901 G/E START AIR RSVR 2 PRESS L 1.5MPa



Illustration 2.9.3a Working Air System

Key
Working Air Line
Drain Line
Working Air Compressor
(350 m
3
Auto Drain
Manual Drain
W
o
r
k
i
n
g
A
i
r

R
e
s
e
r
v
o
i
r
(
7
.
5

m
3

x

0
.
9

M
P
a
)
PIAL
IAS
PI PX PS
PS
3
6
V
3
7
V
63V
(A)
60V
66V
Separately Lead To Bilge Well
To Air Reservoir for
Quick Closing Valve
in Fire Control Station
Floor AFT
To Purifier W/B
23V
To Work Shop
24V
To Engineer's Store Door
(Outside)
25V
(A)
To Incinerator Room
To Incinerator Purge Air
34V
To Steering Gear Room
61V
To Electric Work Shop
38V
50V
Near F.D Fan
26V
To Passage
Way (S)
To Passage
Way (P)
To Em'cy
D/G Room
To Air
Horn
To
Accommodation
To CO
2
Room
To Accomm. Pneu.
Vent Damper
From Control
Air System
From Starting Air
Compressors
To 2nd Deck (P)
32V
(A)
To Boiler Atomizing
To No.2 Control
Air Compressor
For G/E Turning Gear
To Funnel
Sett.
0.99 MPa
27V
3
3
V
39V 40V
41V
1
9
V
42V
To Near Auxiliary Condenser
31V
To F.W/D.W Hydrophore Unit
30V
To Near Boiler Burner
Fire/Gen. Alarm Horn (2nd Deck, AFT)
29V
Oil Removal Filter
(0.01 Micron)
Oil Removal Filter
(1 Micron)
(A)
35V
2
0
V
To G/E F.O Shut-off Valve
G/E T/C Cleaning
(10 m)
28V
Near Bilge Fire & G/S Pump
22V
S
Fire/Gen. Alarm Horn
(Floor)
To Pipe Duct
To Pipe Duct
E/R FWD
Bulkhead
S
47V
6
7
V


2.9.3 Working Air Systems


The working air service provides service air at 0.9MPa to the following
auxiliaries and locations:

On deck:

- CO2 Room
- Air horn
- Deck air service line
- Accommodation air lines
- Passage way (P&S)
- To Accommodation Pneumatic vent Damper
- Emcy D/G Room

Engine room:

- To 2
nd
Deck (P)
- To Near Aux. Condenser
- Near F.D Fan
- To Near G/E
- To Incinerator
- To G/E FO shut off Valve
- To Puri. W/B
- To M/B Atomizing Air
- Near Main Boiler Burner
- To Floor aft
- To Electric Work Shop
- To Work-Shop
- To Incinerator Purge air
- To Steering gear room
- To F.W / D.W Hyd. Unit
- Near Bilge fire & G/S Pump

Emergency air supply to the control air system is also provided, should the
pressure in the control system become too low. A solenoid valve is operated if
this occurs, allowing the W/A compressors to supply air to both systems.

Similarly, the control air compressors are able to supply the working air system
by opening the auto solenoid valve.

One electrically driven compressor supplies air to the working air receiver. From
here the air is discharged to the various lines and connections as detailed above.

2. Specification

Working air compressor: Atlas Copco MFG. Korea Co., Ltd
No. of sets: 2
Type: M.D., Rotary Screw
Capacity: 350 m
3
/h x 0.9MPa

Working air reservoir: Kang Rim
No. of sets: 1
Capacity: 7.5 m
3
x 0.9MPa

1) To Distribute working Air

(1) Check the compressor to be used. Ensure that the oil sump level is
correct. Have the fresh water cooling system valves open and check the
flow through the inter and after cooler units.

(2) Open the discharge valve from the compressor and the inlet valve to
the air receiver.

(3) Line up the drain valves from the receiver for the auto drain valve to be
in use and the by pass valve closed.

(4) Ensure that all valves are open to the pressure switches for cut-in and
cut-out of the compressor.

(5) Start the compressor in manual mode and raise the pressure in the
receiver. Inspect the pressures of the compressor on local gauges and
when all is satisfactory, change to auto mode.

(6) Ensure that the compressor stops when the receiver pressure reaches
approximately 0.9MPa, and restarts when the pressure drops to
approximately 0.8MPa

(7) As the compressor starts, check the operation of the magnetic unloader
that the unit drain to the bilge in order to exclude any moisture already
in the compressor, before pumping to the receiver.

(8) When the operation of the compressor is satisfactory, open the receiver
outlet and open the valves on the air main as required.

(9) As the compressors have no air dryer units in the system, great care
should be taken to ensure the receiver is drained of any moisture. The
auto drain valve operation should be checked and the by pass valve
opened occasionally to ensure this.

(10)For similar reasons as in item 9), whenever working. air is to be used
in a system, always blow through the line and ensure no moisture has
been allowed to accumulate, especially if the system has not been used
for some time.

(11)If a piece of machinery is to be operated by the supplied air, always
ensure there is a lubricator unit attached.

(12)When the system is operating satisfactorily, place the second
compressor on stand by mode, and when operating procedures allow,
check all alarms and changeovers operate satisfactorily.


IAS
Tag No.
Description Setting
CA012 WORKING AIR RSVR PRESS L 0.7MPa



Illustration 2.9.4a Emergency Shut-Off Air System

No.1 Incinerator
W.O Service
Tank
(1.5 m
3
)
Casing
2nd Deck
3rd Deck
4th
Deck
Air
Reservoir
for
Quick
Closing
Valve
Key
Air Line
Diesel Oil/ Gas Oil Line
Fuel Oil Line
Waste Oil Line
Drain Line
From G/S
Air System
PIAL
IAS
PX
PI
F
-
3
0
4
V
F.O
Addictive
Tank
(3.0 m
3
)
F
-
8
1
V
G/E M.D.O
Service Tank
(30.0 m
3
)
F
-
2
9
V
F
-
1
2
6
V
F
-
1
0
1
V
M.D.O
Storage Tank
(100 m
3
)
F
-
2
7
V
H.F.O
Settling Tank (S)
(535.5 m
3
)
F
-
2
0
1
V
AFT H.F.O
Bunker Tank (S)
(462.2 m
3
)
F
-
1
V
Low Sulphur
F.O Tank (S)
(205.7 m
3
)
F
-
4
3
V
H.F.O
Settling Tank (P)
(540.0 m
3
)
F
-
2
0
3
V
AFT H.F.O
Bunker Tank (P)
(353.5 m
3
)
F
-
3
V
H.F.O Overflow
Tank
(70.0 m
3
)
F
-
6
V
Low Sulphur
F.O Tank (P)
(293.2 m
3
)
F
-
4
6
V
I.G.G
M.D.O Service
Tank
(70 m
3
)
F
-
3
6
V
G/T L.O
Settling Tank
(10.0 m
3
)
L
-
1
7
V
Main L.O
Gravity Tank
(25.0 m
3
)
L
-
2
0
6
V
Main L.O
Settling Tank
(80.0 m
3
)
L
-
3
2
V
G/E L.O
Settling Tank
(10.0 m
3
)
L
-
6
V
Incinerator
M.D.O Service
Tank (2.0 m
3
)
F
-
3
1
5
V
No.2 Incinerator
W.O Service
Tank
(1.5 m
3
)
F
-
3
1
8
V
Fire Control Station
To Vent Damper Air Cylinder for Engine Ventilation
To be G/E M.D.O Service Tank
T
o

P
O
R
T

G
r
o
u
p
T
o

S
T
B
D

G
r
o
u
p
To Funnel Ventilation Damper (S)
To Funnel Ventilation Damper (P)
To No.1 Engine Room Supply Fan
Vent Damper
Vent Damper
Vent Damper
Vent Damper
To No.1 Engine Room Exhaust Fan
Vent Damper
To No.2 Engine Room Exhaust Fan
Vent Damper
To Purifier Room Exhaust Fan
Fire Damper
To Diesel Generator Exhaust Fan
Damper
To Oil Store Exhaust Fan
Damper
To Chemical Store Exhaust Fan
Damper
To Welding Space Exhaust Fan
Damper
To be Located
Outside Engine Room
These Cocks/Valves
To be Installed Near
Vent Damper
63V
(A)
52V
51V
Floor Deck

2.9.4 Emergency Shut Off Air System

1. Operation of Emergency Shut-off System

1) Ensure that the air supply to the receiver through engine room control air
drier and inlet valve to the receiver is open.

2) Check that the receiver pressure is at 0.9MPa

3) The air from the receiver can be used to operate the quick closing valves
by operating the two way lever valve for four systems:

To STBD Group:

HFO OverFlow Tank
Low Sulphur Tank(S)
HFO Settling Tank(S)
Aft HFO Bnker Tank(S)
Main LO Gravity Tank
MDO Storage Tank
Main LO Settling Tank
G/E LO Settling Tank
G/E MDO Service Tank
No.2 Incinerator WO Service Tank
No.1 Incinerator WO Service Tank
Incinerator MDO Service Tank

To PORT Group

Low Sulphur F.O Tank(P)
AFT HFO Bunker Tank(P)
HFO Settling Tank(P)
FO Addictive Tank
IGG MDO Service Tank
G/T LO Settling Tank

To G/E MDO Service Tank

G/E MDO Service Tank

To Vent Damper Air Cylinder

To Funnel Ventilation Damper(S)
To Funnel Ventilation Damper(P)
To No.1 Engine Room Supply Fan Fire Damper
To No.1 Engine Room Exhaust Fan Fire Damper
To No.2 Engine Room Exhaust Fan Fire Damper
To Purifier Room Exhaust Fan Fire Damper
To Diesel Generator Exhaust Fan Damper
To Oil Store Exhaust Fan Damper
To Chemical Store Exhaust Fan Damper
To Welding Space Exhaust Fan Damper

Note
The emergency generator diesel oil service tank quick closing valve is
operated by a wire, situated outside the emergency generator room.


IAS
Tag No.
Description Setting
CA013 QUICK CLOSING AIR PRESS L 0.4MPa


Illustration 2.10a Steering Gear Hydraulic Diagram

Key
Hydraulic Oil Line
M M
Leak Oil Drain
Storage Tank
To/From
Actuator
To/From
Actuator

1
Pump Pressure
when Steering Begins
2
Return To Pump
A, Return Oil
From Actuator
B, Working Press
To Actuator
Safety Relief Valve
Solenoid - Pilot Valve
Control Valve
By-pass Valve
1
Pressure
From Pump
2
Return
To Pump
A, Return Oil
From Actuator
Current or
Push
B, Working Press
To Actuator
Safety Relief Valve
Control Valve
By-pass Valve
2.10 Steering Gear


The FRYDENBO steering gear on this vessel is composed of one hydraulic
rotatry vane actuator mounted directly on the rudder stock, served by two pump
units delivering the necessary oil pressure for operating the rudder.

The two pump units may be operated together or separately. Each pump unit will
provide oil with sufficient pressure to develop the specified rudder torque.

When cruising at sea, only one pump unit is normally in operation while the
other is acting as a stand-by unit. During manoeuvring of the vessel, when the
shortest possible steering time is required, it is possible to run both pump units
simultaneously whereby the rudder rate will be doubled.

The pump units are equipped with solenoid valves, which are normally operated
by means of signals from the bridge steering controls.

The pump is submerged in the oiltank. The tank is divided into three chambers,
one for each pump unit and one for the integrated storage tank, with one level
alarm-switch in each of the pump unit chambers. From top of the steering gear
leakage oil will run through pipe to the oiltank.

2. Specification

1) Rudder Actuator

Type: RV4000-3
Rudderstock diameter: 640mm
Max. Rudder Angle: 2 x 46.5
o
Max. Working Pressure: 7MPa
Relief valve setting: 8.75MPa
Design torque: 4,375kNm

2) Pump Unit

Type: PPSMI 3

Screw Pump Leistrizs type: L3MF90/112
Revolution: 3500rpm
Capacity at 3500rpm: 1400l/min
Relief valve setting: 7MPa
Max. Temperature System: 70
Solenoid Valve: Vickers 24V DC

3) Oil Capacity

Rudder Actuator: 850litre
Pump units: 2900litre
Int. Storage Tank: 3000litre
3. Function of the Pump/Control unit

The steering gear is normally operated from the steering controls initiating the
pilot valve solenoids.
For emergency operation, the pilot valves are equipped with push button controls
which make it possible to operate the steering gear manually from the steering
gear compartment.

Fig. 1

Idling
Fig.1 shows the pump unit when idling. The control valve, 3, and the solenoid
valve, 1, are kept in center position by spring load when no steering signal is
given.

Fig. 2

Beginning of steering (Modulated flow)
Steering is carried out by operating the solenoid valve (1). Fig.2 on the diagram
shows the beginning of the steering process when the left solenoid is operated.
The control valve (3) will be pushed over to the right side, by the oil pressure in
the left chamber.

The control valve (3) is now at the beginning of its stroke. Some of the oil flows
through the throttling slots to the actuator, and overflow is by-passed at the by-
pass valve (4) back to the suction side of the pump. The smaller oil volume being
directed gradually to the actuator will give a soft start.

Fig. 3

Steering
After approximately one second, the control valve (3) is moved over to its end
position, see fig.3 the oil-flow from the pump has now free passage from
channel(1) into pipe(B) leading to the actuator. The return oil from the actuator
flows through pipe(A) and has free passage to channel(2) and back to the suction
side of the pump.

Emergency Operation

During emergency operation the solenoid valves (1) can be manually operated by
means of manual controls on the solenoid valves.

NOTE
Local/Remote-switch, S3, on starter cabinets, has to be in local position
during emergency operation

Fig. 4
Emergency
Manual Controls
Use push buttons to operate
the manual controls
1
Idling Pressure
2
Return To Pump
A, To Actuator
B, To Actuator
Safety Relief Valve
Control Valve
By-pass Valve

Illustration 2.11.1a Turbine Generators Control Oil System
To Nozzle
Main Steam
Inlet
Main Stop Valve
Limit Switch
for ESV Close
(ACB Trip)
Trip
Lever
Governor
Valver
Trip
Cylinder
To L.O. Tank
UG10D
Woodward
Governor
M
Starting
Lever
OPEN
SHUT
Solenoid
Valve
To L.O. Tank
Reset
Knob
Limit Switch for
Overspeed Indication
Check
Valve
To L.O.
Tank
To Bearings
L.O. Cooler
Orifice
Check
Valve M
Limit Switch for
GOV. Valve Full Open
Hydraulic
Servo Motor
Main
L.O. Pump Priming
L.O. Pump
Press. Adjust. Valve
For Lub. Oil
Press. Adjusting Valve
For Control Oil
Control oil
Strainer
Duplex L.O.
Stariner
Cooling
Water


2.11 Electrical Power Generators

2.11.1 Turbine Generator


The two turbine generators are supplied with superheated steam at boiler
conditions (6.0MPa, 515C) and normally exhaust to the main condenser.

The turbines drive the generators through a single helical reduction single
gearbox with forced lubrication. The turbine speed is maintained at a constant
10,000 rev/min (pinion), corresponding to a generator speed of 1,800 rev/min
by a mechanical hydraulic type Woodward governor.

The turbine and gearing bearings are force lubricated by a shaft driven pump,
when the unit is at full speed, which takes suction from the built-in sump and
discharges to the bearings, gears and control oil circuits. The steam valve is
maintained in the open position by the control oil and is tripped by venting the
control oil to the sump, thereby closing the steam supply valve.

Prior to starting, and during the turbine run down period after the steam supply
is shut off, an electrically driven lub-oil pump operates to supply oil to the
systems. When starting, the oil supplied to the control system opens the steam
supply valve as well as supplying the bearings and, when stopping, supplying
oil to the turbine and generator bearings as the turbine runs down. The
electrically driven lub-oil pump can be operated in the manual or automatic
modes, according to circumstances and requirements.

1) Lubricating Oil System

The generator turbine is equipped with a lubricating oil system. The oil
piping arrangement is made up of a high pressure line foe the control oil
and of a low pressure line for the bearing and the reduction gear
lubrication. Oil is sucked from the oil tank in the common bed and
pressurized by the main oil pump and adjusted its pressure by the oil
pressure adjusting valve and supplied to the high pressure line for the
control oil and of the low pressure line for the lubrication.

(1) Main oil pump

The main oil pump is of the gear type. The pump is driven by the
turbine reduction gear wheel shaft through the gear. A valve
serving as the safety valve is fitted on the pump casing.
The valve is composed of the spindle and spring, and regulates the
pump delivery pressure directly.

(2) Priming oil pump

The priming oil pump is of the gear type and driven by the motor.
The pump is used for the turbine start and stop. The pump is started
and stopped automatically. In case the switch of the starter is
AUTO, the pump is started automatically at abt. 0.04MPa of the
bearing oil pressure and stopped automatically at 0.09~015MPa

(3) Hand pump

A hand oil pump is provided in the lubrication system and used for
the turbine starting and stopping, when the priming oil pump is not
available.

(4) Lub. oil cooler

The lub. oil cooler is of the surface cooling shell and tube type.
The cooling is by fresh water. The cooling tubes are expanded at
both ends into the tube sheets.

(5) Oil strainer

The oil strainer is fitted on the L.O. line and control oil line. This
oil strainer is duplex change-over type, therefore, it is possible to
clean the strainer basket during operation.
The oil strainer consists of the body and strainer basket having
gauge screen and magnet.
The strainer can be changed over with cock handle by setting the
mark on handle root.
When the strainer is changed over, it is so arranged as to fill the
strainer to be used with oil by giving a few turns to the strainer up-
handle and thus raising the change-over cock to a small extent and
reduce the moment at the time of change-over by hydraulic balance.

(6) Oil pressure adjusting valve

A part of oil sent from the oil pump is adjusted by the control oil
pressure adjusting valve to the 0.65~0.95MPa and acts as control
oil, and the remaining oil is adjusted by the L.O. pressure adjusting
valve to 0.1~0.15MPa and acts as lubricating oil. For adjusting
valve the oil pressure, remove the cap and turn the adjusting screw.
Clockwise turning of the adjusting screw makes the actuating oil
pressure up and vice versa.

2) Steam System

The main steam from the boiler through the main trip valve and
governing valves, then, passes through the turbine stages to drive the
turbine. The exhaust steam from the generator turbines is led to the
condenser through the exhaust valve.

The pressure in the packing steam to the turbine gland packings of high
and low pressure sides. The pressure in the packing steam reservoir
piping is controlled 0.001~0.02MPa automatically.
In the case of excessively high pressure in packing steam reservoir piping,
the steam from the gland packing of high pressure side is bled into the
packing steam reservoir piping, surplus steam can be sent to the condenser
through the packing steam spill valve.

In case of excessively high pressure in packing steam reservoir piping, the
steam from the gland packing of high pressure side is bled into the packing
steam reservoir piping, surplus steam can be sent to the condenser through
the packing steam spill valve.

The steam leak from the 1
st
stage gland of the governing valve is led after
the 2
nd
stage of the turbine. The steam leak from the 1
st
stage gland of the
high press parts of the turbine is led after the 6
th
stage of the turbine. The
steam leak from the 2
nd
stage gland of the high press parts and the 1
st
stage
of the low pressure parts of the turbine and 2
nd
stage glands of main trip
valve and the governing valve is sent to the gland condenser.

The steam leak from 1
st
stage glands of the main trip valve is sent to the
packing steam line.

Turbine Generator IAS Display


Illustration 2.11.1b Turbine Exhaust Steam System

T
o

C
l
e
a
n
D
r
a
i
n

T
a
n
k
TI
T
o

S
t
e
a
m

D
r
a
i
n

L
i
n
e
T
o

A
t
o
m
s
.

D
r
a
i
n

T
a
n
k
4V
PI
VIAL
IAS
VX
T
o

C
l
e
a
n
D
r
a
i
n

T
a
n
k
L.P
Turbine
TI
TI
TS TS TI
PI
H.P Turbine
Key
Exhaust Steam Line
Drain Line
Condensate Line
Air Line
To Clean
Drain Tank
From Main
Condenser Pump
From Main
Steam Supply
T
o

S
t
e
a
m

D
r
a
i
n

L
i
n
e
T
o

A
t
o
m
s
.

D
r
a
i
n

T
a
n
k
Main Condenser
TI TX
TI
IAS
VIAL
IAS
PIAHL
IAS
VG
VS
VX
VS
VG
VS
VS
VS
VS
On E.G.B.
616LL I-VS-131 :
I-VS-131
I-VS-132
I-VS-12
On E.G.B.
I-VS-132 : For St-by Vacuum
Pump Auto Start
At M/T Warming Mode
Alarm Point : 75
M-8V
S
Control
Air
Control
Air
Control
Air
21V
PS
IAS
Dump Valve
Interlock
To Dump Piston
V/V(T-730V) Inter-lock
LS
LS
LS
4
2
V
43V
From Main
Condensate
Water System
From Main
Condensate
Water System
To Auxiliary
Condensate
From 3rd Stage
Feed Water Heater
From Excess Steam
Dump Valve
From 0.98 MPa
Steam System
(Astern Turbine Water Spray)
IAS
No.2 Generator
Turbine
Steam Header
Sett.
0.07 MPa
Spill
Control
Valve
Make-up
Control
Valve
7
1
V
36V
37V
LS
47V
31V
3
2
V
4
8
V
M
From Main
Condensate
Water System
From Main
Condensate
Water System
From L.P
T/B Bleeding
To Atmospheric
Drain Tank
To Atmospheric
Drain Tank
To Auxiliary Condensate
From Main
Condensate Pump
LS
49V
5
0
V
M
Control
Air
Control
Air
IAS
No.1 Generator
Turbine
Steam Header
Sett.
0.07 MPa
Sett.
0.3 MPa
Spill
Control
Valve
Make-up
Control
Valve
7
2
V
39V
83V
40V
27V 29V
PIAHL
IAS
PX
PIC
IAS
PX
PIC
IAS
PX
PIAHL
IAS
PX
Reducing
Valve
Reducing
Valve
3
8
V
4
1
V
Deaerator
(30 m
3
)
To Safety Manifold
Vent Line
3
5
V
33V
34V
Control
Air
Exhaust Main
Dump Valve I
P
IAS
28V
2
0
V
PX PI
17V
19V
S
Control
Air
S
Control
Air
6
6
V
6
7
V
2
T
6
8
V
Sett.
100C
Sett.
120C
6
1
V
PI
6
0
V
VG
62V
CI
9V
PI
TI
TS TS TI
PI
22V
24V
S
Control
Air
S
Control
Air
6
3
V
6
4
V
1
T
6
5
V
Sett.
100C
Sett.
120C
PIAL
DCS
5
6
V
PX
5
8
V
PI
PX
PIAL
DCS
5
9
V
PX PX
44V
1
8
V
Gland
Exhaust Fan
No.2 Main Feed
Water Pump
4
6
V
No.1 Main Feed
Water Pump
7
7
V
7
8
V
7
V
5
1
V
5
3
V
From Cross
Over Bleed
23V
PX
25V
PX
PI
Control
Air
0.18 MPa
Pressure
Control
Valve
I
P
IAS
5
2
V
O
R
I
-
3
6
9
V
7
5
V
7
6
V
4
T
Gland
Condenser
With Handle
& Dash Pot
M-51V
M-50V
M-10V M-7V
To Clean
Drain Tank
5
5
V
5
4
V
7
0
V
3
T
T
o

C
l
e
a
n
D
r
a
i
n

T
a
n
k
PAL
IAS
PS
T
o

C
l
e
a
n
D
r
a
i
n

T
a
n
k
2
V
LS LS
T
o

A
t
m
o
s
p
h
e
r
i
c
D
r
a
i
n

T
a
n
k

S
t
e
a
m

D
r
a
i
n
81V
T
o

C
l
e
a
n
D
r
a
i
n

T
a
n
k
82V
For Steam Dump
Valve Shut-off
PI
5
7
V
PI



1) Starting

(1) Confirm the steam source and electric source are ready for operation.

(2) Check all gauges indicating zero point.

(3) Check the oil level in oil tank at NORMAL.

(4) Check the circuit breaker is open.

(5) Confirm the main stop valve, exhaust valve and packing steam valve
are closed.

(6) Start the priming L.O. Pump. And Confirm the bearing oil pressure
reaches approx. 20~30kPa.

(7) Open the cooling water inlet and outlet valve on L.O. Cooler.

(8) Start the cooling water pump and send the cooling water to the L.O.
Cooler.

(9) Open the vent valves on the water heads of the L.O. Cooler and
confirm the cooling water is flowing.

(10) Check the steam pressure and temperature before the main stop
valve. Dont start the turbine if the steam press. And temp. are
lower than normal value.

(11) Supply the air to the sealing controller and check the sealing steam
supply. Confirm the packing steam pressure 1~2 kPa.

(12) open the needle valve for gland steam exhaust.

(13) Fully open drain valves of the main stop valve and on main steam
piping.

(14) Put turning device on. After turning, take off the turning device
fully after turning.

(15) Remove air gathering in the governor if the turbine has been in a
stand still for a week or longer. Set the knob of load limiter to the
indication of 10, and move the governor output shaft back and
forth completely, and air gathering in the governor can be removed.
(At this time, the load indicator moves 0 to 10). Carry out this
procedure two or three minutes.

(16) Set the air synchronizer to the indication of 0 by turning the
synchronizer.

(17) Open the governor valve by the starting lever. Confirm the
governing valve opened.

(18) Open the main stop valve by hand. Start the turbine gradually and
drive at about 400 rpm and keep it for about 25 min. for warming.
Afterwards, increase the turbine speed till the rated speed in
20~30min.

Confirm delivery pressure of the main oil pump and bearing oil
pressure increase as the turbine speed increase.

(19) Fully open the main stop valve after confirming the governing
operation of turbine.

(20) Close the drain valves on main steam line.

(21) Close the drain valve on the main stop valve.

(22) Adjust the voltage and frequency. Put the turbine speed in parallel
with the other generator with the synchronizer on the electric panel.

(23) Shift the load gradually.

2) Stopping

(1) Shift all the load to the other generator.

(2) Cut off the circuit breaker.

(3) Shut the main stop valve by the handle or hand trip lever. Confirm
the priming L.O. Pump starts automatically when the turbine speeds
down.

(4) Open the drain valves on main steam line.

(5) Open the drain valve of the main stop valve and the casing draining
valve.

(6) Open the drain valve of exhaust valve.

(7) Rotate and turn the shaft. Carry out the turning for 120 min. or over.

(8) Stop the sealing steam supply and Cooling water pump.

(9) Stop the Priming L.O. Pump. Closed all valves.


IAS
Tag No.
Description Setting
TG091 1 T/G ALT AFT BRG TEMP H 90
TG089 1 T/G ALT FWD BRG TEMP H 90
T/G049 1 G/T EXH SIDE BRG TEMP H 75
TG901SW 1 G/T GLAND STM PRESS H/L 0.06/0.001MPa
TG071 1 G/T LO INLET PRESS L 0.06MPa
TG070 1 G/T LO INLET TEMP H/L 55/30
TG029 1 G/T MAIN STEM IN TEMP L/LL 300/280
TG092 2 T/G ALT AFT BRG TEMP H 90
TG090 2 T/G ALT FWD BRG TEMP H 90
T/G052 2 G/T EXH SIDE BRG TEMP H 75
TG904SW 2 G/T GLAND STM PRESS H/L 0.06/0.001MPa
TG074 2 G/T LO INLET PRESS L 0.06MPa
TG073 2 G/T LO INLET TEMP H/L 55/30
TG030 2 G/T MAIN STEM IN TEMP L/LL 300/280

Illustration 2.11.2a Diesel Generator Engine

46V 45V
4V 3V
5V
Air Reservoir
(0.5 m
3
x 2.5 MPa)
(
A
)
(
A
)
From Generator Engine
Air Reservoir
(0.5 m
3
x 2.5 MPa)
48V
49V
PI TI
Jacket Preheating Unit
CI
PI TI
TI PI PI TI
From F.W
Hyd. Tank
To Clean
Drain Tank
Electric
Heater
To Deck
Scupper
156V
154V
158V
D/G Cooling
Fresh Water
Expansion Tank
(0.5 m
3
)
LS
LAL
IAS
1
6
0
V
157V
W-ORI-4
148V
149V
150V
153V
W-ORI-3
146V
(A)
(A)
147V
151V
From
L.O System
From
L.O System
142V
PI TI
PI TI
No.1
G/E
F.W.
Cooler
(100%)
No.2
G/E
F.W.
Cooler
(100%)
144V
143V
141V
TX
TIAH
IAS
TX
TI
Control
Air
I
P
IAS
145V
1
6
1
V
1
6
4
V
1
6
3
V
1
6
2
V
Chemical
Dosing
Tank
(20 L)
1
6
5
V
W-ORI-2
DPS
PX
PIAL
MC
To Boiler F.O Pump Suction
1
2
6
V
1
0
1
V
FI
IAS
G/E M.D.O
Service Tank
(30 m
3
)
1
0
2
V
137V
1
0
3
V
(
A
)
1
0
4
V
118V
115V
1
0
5
V
FI
CI
1
2
1
V
PI
1
2
3
V
138V 120V
(A) (A)
(A) (A)
1
4
3
V
CI
1
2
2
V
PI
1
2
4
V
PS
1
0
9
V
(2.88 m
3
/h x 0.4 MPa)
To M.D.O Purifier Supply Pump
No.2
No.1
IAS
LS
LAH
MC
DPI
To Oily Bilge Tank
Fuel Leakage
Alarm Box
From M.D.O Purifier
11S
(60 Mesh)
Near G/E M.D.O
Service Tank Top
Near 2nd
Deck
To F.O. Drain Tank
106V
PX
PIAL
MC
114V
LS
LAH
MC
DPS
Fuel Leakage
Alarm Box
111V
140V
141V
Key
Drain Line
Air Line
Fresh Water Line
Diesel Oil Line
F
i
n
n
e
d

T
u
b
e
P
i
p
e

(
1
0
0
A
)


2.11.2 Diesel Generator Engine


Under normal circumstances, the diesel generator will be used as a stand -by
unit to the turbine generators. The main diesel generator can be used in parallel
with them when the ship is on cargo load/unload and port in/out operation.

The main switchboard control will provide facilities for monitoring the voltage,
frequency, power and phase as well as manual facilities for synchronization,
speed and voltage adjustment.

1) Engine
Engines with the type designation 7L27/38 are turbocharged,
unidirectional, four-stroke, in-line engines with a cylinder bore of 270
mm and a stroke of 380 mm. They are used for marine propulsion and
auxiliary applications, and as stationary engines in power stations.

The characteristic features of the larger engine types of MAN B&W
Diesel AGs production program have been adopted for this engine. The
engine is moderately supercharged by means of one exhaust gas turbo-
charger and a two stage air cooler.

When viewed on the coupling end, the exhaust gas pipe is located at the
right (exhaust side), and the charge air pipe is at the left (exhaust
counter side).

The engine has two camshafts. One of them is used for scavenge/
exhaust valve actuation on the exhaust side, the second one serves to
drive the injection pumps on the exhaust counter side. Hydraulically
actuated adjusting devices permit adjustment of both the valve timing
and the injection timing, depending on the design ordered.

The turbochargers and charge-air coolers are at the free engine end of
the engine on generator engines. Cooling water and lub-oil pumps are
driven via a drive unit also on the free end of the engine.

Engines of the type L27/38 have a large stroke/bore ratio and a high
compression ratio. These characteristics facilitate an optimization of the
combustion space geometry and contribute to a good part-load
behaviour and a high efficiency.

The engines are equipped with MAN B&W turbochargers of the NR
type.

2) Cooling Water System
The cooling water system consists of a low temperature system and a
high temperature system

Both the low and the high temperature systems are cooled by fresh water.
Only a one string cooling water system to the engine is required. The
water in the low temperature system passes through the low temperature
circulating pump which drives the water through the second stage of the
charge air cooler and then through the lubricating oil cooler before it
leaves the engine together with the high temperature water.

The high temperature cooling water system passes through the high
temp. Circulating pump and then through the first stage of the charge air
cooler before it enters the cooling water jacket and the cylinder head.
Then the water leaves the engine with the low temperature water.

Both the low and high temperature water leaves the engine through
separate three-way thermostatic valve which control the water
temperature.

It should be noted that there is no water in engine frame

3) Lubricating Oil System
All moving parts of the engine are lubricated with oil circulating under
pressure. The lubricating oil pump is of the helical gear type. A pressure
control valve is built into the system. The pressure control valve reduces
the pressure before the filter with a signal taken after the filter to ensure
constant oil pressure with dirty filters. The pump draws the oil from the
sump in the base frame. And on the pressure side the oil passes through
the lubricating oil cooling and the full=flow depth filter with a nominal
fineness of 15microns. Both the oil pump, oil cooler and the oil filter are
placed in the front-end box. The system can also be equipped with a
centrifugal filter. And this filter purifying L.O from L.O sump tank and
return back to L.O sump tank.
Cooling is carried out by the low temperature cooing water system and
temperature regulation effected by a thermostatic 3-way valve eon the
oil side. The engine is a standard equipped with an electrically driven
prelubricating pump.

4) Diesel Oil System
The engine is started by means of a built-on air driven starter. The
compressed air system comprises a dust strainer, main starting valve and
pilot valve which also acts an emergency valve, making it possible t
start the engine in case of a power failure.

5) Compressed Air System
The engine is started by means of a built-on air driven starter. The
compressed air system comprises a dust strainer, main starting valve and
a pilot valve which also acts as an emergency valve, making it possible
to start the engine in case of a power failure.

6) Turbocharger System
The turbocharger system of the engine, which is a constant pressure
system, Consists of an exhaust gas receiver, a turbocharger, a charging
air cooler and a charging air receiver.

The turbine wheel of the turbocharger is driven by the engine exhaust gas,
and the turbine wheel drives its compressor, which is mounted on the
common shaft. The compressor draws air from the engine room through air
filter. The turbocharger forces the air through the charging air cooler to the
charging air receiver. From the charging air receiver the air flows to each
cylinder through the inlet valves.

The charging air cooler is a compacted two-stage tube-type cooler with a
large cooing surface. The high temperature cooling water is passed through
the first stage of the charging air cooler and the low temperature water is
passed the second stage. At each stage of the cooler the water is passed two
times through the cooler, the end covers being designed with partitions
which cause the cooling water to turn.

From the exhaust valves, the exhaust gas is led through to the exh. gas
receiver where the pulsatory pressure from the individual cylinders is
equalized and passed in to the turbocharger as a constant pressure, and
further to the exhaust outlet and silencer arrangement.

The exhaust gas receiver is made of pipe sections, one for each cylinder,
connected to each other by means of compensators to prevent excessive
stress in the pipes dye to heat expansion.

To avoid excessive thermal loss and to ensure a reasonably low surface
temperature the exhaust gas receiver is insulated.

7) Monitoring and Control System

All media systems are equipped with temperature sensors and pressure
sensors for local and remote reading. For remote control only two cables
are necessary; one for modbus safety and one for modbus monitoring.

On the local monitoring module, the pressure, temperature and rpm are
illustrated by mans of bar graph. On the display will be indicated whether
it is the working hours, load in per cent, pressure, temperature or rpm
which is measured.

To ensure precise monitoring, the static indications will appear by means
of a lighting diode placed in the middle of the bar graph and dynamic
indications will appear by means of a normal bar graph on the display.

The engine has as standard shut-down function for low lubricating oil
pressure and high cooling water temperature, and for overspeed and
emergency stop.


Illustration 2.11.2a Diesel Generator Engine

46V 45V
4V 3V
5V
Air Reservoir
(0.5 m
3
x 2.5 MPa)
(
A
)
(
A
)
From Generator Engine
Air Reservoir
(0.5 m
3
x 2.5 MPa)
48V
49V
PI TI
Jacket Preheating Unit
CI
PI TI
TI PI PI TI
From F.W
Hyd. Tank
To Clean
Drain Tank
Electric
Heater
To Deck
Scupper
156V
154V
158V
D/G Cooling
Fresh Water
Expansion Tank
(0.5 m
3
)
LS
LAL
IAS
1
6
0
V
157V
W-ORI-4
148V
149V
150V
153V
W-ORI-3
146V
(A)
(A)
147V
151V
From
L.O System
From
L.O System
142V
PI TI
PI TI
No.1
G/E
F.W.
Cooler
(100%)
No.2
G/E
F.W.
Cooler
(100%)
144V
143V
141V
TX
TIAH
IAS
TX
TI
Control
Air
I
P
IAS
145V
1
6
1
V
1
6
4
V
1
6
3
V
1
6
2
V
Chemical
Dosing
Tank
(20 L)
1
6
5
V
W-ORI-2
DPS
PX
PIAL
MC
To Boiler F.O Pump Suction
1
2
6
V
1
0
1
V
FI
IAS
G/E M.D.O
Service Tank
(30 m
3
)
1
0
2
V
137V
1
0
3
V
(
A
)
1
0
4
V
118V
115V
1
0
5
V
FI
CI
1
2
1
V
PI
1
2
3
V
138V 120V
(A) (A)
(A) (A)
1
4
3
V
CI
1
2
2
V
PI
1
2
4
V
PS
1
0
9
V
(2.88 m
3
/h x 0.4 MPa)
To M.D.O Purifier Supply Pump
No.2
No.1
IAS
LS
LAH
MC
DPI
To Oily Bilge Tank
Fuel Leakage
Alarm Box
From M.D.O Purifier
11S
(60 Mesh)
Near G/E M.D.O
Service Tank Top
Near 2nd
Deck
To F.O. Drain Tank
106V
PX
PIAL
MC
114V
LS
LAH
MC
DPS
Fuel Leakage
Alarm Box
111V
140V
141V
Key
Drain Line
Air Line
Fresh Water Line
Diesel Oil Line
F
i
n
n
e
d

T
u
b
e
P
i
p
e

(
1
0
0
A
)


1) Starting

(1) Switch on the pumps for fuel oil, lub-oil, and cooling water and
prime the engine.

(2) Check that all local instruments are at zero point.

(3) Check that the oil level in the sump tank is a normal as required.

(4) Confirm that the cooling water and LO temperature reach as
required degree.

(5) Start the electrically driven auxiliary lub-oil pump in auto mode.

(6) Check the running gear as well as the injection pump drive and the
valve gear to verify that oil is supplied to all bearing points.

(7) Check the pipe connections and pipes for leakages.

(8) Check the lub-oil pressure upstream of the engine and upstream of
the exhaust gas turbocharger.

(9) Drain the compressed air tank and check the pressure, top up if
necessary.

(10) With the indicator cocks opened, turn the engine several
revolutions using the turning gear

(11) Disengage the turning gear and confirm turning bar is in correct
stowed position.

(12) Blow through the cylinders on air and check the indicator cocks for
any liquid is issuing.

(13) Close the indicator cocks.

(14) Ensure that the shut-off elements of all systems have been set to the
in-service position.

(15) Operate the engine at low speed for approximately 10 minutes.

(16) Check instrumentation during the test run.

(17) If the engine operates properly, load should be applied or the
engines should be shut down. Prolonged idle operation is to be
avoided. The engine should reach the service temperature as
quickly as possible because as it suffers higher wear while cold.

2) Stopping

(1) Remove the load from the engine and operate it at low load.

(2) Shut down the engine and confirm that the auxiliary LO pump starts
automatically

(3) Open the indicator cocks and blow the engine over on air to clear the
cylinders.

(4) Close the indicator cocks and keep the engine in the stand-by
condition.

3. Control & alarm settings

IAS
Tag No.
Description Setting
DG009 DG 1 ALT A/C AIR OUT TEMP H 120
DG007 G/E 1 CFW INLET PRESS L 200kPa
DG071 G/E 1 CHARGE AIR TEMP H 65
DG032 G/E 1 T/C EXH GAS IN TEMP H 570
DG034 G/E 1 T/C EXH GAS OUT TEMP H 450
DG003 DG 1 AFT BRG TEMP H 90
DG064 G/E 1 FUEL OIL INLET PRESS L 0.3MPa
DG094 G/E 1 LUB OIL INLET PRESS L 0.35MPa
DG078 G/E 1 LUB OIL INLET TEMP H 80
DG010 DG 2 ALT A/C AIR OUT TEMP H 120
DG008 G/E 2 CFW INLET PRESS L 200kPa
DG072 G/E 2 CHARGE AIR TEMP H 65
DG033 G/E 2 T/C EXH GAS IN TEMP H 570
DG035 G/E 2 T/C EXH GAS OUT TEMP H 450
DG004 DG 2 AFT BRG TEMP H 90
DG065 G/E 2 FUEL OIL INLET PRESS L 0.3MPa
DG073 G/E 2 LUB OIL INLET PRESS L 0.35MPa
DG079 G/E 2 LUB OIL INLET TEMP H 80

Illustration 2.11.3a Emcy Generator Engine

TACH
HOURS
ENGINE SPEED
RAISE
LOWER
CRANK
RUN
MANUAL START CIRCUIT BREAKER PUSH TO RESET START
OFF
ENGINE
INSTRUMENT PANEL
Generator
J/B for
Coolant Heater
1
,
0
2
2
9
9
5
1200
6
2
0
2
,
5
7
6
U
n
l
o
a
d
e
d

7
4
L
o
a
d
e
d

6
8
Crank Shaft
3
0
0
3
0
0
Engine
Instrument Panel
Expansion Joint
Radiator
Water Filler Cap
Radiator Duct Flange
Fuel Pump
& Governor
Fuel Filter
Fuel Inlet Hose
& Adapter
Fuel Return
Hose & Adapter
Electric Starting Motor
Oil Filler & Dipstick
L.O. By-pass Filter

2.11.3 Emergency Diesel Generator


The Emergency Diesel generator is rated for 850kW at 450V, 60Hz for use in
emergency or dry-dock conditions. The generator feeds the emergency
switchboard and, through tie-breakers, the main switchboard. The unit will start
automatically should the main running unit fail, or it can be started manually
either from the emergency switchboard or engine starter panel.

Under normal operating conditions, the emergency switchboard is fed from the
main switchboard through a tie-breaker, with the emergency generator engine
operation switch in the auto condition at the starter panel. Under these
conditions, a loss of voltage in the bus bars will be sensed thus, starting the
emergency generator automatically and feeding electric power to the emergency
switchboard.

1) Engine

The engine is a V-12 turbocharged diesel engine, running at 1,800
rev/min. The engine has an air start motor and a manual hand
hydraulic system.
Crankshaft, camshaft and bearings etc. are lubricated by a forced
lubrication system from an engine driven gear pump. The pump draws
oil from the sump pan and, after passing through a cooler and a filter, a
pressure regulating valve maintains the line pressure. Heating elements
are fitted to the sump to provide preheating of the lub-oil and heating
elements are also fitted to the cooling water jacket. These are normally
left on.

An engine-mounted radiator with v-belt driven fan cools the jacket
water, and an engine driven pump circulates the water through the
jacket spaces.

Fuel is supplied from the 5.0m
3
emergency diesel generator oil tank
located in the emergency generator room, gravity fed to the fuel
injection pump. Air for starting is supplied from a separate air reservoir,
which is topped up by the engine-driven emergency diesel generator
starting air compressor or generator engine starting air compressors.
Start air is supplied to the starter motor after initiating the operation of
a solenoid valve in the line.

2) Generator

The generator gives an output of 850 kW at 450 volt 3 phase 60Hz at
1,800 rev/min. The generator is a brushless type self-excitation, self-
regulation system with automatic voltage regulator maintaining a
constant output. A space heater coil is fitted to the generator enclosure
to prevent condensation while the unit is idle.

The generator is coupled to the emergency switchboard via a circuit
breaker, which is closed automatically by the engine starting sequence
or manually at the emergency switchboard. Manual control of voltage
is provided together with voltage, current and frequency meters at the
emergency switchboard.

The Emergency Generator starter panel in the emergency generator
room has two positions: AUTO and MANUAL with START and STOP
pushbuttons.

The Emergency Switchboard EG section has three (3) selector
switches: engine control mode AUTO/MANUAL, E/G mode
EMCY/FEED BACK and test switch TEST/NORMAL for
controlling the emergency generator set.

When a no-volt signal is received at the emergency switchboard, this
initiates the engine start sequence. On receipt of the signal, the lub-oil
heater and generator heater are switched off, the air start solenoid
operates and air is admitted to the starter motor. The generator ACB on
the emergency switchboard will be closed automatically when the
engine is running at the correct speed and voltage.

In the MANUAL position, the generator can be started and run
manually. Starting may be by manually operating the air start solenoid
valve and, when the generator is running, the circuit breaker can be
manually closed on the switchboard. Interlocks prevent the closure of
the circuit breaker when the emergency switchboard is being fed from
the main switchboard through the ACBs ELM1 and ELM2.


Emergency Generator Engine: Cummins
Model KTA38
Combustion system Direct injection
Aspiration Turbocharger & after cooler
Bore / stroke 159 / 159 mm
Firing order 1L-6R-2L-5R-4L-3R-6L-1R
-5L-2R-3L-4R

Emergency Generator:
Rating 850 kW, 1062.5 kVA at p.f. 0.8
Voltage 3 x 450V


1) To Start the Generator Only at the engine starter panel.:

(1) Check the engine lub-oil sump level and top up as required.

(2) Set the engine starter panel switches to the MANUAL position.

(3) Check the fuel tank level, check for water and top up the tank as
required.

(4) Open the fuel tank outlet quick closing valve and ensure that there is
fuel at the filters.

(5) Check the air start receiver air pressure. Drain off any moisture.

(6) Open the receiver outlet valve and the air line to the starter-motor.

(7) Push the START button, the engine will receive a start signal.

(8) When the engine is started, check instrumentation and for leaks around
the engine.

2) To Start the Generator from manual hand hydraulic system

(1) Carry out checks and inspections as above.

(2) Set the engine starter panel switches to the MANUAL position.

(3) Check that the feed tank is filled to the correct level with approved
hydraulic fluid.

(4) Raise pressure to between 28.1 and 35.1MPa using hand pump.

(5) Pull the relay valve operating lever, the engine will be started by
hydraulic power.

(6) When the engine is started, check instrumentation and for leaks
around the engine.


Illustration 2.12.1a Distribution and Loading


2.12 Electrical Power Distribution

2.12.1 Distribution and Loading

1. Generating Plant

The electric power generating plant consists of the following:

Turbine generator
No. of sets: 2
Rating: 6,600 volt, 3 Ph, 60 Hz, 4,812.5KVA

Diesel generator
No. of sets: 2
Rating: 6,600 volt, 3 Ph, 60 Hz, 2,437.5KVA

Emergency diesel generator
No. of sets: 1
Rating: 450 volt, 3 Ph, 60 Hz, 850 kW

2. Introduction

One turbine generator is used during normal sea going conditions. Two
generators are required when:

Maneuvering with bow thruster in use
Cargo loading
Cargo discharging

The emergency generator has sufficient capacity to supply the auxiliaries
required to start a diesel generator in the event of total power failure. All four
generators can operate in parallel, but not with the emergency generator. The
emergency generator power can be fed back to a dead main switchboard. The
emergency generator will start automatically in the event of a blackout and feed
the emergency switchboard.

3. Power Distribution System

(1) General Description

The main switchboard is situated in the main switchboard room. The
main switchboard, under normal operating conditions, feeds the
emergency switchboard, which is situated in the emergency switchboard
room. The emergency switchboard can be supplied from either 440V
feeder panel via interlocked breakers.

The main switchboard is divided into two parts. They can be operated
independently, but are normally linked together by a bus tie breaker on
each switchboard. One turbine generator supplies each switchboard. The
diesel generator can be connected via a breaker on either switchboard,
which are provided with separate synchronising panels. Each
switchboard supplies its respective group starter panel.

A power management system controls the starting and stopping of the
diesel generator and the connection and load sharing of the generators. If
a failure occurs with any of the turbine generators, shedding non-
essential loads and auto starting the diesel generator can reconfigure the
power distribution. Panel boards are provided in suitable positions for the
supply of power to the various power, heating, lighting, communication
and navigation equipment throughout the vessel.

Two 440V cargo switchboards supply the cargo pumps. The other large
motors and group starter panels are supplied from the 440V main group
starter panels directly and power for other smaller power consuming
devices are supplied through group starter or distribution panels, supplied
from the 440V main switchboard.

Each distribution circuit, in general, is protected against overcurrent and
short circuit current by a moulded case circuit breaker fitted on the
switchboard or panel board, with inverse time overcurrent trip and
instantaneous trip. Each steering gear motor is fed from an independent
circuit, two sets of steering gear motor are connected to the main
switchboard and the other is connected to the emergency switchboard. A
general service battery charging and discharging panel supplies the alarm
monitoring system along with other essential low voltage services.

Each supply system is provided with a device for continuously
monitoring the insulation level to earth, giving an audible and visual
indication of an abnormal low insulation level.

440V/220V transformers supply the normal and emergency 220V
distribution systems. Each of the 220V feeder panels can be fed from
each of the 440V feeder panels. The galley and laundry equipment has an
isolated supply from the main switchboard through a 440V/440V
transformer. The galley and laundry 220V services are supplied in a
similar manner through a 220V/220V transformer.

A shore connection is provided at the emergency switchboard to supply
power to the main and emergency 440V switchboards, either
independently or simultaneously

(2) Switchboards

The switchboards are of dead front box frame construction without a
bottom plate and have hinged front panels that can be opened without
disturbing the meters, pilot lamps, etc. mounted on them. Busbars,
cubicle rows and tiers are segregated so that a fault in one cubicle cannot
spread to another. A synchronising panel is supplied on each switchboard.

(3) Cargo Switchboards

Two switchboards are dedicated to cargo related auxiliaries. These
switch-boards can be supplied from either 440V feeder panels or the
emergency switchboard. In the case of main power system failure, the
cargo pump switch-boards can be fed from the Emergency Switchboard.
(4) Emergency Switchboard

This switchboard is normally supplied from the main switchboard, but in an
emergency is supplied from the emergency generator. During refit it would
be supplied from the shore power connection. The emergency switchboard
supplies emergency equipment and duplicates back up units.

(5) Feeder Circuit Breaker

The feeder circuits fed from the 440V feeder panel of the switchboard are
protected by a moulded case circuit breaker with inverse time thermal over
current trip, instantaneous magnetic trip and short circuit current interruption
features, except the steering gear motor feeders, which are protected against
short circuit only.

The AC220V feeder circuit is protected by a moulded case circuit breaker
with inverse time thermal over current trip, instantaneous magnetic trip and
short circuit current interruption features.

The moulded case circuit breakers for main and emergency switchboard are
of the plug-in type, so that the breakers may be removed from the panel front
without de-energising the main busbar. However, the moulded case circuit
breakers for group starter panels and distribution panels are of the fixed type.

(6) Automatic Synchronising Control

An automatically controlled synchronising apparatus, which consists of the
automatic speed matcher and the automatic synchroniser, is provided for the
ships service generator sets. The automatic speed matcher equalises the
generator frequency with busbar frequency. The automatic synchronizer
energises the circuit breaker to connect two circuits in parallel at the moment
when both phases coincide.

(7) Automatic Power and Frequency Control

An automatically controlled power and frequency control system is provided
for each ships service generator.

The power management system controls the effective output and frequency
of the generators operated in parallel.

(8) Motors

The 440V motors, in general, are of the squirrel cage induction type with a
standard frame designed for AC440V three phase 60Hz, except the motors
for domestic service and small capacity motors of 0.4kW or less.

Where continuous rated motors are used, the overload setting is such that the
motor shall trip at 100% full load current.

The motors in the engine room are of the totally enclosed fan cooled type.
Stand by motors will start when no voltage or overboard is detected on the
in-service motor or when the process pressure is low.

Illustration 2.12.1a Distribution and Loading


(9) AC440V Starters

The starters are generally constructed in group control panels and power
distribution panels. The drawings for the starter circuit are enclosed in a
vinyl envelope and kept in pockets inside starters. Essential motor
starters are arranged in group starter panels on the main switchboard and
duplicated.

Equipment starters are split between each of the main switchboard group
starter panels. Control voltage of starters is AC220V or 110V.
Interlocked door isolators are provided for all starters. For group starters,
this switch is of the moulded case circuit breaker type which functions as
both disconnecting means and overcurrent protection of the motor branch
circuit.

(10) Preference Trip

Non-essential loads are interrupted automatically in case of overcurrent
of any one of the main diesel generators to prevent the ships power
failure.

(11) Preferential Tripping

The power management system is designed to match the generator
capacity to the power requirements of the vessel. However, should
overcurrent occur for any of the main generators, non-essential services
will be tripped. Preferential tripping will be initiated when one or more
generators are supplying the main switchboard and an overcurrent is
detected. Load shedding is carried out in two stages.
The following non-essential preferential trip services will be shed
immediately.

Group 1 (PT-1)
Workshop unit cooler
No.1 Elec. heater panel for S/G room
Provision ref. fan
No.1 Prov. ref. plant
No.1 Main air cond. ref. plant
ICCP (aft)
P-1 panel (Workshop 440V D/B)
G-1 panel (Galley 440V D/B)
No.2 Elec. Heater panel for S/G room
Boiler test room unit cooler
No.2 Prov. Ref. plant
No.2 Main air cond. Ref. plant
Calorifier

Group 2 (PT-2)
Combi Winch W1, W2
Mooring Winch M1, M3, M5, M7
Mooring winch M2, M4, M6,

When normal conditions are restored, the above breakers will have to be
manually reset.
(12) Blackout Restart

IAS carries out also restart of motor after the blackout. The last running
motors before blackout are to be sequentially after blackout. If a control
position(remote/local) of a motor is local, IAS doesnt restart the motor.
No Volt of each switchboard detects the blackout condition.

The following services will start immediately on restoration of power
BOG Extraction Fan
Stern Tube L.O. P/P
Aux. L.O. Pump for M/T
Boiler Seal Air Fan
D/G Engine D.O. Service Pump
D/G Room Fan
M/T Control Oil Pump
G/E CSW Pump

The following will start after 3 seconds
M/Condensate Pump
M/Condenser Vac. Pump
No.1 E/R Sup. Fan
No.2 E/R Sup. Fan

Main Central CFW Pump

Aux. SW Circ. Pump
Main SW Circ. Pump

Main CSW Pump

Condensate Drain Pump
No.3 E/R Sup. Fan
No.4 E/R Sup. Fan

Boiler FO Pump
E/R Exh. Fan

Boiler No.1 FD Fan

Boiler No.2FD Fan

ST-BY FD Fan

Aux. Central CFW Boost Pump

Start
End
Note
*1. If the parallel running timer of st-by control by disch. press. is on,
the motor is regarded as stop because it will be stopped within's seconds.
*2. Only applied to air compressor (star air, cont. air & g/s air comp).
Motor Running
Buffer =ON
ON
Blackout Buffer
N
N
Y
Y
Blackout Buffer
= ON
Y
Y
N
Y
Y
N
N
Motor = Running *1
*2
*2
N
Motor Running Buffer = ON
and
Motor = Remote
Y
SWBD
Bus = No Volt
Restart Timer
= Time Up
SWBD
Bus = No Volt
ON
Motor Running Buffer
Y
N
N
Motor = Running
Y
OFF
Blackout Buffer
Available
Motor Auto Start
OFF
Motor Running Buffer
Motor Start Fail
Alarm for 10 Sec.
ON
Restart Timer
Start Motor
Wait 1 Sec.
INHIBIT
Motor Auto Start
*2

2.12.2 Turbine Generators

Maker: HHI-EES
Type: HSJ7 719-4P

Two turbine generators are provided. They each supply one of two main
switchboards independently, but under normal conditions the two switchboards
will be linked.

Each generator is rated at 4,812.5KVA at AC6600V, 3Ph, 60Hz. They are of the
totally enclosed, self excited, brushless type. The load voltage is kept constant
by controlling the excitation current to the exciter. Output power from the stator
is fed into a current/voltage compound transformer and the output of this is
rectified and fed through the exciter stator windings. The magnetic field in the
exciter stator induces AC in the excited rotor, which is rectified by the rotary
diodes and passed to the DC main rotor windings. Initial voltage build-up is by
residual magnetism in the rotor. Constant voltage control is achieved by the
automatic voltage regulator, which shunts a variable current through the exciter
windings via a thyristor to keep the AC stator output voltage constant.

The generator is cooled by passing air over an integral fresh water cooler, using
a closed circuit air supply. The cooling spaces are fitted with internal baffles to
prevent water reaching the stator windings in the event of cooler leakage. Space
heaters are fitted, which are energised when the generator circuit breakers are
open, which protect against internal condensation during shut down periods.
The breakers are normally operated by the power management system, but can
be operated manually at the switchboard front. An embedded sensor monitors
the stator temperature in each phase and a water leakage and temperature sensor
is fitted in each air cooler. The bearings have a temperature sensor.

The electric power system is designed with discrimination on the distribution
system, so that the generator breaker is the last to open if any abnormalities
occur.

A turbine generators, with the diesel generators on stand by at sea, provide
electrical power. The order of the stand-by start is selected through the power
management system.

Starting of large motors is blocked until there is sufficient power available. A
diesel generator will be started to meet any shortfall.

Two generators will be required to operate in parallel when:

- Discharging cargo

- Loading cargo

- Maneuvering with bow thruster in use
Illustration 2.12.2a Turbine Generators

No.2 T/G
Panel
No.1 T/G
Panel
No.2 D/G
Panel
No.1 D/G
Panel
Synch
Panel
Synch
Panel
No.2 Bus
Panel
No.1 Bus
Panel
No.1 T/G
M M
HM2 HM1 6600 Volt 6600 Volt
T2 D2 D1 T1
HMBT2 HM2LM2
No.2 MSBD
HMBT1 HM1LM1 HM1C1
No.1 MSBD
A v
A
kw
Hz
Stator Rotor
Reduction
Gear
GOV
V/V MSV
Exciter
Trip Signal
Electric
Overspeed
Trip
Turbo Altermator
Sensing Signal
Close Contactor Signal
Speed
Sensing Relay
Governor
AVR
Auto
Synchroniser
Power
Management
No.2 D/G No.1 D/G
Diesel Engine
Start
Diesel Engine
Start


2.12.3 Diesel Generator

Maker: HHI-EES.
Type: HSJ7 715-10P

A main diesel generator is provided. It can supply both main switchboards
independently, but under normal conditions the two switchboards will be linked.

The generator is rated at 2,437.5KVA at AC6600V, 3Ph, 60Hz, 2sets. It is of the
totally enclosed, self excited, brushless type. The load voltage is kept constant by
controlling the excitation current to the exciter. output power from the stator is
fed into a current/voltage compound transformer and the output of this is
rectified and fed through the exciter stator windings. The magnetic field in the
exciter stator induces AC in the excited rotor, which is rectified by the rotary
diodes and passed to the DC main rotor windings. Initial voltage build-up is by
residual magnetism in the rotor. Constant voltage control is achieved by the
automatic voltage regulator, which shunts a variable current through the exciter
windings via a thyristor to keep the AC stator output voltage constant.

The generator is cooled by passing air over an integral fresh water cooler, using a
closed circuit air supply. The cooling spaces are fitted with internal baffles to
prevent water reaching the stator windings in the event of cooler leakage. Space
heaters are fitted, which are energised when the generator circuit breakers are
open, which protect against internal condensation during shut down periods. The
breakers are normally operated by the power management system, but can be
operated manually at the switchboard front. An embedded sensor monitors the
stator temperature in each phase. A water leakage and temperature sensor is fitted
in each air cooler. The bearings have a temperature sensor.

The electric power system is designed with discrimination on the distribution
system, so that the generator breaker is the last to open if any abnormalities occur.
The turbine generators, with the diesel generators on stand by at sea, provide
electrical power. The order of the stand by start is selected through the power
management system.

Starting of large motors is blocked until there is sufficient power available. A
diesel generator will be started to meet any shortfall.

Two turbine generators will be required to operate in parallel when:
- Discharging cargo
- Loading cargo
- Manoeuvring with bow thruster in use

A diesel generator will start under the following conditions:
- Busbar blackout (if the generator is in stand-by mode)
- Load dependent start.
- Start request from heavy consumers.
- Over-current on running generator.
- Boiler tripped or low-low steam pressure at turbine generators.
- Standby start based on frequency (58.5 Hz 10 sec delay)
Illustration 2.12.3a Diesel Generator
No.2 T/G
Panel
No.1 T/G
Panel
No.2 D/G
Panel
No.1 D/G
Panel
Synch
Panel
Synch
Panel
No.2 Bus
Panel
No.1 Bus
Panel
No.1 T/G No.2 T/G
M M
HM2 HM1 6600 Volt 6600 Volt
T2 D2 D1 T1
HMBT2 HM2LM2
No.2 MSBD
HMBT1 HM1LM1 HM1C1
No.1 MSBD
A v
A
kw
Hz
Stator Rotor
Exciter
Close Contactor Signal
AVR
Auto
Synchroniser
Power
Management
No.2 D/G No.1 D/G
No.1 Diesel
Generator
Auto
Local
Em'cy Stop
Local Start
Switchboard
Panel
No Voltage Signal
Overload Signal
High Load Request
Diesel
Engine
Abnormal
Initiate
Start
Same No.1 D/G

Illustration 2.12.4a Battery Charger Alarm Display Monitor

Alarm & Display Monitor
SET UP DOWN
ALARM SETTING MODE
SYMBOL
P/F
O/C
H/V
L/V
E/L
DESCRIPTION
ALARM BUZZER
INPUT POWER ALARM
OUTPUT OVER CURRENT ALARM
OUTPUT HIGH VOLTAGE ALARM
OUTPUT LOW VOLTAGE ALARM
EARTH LEAKAGE ALARM
B/Z
STOP/
RESET
DISPLAY
MANU
OPERATING MODE
ERROR
MODE
ENTER
ERROR MODE
E.Q/
FLOAT
CHARGING


2.12.4 Batteries & Battery Charger

1. Battery Charging Discharging Board

1) General

The main DC24V system is supplied by the charge/discharge board.

In normal operation the battery charge/discharge switchboards can be fed
either from the emergency 440V switchboard or the No.1 440V
switchboard

In the event of power failure, the 24V system is supplied by two banks of
batteries automatically.

When the AC source is first switched to the charging/discharging board,
or reconnected after a source failure, battery charging is switched to
equalising mode, reverting to floating charging after 1 hour of equalising
charging.

An operator can select the equalising charging method with the push
button switch. The equalising charging reverts automatically to floating
charging after an 8 hour equalising charging period.

If the bus voltage is higher than 28V when the equalising charging is
turned on, the voltage-dropper which reduces feeder voltage is turned on
and then when the equalising charging is finished the voltage-dropper is
automatically turned off.

2) Capacities and ratings

Maker : SEUN ELECTRIC
No. of sets : 1 set
Equalizing Voltage : DC28V
Floating Voltage : DC26.7 ~ 27.2V
Electric Power : AC 440V, 3phase, 60Hz
: DC rated current : DC24V, 150A
Max. charging 200A
IP Grade : IP 22

3) Alarm and Indication Lamps as follows

(1) Input Power Fail (Setting Point : 50sec)
(2) Earth Leakage (Setting Point : 5k)
(3) Over Current (Setting Point : 157.5A)
(4) Output Under Voltage (Setting Point : 21.6V)
(5) Output Over Voltage (Setting Point : 30.8V)

2. Battery

1) General

The Lead-Acid battery cell consists of positive electrode, negative
electrode, insulators, electrolyte, cell container and other parts. Except
for the cell container, insulator and gaskets, the cell is built up of nickel-
plated steel to withstand the mechanical damage inescapable in practical
service.

The pocket type positive and negative plates are used for the electrode.
In the pockets, the active materials are firmly contained. The positive
active material is nickel hydroxide and in order to give necessary
conductivity, a small quantity of graphite is added. The negative active
material is finely divided cadmium powder with an addition of iron
powder to prevent caking of the material.

The insulator is made of high quality vinyl chloride to avoid any risk of
damage or erosion by the electrolyte for a long period of service.

The electrolyte is a mixture of chemically pure potassium hydroxide and
purified water. The specific gravity of the electrolyte is 1.21 at 20
o
C.

2) Capacities and ratings

Capacity : DC24V. 300AH x 2sets
Type : Lead Acid Sealed
Rating : 10Hour Discharging


2.12.5 Un-Interruptible Power Supplies

1. Understanding Operation

The UPS functions automatically to supply AC electrical power to the critical
load. The UPS always operates in one of three modes.

In Normal mode the critical load is supported by the inverter, which
derives its power from rectified utility AC power. In this mode, the
rectifier also provides charging current for the battery.
In battery mode, the battery cabinet provides DC power, which maintains
inverter operation. The battery supports the critical load.
In Bypass mode, the critical load is directly supported by the utility.

The UPS continually monitors itself and the incoming utility power, and
automatically switches between these modes as required, with no operator
intervention. The sophisticated detection and switching logic inside the UPS
ensures that operating mode changes are automatic and transparent to the
critical load.

2. Normal Mode Operation

In Normal mode, utility AC power is supplied to the rectifier and the rectifier
supplies DC power to the inverter, which then supplies the regulated AC power
to the critical load. The rectifier also provides charging power to the battery.
The message Normal appears in the status area of the panel.

Figure 1 shows the path of electrical power through the UPS system when the
UPS is operating in normal mode.

Input
Rectifier Inverter
Battery
Load
~
=
~
=

Figure 1 Normal Mode

If the utility AC power is interrupted or out of specification, the UPS
automatically switches to battery mode to support the critical load with no
interruption. When utility power returns the Normal mode is reinstated.

If the UPS system becomes overloaded, the UPS switches to Bypass mode. The
UPS automatically returns to Normal mode when the error condition is cleared
and system operation is restored to fall within specified limits.

If the UPS suffers an internal failure, it switches automatically to By-pass mode
and remains in that mode until the failure is corrected and the UPS is put back
into service.

3. Battery Mode Operation

The UPS transfers to Battery mode automatically if a utility power outage
occurs, or if the utility power does not conform to specified parameters. In
battery mode, the battery provides emergency DC power, which the inverter
converts to AC power. When the UPS switches to Battery mode, its alarm
indications depend on the cause and on the battery charge state. The length of
time the system can operate in battery mode depends on loading and the battery
supply capacity.

Figure 2 shows the path of electrical power through the UPS system when it is
operating in Battery mode.

Input
Rectifier Inverter
Battery
Load
~
=
~
=

Figure 2 Battery Mode

When the discharging battery voltage reaches the lower limit of UPS operation
capability, UPS will shut down.

If incoming power returns to within specified parameters, the UPS
automatically returns to Normal mode, and alarm indications clear.

4. Bypass Mode Operation

The UPS automatically switches to Bypass mode when it is in the following
conditions. In this mode, the utility AC power is supplied directly to the critical
loads through the Bypass circuit.

1) Initial Start-up

2) Output is overloaded (more than 120%)

3) UPS internal temperature exceeds the safe operation range.

4) UPS internal failure

5) Off switch is depressed for more than 3 seconds in the front panel.

WARNING
The critical load is not protected while the UPS is in Bypass mode.
Figure 3 show the path of electrical power through the UPS system when the UPS
is operating in Bypass mode.

Input
Rectifier Inverter
Battery
Load
~
= ~
=

Figure 3 Bypass Mode



Blank Page

Illustration 2.13.1a Provision Refrigeration System

P
KP 5
P
MP 55
H
E
8
.
0
Fresh Water Line
Key
Refrigerant Gas Line
Refrigerant Liquid Line
Drain Line
No.1 Prov. Ref.
Condenser
Liquid Charging Valve
DCR 0457
P
KP 2
SS-3072
Cooling F.W Out
Accomm. Area
(In Cold Rooms)
E/R Area
Cooling F.W In
No.1
Refrigerating
P
KP 1
B-1
GBC-28S
A-1
GBC-28S
Oil
Separator
M
F
-
9
M
F
-
1
1
M
F
-
6
P
KP 5
P
MP 55
No.2 Prov. Ref.
Condenser
P
KP 2
SS-3072
Cooling F.W Out
Cooling F.W In
P
KP 1
B-1
GBC-28S
A-1
GBC-28S
Oil
Separator
No.2
Refrigerating
Fan Switchboard
Compressor Switchboard
G
B
C

1
2
S
TS 2-
0.45(01)
R
E
G

1
0
Wall Mounting G
B
C

1
2
S
TS 2-
0.45(01)
G
B
C

2
2
S
R
E
G

1
0
K
V
P

2
2
Vegetable Room
+3
(40.1 m
3
)
HFS-3
G
B
C

1
2
S
TS 2-
1.3(02)
R
E
G

1
0
Fish Room
-20
(20.1 m
3
)
HFS-4-SS
G
B
C

1
0
S
G
B
C

1
2
S
E
V
R

6
TS 2-
1.3(02)
G
B
C

1
0
S
E
V
R

6
G
B
C

1
0
S
E
V
R

6
G
B
C

1
0
S
E
V
R

6
R
E
G

1
0
N
R
V

1
0
S N
R
V

2
8
S
Meat Room
-20
(30.0 m
3
)
HFS-4-SS
G
B
C

1
5
S
K
V
P

1
5
Dairy Room
+3
(20.1 m
3
)
HFS-1
N
R
V

1
0
S
G
B
C

2
8
S
E-1
GBC 28S
N
R
V

2
8
S
G
B
C

2
8
S
E-1
GBC 28S
B
M
S
L

8
S
B
M
S
L

8
S
Out Air


2.13 Accommodation Services

2.13.1 Provision Refrigeration System

1. General

The cooling unit for the meat room, fish room, and vegetable room is provided
by a direct expansion R-404A system.

The plant, which is situated in the engine room on the 1st deck starboard side is
automatic and consists of two compressors two condensers, and an evaporating
air cooler in each of the seven cold rooms. Air in the cold rooms is circulated
through the evaporator coils by electrically driven fans. The meat room and fish
room evaporators are equipped with a timer controlled electric defrosting
element. The frequency of defrosting is controlled by means of a defrosting relay
built into the starter panel.

Under normal conditions one compressor/condenser unit is in operation, with the
other on stand-by but on manual start up, with all valves shut until required.

The plant is not designed for continuous parallel operation of the two systems
because of the risk of a transfer of Lubricating oil between the compressors. For
bringing down the room temperatures after storing in tropical climates, both
compressors may be run in parallel operation for a short period only.

The compressor draws R-404A vapour from the cold room cooling coils and
pumps it under pressure to the central fresh water cooled condenser where the
vapour is condensed. The liquid refrigerant is returned through a dryer unit and
filtered to the cold room evaporators.

The compressors are protected by high pressure, low pressure and low
lubricating oil pressure cut-out switches. Each unit is also fitted with a crankcase
heater. A thermostat in each room enables a temperature regulating device to
operate the solenoid valves independently, in order to reduce the number of starts
and the running time of the compressor. The air coolers accept the refrigerant as
it expands into a super-cooled vapour under the control of the expansion valves.
This vapour is then returned to the compressor through the non-return valves.
When all the solenoid valves at the air coolers are closed by the room
thermostats, the low suction pressure switches will stop the compressors.

A back pressure controlled constant pressure valve is included in the vegetable to
prevent these rooms dropping too far below the normal set point. This would
damage the provisions, should the inlet solenoid valve fail to close properly.

Any leaks of refrigerant gas from the system will result in the system becoming
undercharged. The symptoms of a system undercharge will be low suction and
discharge pressures with the system eventually becoming ineffective. Bubbles
will appear in the sight glass. A side effect of low refrigerant gas charge is
apparent low lubricating oil level in the sump. A low charge level will result in
excess oil being entrapped in the circulating refrigerant, thus the level in the
sump will drop. When the system is charged to full capacity the excess oil will
be separated out and returned to the sump.
During the operation the level as shown in the condenser level gauge will drop.
If the system does become undercharged, the whole system should be checked
for leakage. When required, additional refrigerant can be added through the
charging line, after first venting the connection between the refrigerant bottle and
the charging connection. 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.

2. Specification

Compressor
Maker: HI-PRESS KOREA
No. of sets: 2
Model: SBO42
No. of cylinder 4

Condenser
Model: CRKF 271230
No. of sets: 2


1) To Start the Refrigeration Plant

(1) 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.

(2) The crankcase heater on the compressor to be used should be
switched on least three hours prior to starting the compressor.

(3) Check that the oil level is correct.

(4) Start up the ancillaries, pumps etc.

(5) Open the valves for the condenser water. Check to make sure there is
sufficient flow.

(6) Open the suction valve one turn.

(7) Start the compressor.

(8) Continue opening the suction valve slowly, taking care not to allow
liquid into the compressor and keeping the suction pressure above the
cut out point.

While running:

a) Check the inlet and outlet pressure gauges

- High pressure control KP5 cut out 19.5 bar
cut in manual reset

- Low pressure control KP1 cut out 0.9 bar
cut in 1.9 bar

- Oil pressure control MP55 cut out 0.4 bar
cut in manual reset
time delay 60 sec

b) Cool. Water Pressure Control cut out 0.4 bar
cut in 0.8 bar

c) Check the oil level and oil pressure

d) Check for leakages

2) To Put the Cold Chamber System into Operation

(1) Open the refrigerant supply to one cooler room.

(2) Open the refrigerant returns from the cooler room.

(3) Repeat the above for each of the cooler rooms.

4. Defrosting

The air coolers in the meat room and fish room are fitted with electrical
defrosting i.e. the evaporator and drip trays are provided with electric heating
elements. The frequency of defrosting is controlled by means of a defrosting
relay built into the starter panel. The defrosting sequence is as follows:

1) The compressor stops and all solenoid valves in the system close.
The fans in the meat room and fish room stop working but the fans in the
other rooms continue the circulation of the warm air over the coolers, in
this way keeping the cooling surfaces free from ice.

2) The electric heating elements in the meat and fish room switch on.
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
meat and fish rooms. When the temperature reaches the set point (approximately
+10C) of the defrosting thermostat, the heating elements are switched off

Illustration 2.13.1a Provision Refrigeration System

P
KP 5
P
MP 55
H
E
8
.
0
Fresh Water Line
Key
Drain Line
No.1 Prov. Ref.
Condenser
DCR 0457
P
KP 2
SS-3072
Cooling F.W Out
Accomm. Area
(In Cold Rooms)
E/R Area
Cooling F.W In
No.1
Refrigerating
P
KP 1
B-1
GBC-28S
A-1
GBC-28S
Oil
Separator
M
F
-
9
M
F
-
1
1
M
F
-
6
P
KP 5
P
MP 55
No.2 Prov. Ref.
Condenser
P
KP 2
SS-3072
Cooling F.W Out
Cooling F.W In
P
KP 1
B-1
GBC-28S
A-1
GBC-28S
Oil
Separator
No.2
Refrigerating
Fan Switchboard
Compressor Switchboard
G
B
C

1
2
S
TS 2-
0.45(01)
R
E
G

1
0
Wall Mounting G
B
C

1
2
S
TS 2-
0.45(01)
G
B
C

2
2
S
R
E
G

1
0
K
V
P

2
2
Vegetable Room
+3
(40.1 m
3
)
HFS-3
G
B
C

1
2
S
TS 2-
1.3(02)
R
E
G

1
0
Fish Room
-20
(20.1 m
3
)
HFS-4-SS
G
B
C

1
0
S
G
B
C

1
2
S
E
V
R

6
TS 2-
1.3(02)
G
B
C

1
0
S
E
V
R

6
G
B
C

1
0
S
E
V
R

6
G
B
C

1
0
S
E
V
R

6
R
E
G

1
0
N
R
V

1
0
S N
R
V

2
8
S
Meat Room
-20
(30.0 m
3
)
HFS-4-SS
G
B
C

1
5
S
K
V
P

1
5
Dairy Room
+3
(20.1 m
3
)
HFS-1
N
R
V

1
0
S
G
B
C

2
8
S
E-1
GBC 28S
N
R
V

2
8
S
G
B
C

2
8
S
E-1
GBC 28S
B
M
S
L

8
S
B
M
S
L

8
S
Out Air

3) The compressor starts.
When the coil surface temperature has gone below the freezing point, the
fans in the meat and fish start. The system is now back on the
refrigerating cycle again. If the defrosting is not completed at the
expiration of the predetermined defrosting period, the defrosting will be
restarted by the timer and a new cycle will commence.

5. System Running Checks at Regular Intervals

- Lubricating oil levels in the crankcase

- Lubricating oil pressure

- Moisture indicators

- Suction and discharge pressure and temperature and any unusual
variations investigated

- Check all room temperatures and evaporation coils for any sign of
frosting

6. The following conditions register in the central alarm system:

- Power failure

- Overcurrent trip

- High pressure trip

- Oil low pressure trip

- Cold room high temperature alarms

Illustration 2.13.2a Aux. Air Conditioning Plant

Open Deck
P
KP 2
Cooling F.W Out
Cooling F.W In
P P
KP 1
P
No.2 Condenser
DCR 14411
Purging
No.2
Compressor
HSV80
HSV32
EVR 25
HSV 25
FIL 25
SCV65 SCV65
SCV50
SCV50
M
F
-
8
4
M
F
-
1
1
M
F
-
5
STA 65
SCV 65
P
MP 55
P
KP 15
SS-3072
P
KP 2
Cooling F.W Out
Cooling F.W In
P P
KP 1
P
No.1 Condenser
DCR 14411
Purging
No.1
Compressor
M
F
-
8
4
M
F
-
1
1
M
F
-
5
STA 65
SCV 65
P
MP 55
P
KP 15
SS-3072
Air Cooler
AC 3-2
Unit 4
EVR 25
HSV 25
FIL 25
Air Cooler
AC 4-2
Unit 3
EVR 32
HSV 32
FIL 32
Air Cooler
AC 3-1
Unit 3
EVR 32
HSV 32
FIL 32
Air Cooler
AC 4-1
Unit 4


2.13.2 Accommodation and Air Conditioning Plant

1. General

Air is supplied to the accommodation by two identical air handling units located
in the accommodation on the Upper Deck. Each unit consists of an electrically
driven fan drawing air through the following sections:

- Mixing chamber for fresh and recirculated air
- Filter
- Heating section with steam
- Cooling section with refrigerant R-404A
- Humidifying section with steam
- Water eliminator section

The air is forced into the distribution trunk, which supplies the accommodation.
Air may be drawn into the system either from outside, or from the
accommodation via the recirculation trunk. With heating or cooling coils in use,
the unit is designed to operate on 36.8% return air supply. The ratio of
circulation air may be varied manually, using the damper in the inlet trunking.
The inlet filters are of the washable mat type, and heating is provided by coils
supplied by steam from the 6.0 barsystem.

Cooling is provided by a direct expansion R-404A system. The plant is
automatic and consists of two compressor/condenser/dryer units, supplying two
(2) evaporator coils, in each of the two separate air handling units in the
accommodation.

Under emergency conditions it is possible that one compressor can serve both of
the air handling units by opening the cross connections on the delivery and return
lines.

Note
At no time must the cross connection valves be opened while both compressors
are in service

Direct expansion coils achieve cooling of the air. The coils are fed with
refrigerant from the air conditioning compressor as a superheated gas, which is
passed through the condenser where it is condensed to a liquid. The liquid R-
404A is then fed via filter drier units to the cooling coils where it expands, under
the control of the expansion valves, before being returned to the compressor as a
gas.

The compressor is fitted with an internal oil pressure activating unloading
mechanism, which affords automatic starting and variable capacity control. A
high and low pressure cut out switch and low Lubricating oil pressure trip
protects the compressor. A crankcase heater and cooler are fitted.

Any leakage of refrigerant gas from the system will result to the system
becoming undercharged. The symptoms of system undercharge will be low
suction and discharge pressure, with the system eventually becoming ineffective.

A side effect of low refrigerant gas charge is an apparent low oil level in the
sump. A low charge level will result in excess oil being entrapped in the
circulating refrigerant gas, thus the level in the sump will 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 receiver level gauge will
drop. If the system does become undercharged the whole system pipe work
should be checked for leakage. If a loss of gas is detected, 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. Cooling water for the condenser is supplied from the low temperature
fresh water cooling system.

2. Specification

Compressor
Maker: HI-PRESS KOREA
No. of sets: 2
Model: CMO28
Speed 1770
No. of cylinder 8

Condenser
Model: CRCK 502320
No. of sets: 2

Air handling unit (Normal Condition with H
Model HPB-08
Air volume 21,655 m
3
/h
Air cooler capacity 144,480 kcal/h (168.0 kW)
Heater capacity 159,960 kcal/h (186.0 kW)

3. Procedure for the Operation of the Air Conditioning System

1) To Start the Ventilation System

(1) Check that the air filters are clean.

(2) Set the air dampers to the outside position.

(3) Start the supply fans.

2) To Start the Air Conditioning Compressor

(1) All stop valves in the refrigerant line should be opened (except for the
main valve in the liquid line) and fully back seated to prevent the
pressure in the valve reaching the valve gland.

(2) Open the compressor discharge valve.

(3) The crankcase heater on the compressor to be used should be
switched on a three hours prior to starting the compressor.

(4) Check the oil level.

(5) Check the settings of the compressor safety devices.

(6) Start up the ancillaries, cooling water pumps etc.

(7) Open the valves for the condenser cooling water. Check there is
sufficient flow.

(8) Set the capacity regulator to minimum capacity.

(9) Open the compressor suction valve slightly. This will prevent
excessive pressure reduction in the compressor on start up, high could
cause oil foaming in the crankcase.

(10) Start the compressor.

(11) Continue opening the suction valve slowly until fully back-seated,
taking care not to allow liquid into the compressor, and keep the
suction pressure above the cut out point.

(12) Open the main valve in the liquid line.

3) Compressor Running Checks

- 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 regularly.

- The temperature of oil, suction and discharge should be checked
regularly. A regular check on the motor bearing temperatures should
also be kept.

- Check on any undue leakage at the shaft seal.

Illustration 2.13.2b Main Air Conditioning Plant

TS PS
TS PS
TS PS
TS PS
Accom. Area
Engine Room
Air Vent
From/To Central
Cooling System Liquid Charge Valve
SCV 50
S
C
V

6
5
KP2
SS-3072
S
C
V

6
5
SCV 50
SCV 50
527E
527E
Purging
Purging
LUC
MF-100
E
V
R

1
0
T
E
S

5
-
5
.
0
(
0
2
)
DCR 19217
Receiver
Condenser
Compressor
SCV 125
SCV 65
P
Fresh Water Line
Key
Drain Line
To FUC for Galley
2xMF-84
Air Vent
From/To Central
Cooling System Liquid Charge Valve
SCV 50
S
C
V

6
5
KP2
SS-3072
S
C
V

6
5
SCV 50
SCV 50
527E
527E
Purging
Purging
LUC
MF-100
E
V
R

1
0
T
E
S

5
-
5
.
0
(
0
2
)
DCR 19217
Receiver
Condenser
Compressor
P
2xMF-84
EVR 32
HSV 32
FIL 32 TES 55-
56(02)
TES 55-
56(02)
EVR 32
HSV 32
FIL 32
AC 2-2
Unit 2
EVR 32
HSV 32
FIL 32 TES 55-
56(02)
TES 55-
56(02)
EVR 32
HSV 32
SCV 100
SCV 100
FIL 32
AC 1-2
Unit 1
EVR 40
HSV 40
FIL 40 MLV661.25-
6.3
MLV661.25-
6.3
EVR 40
HSV 40
SCV 125
FIL 40
AC 1-1
Unit 1
J/B
EVR 40
HSV 40
FIL 40 MLV661.25-
6.3
MLV661.25-
6.3
EVR 40
HSV 40
SCV 125
FIL 40
AC 2-1
Unit 2
J/B


4) To Stop the Compressor for Short Periods

(1) Reduce the capacity regulator to the minimum setting.

(2) Close the condenser liquid outlet valve.

(3) Allow the compressor to pump down the system so that the low-evel
pressure cut-out operates.

(4) Close the filter outlet valve.

(5) Isolate the compressor motor.

(6) Close the compressor suction valve.

(7) Close the compressor discharge valve.

(8) Close the inlet and outlet valves on the cooling water to the condenser.

(9) Switch on the crankcase heater.

5) To Shut Down the Compressor for a Prolonged Period
If the cooling system is to be shut down for a prolonged period, it is
advisable to pump down the 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.

(1) Shut the liquid outlet valve on the condenser.

(2) Run the compressor until the low pressure cut-out operates.

(3) After a period of time the suction pressure may rise as the evaporators
warm up, in which case the compressor should be allowed to pump
down again, until the suction pressure remains low. It may be
necessary to reduce the setting of the low pressure cut out.

(4) Shut the outlet valve from the filter.

(5) Shut the compressor suction and discharge valves.

(6) Close the inlet and outlet valves on the cooling water to the condenser.

(7) The compressor discharge valve should be marked closed and the
compressor motor isolated, to prevent possible damage.

6) Adding Oil to the Compressor
Oil can be added to the compressor while running by using an oil pump
connected to the oil charging connection or by using the following
procedure.

(1) Throttle the suction valve until the suction pressure is slightly below
atmospheric. It will be necessary to reduce the setting of the low
pressure cut out.

(2) Connect a pipe to the oil charging valve, fill the pipe with oil and
insert the free end into a receptacle containing refrigerator oil.

(3) Open the charging valve carefully, allowing atmospheric pressure to
force the oil into the crankcase and avoiding ingress of air.

(4) Reset the low pressure trip.

Illustration 2.13.3a Package Air Conditioner


2.13.3 Package Air Conditioner

1. General

Each unit consists of an electrically driven fan drawing air through the
following sections:

Mixing chamber for fresh and recirculated air (90%)
Filter
Heating coils
Evaporator coils
Fan

The air is forced into the distribution trunk, which supplies the engine control
room. The inlet filters are the washable mat type.

Cooling is provided by a direct expansion R-404A system. The plant is
automatic and consists of two compressor, condenser units, supplying
evaporator coils, one in each of the two separate air handling units in the engine
room. Each compressor and condenser unit has 50% of the total capacity
requirement and, under normal conditions, two compressors would be in use,
each supplying their own air handling unit. Direct expansion coils achieve
cooling of the air. The coils are fed with refrigerant from the air conditioning
compressor as a superheated gas, which is passed through the condenser where
it is condensed to a liquid. The liquid R-404A is then fed via filter drier units to
the cooling coils where it expands, under the control of the expansion valves,
before being returned to the compressor as gas.

The compressor is fitted with an internal oil pressure activated unloading
mechanism, which affords automatic starting and variable capacity control. A
high and low pressure cut out switch and low lubricating oil pressure trip
protects the compressor. A crankcase heater and cooler are fitted.

Any leakage of refrigerant gas from the system will result in the system
becoming undercharged. The symptoms of system undercharge include low
suction and discharge pressure, and an ineffective system.

A side effect of low refrigerant gas charge is an apparent low oil level in the
sump. A low charge level will result in excess oil being entrapped in the
circulating refrigerant gas, thus the level in the sump will drop. When the
system is charged to full capacity, the excess oil will be isolated and returned to
the sump. During operation, the level in the condenser level gauge will drop. If
the system becomes undercharged, the whole system pipe work should be
checked for leakage.

2. Boiler Test Room

Comprising a fan, compressor, refrigerant circuit, filters and controls, these are
all self-contained and are air cooled.

(1) Model : HIP-3WGE

Capacity : Cooling Capacity 9,000kcal/H
Heating Capacity 8,600kcal/H

Type: Package type

Refrigerant : R-404A

3. Work Shop

Comprising a fan, compressor, refrigerant circuit, filters and controls, these are
all self-contained and are air cooled.

(1) Model : HIP-20WGDE

Capacity : Cooling Capacity 54,000kcal/H
Heating Capacity 43,000kcal/H

Type: Package type

Refrigerant : R-404A

4. Procedure for the Operation

(1) Starting

1) Open the condenser refrigerant inlet and outlet valves.

2) Make sure that the air filter is clean.

3) Turn on the power switch at least six hours beforehand.

4) Start the fan.

5) Start the compressor by switching on the cooling ON/OFF
selection switch.

(2) Shutting Down

1) Close the condenser refrigerant outlet valve.

2) Allow the compressor to shut down on the low suction pressure
trip.

2) Stop the compressor.

3) Close the compressor stop valves on the suction and discharge lines.

4) Switch off the cooling ON/OFF selection switch.


Illustration 2.14.1a Fresh Water General Service System
PI PI
PI PI
21V
PI
SX
PI
Key
Drain Line
Air Line
Hot Fresh
Water Line
Fresh Water
Line
Steering
Gear Room
Steering
Gear Room
To Ondeck
F.W Service
Drinking
Water
Tank (P)
(- m
3
)
LIAHL
IAS
LX
Distilled
Water
Tank (P)
(- m
3
)
LIAHL
IAS
LX
Fresh
Water
Tank (S)
(- m
3
)
LIAHL
IAS
LX
Distilled
Water
Tank (S)
(- m
3
)
LIAHL
IAS
LX
Stern
Tube
Cooling
F.W
Tank
11V
1
5
V
5
1
V
27V
37V
22V
36V
(A)
26V
28V
4
9
V
6
3
V
6
4
V
55V
SF-1
1
7
V
56V
65V
Salinity
Panel
F.W Filling
(P) (S)
Upper Deck
Upper Deck
To Galley
From/To
Accommodation
To Accommodation
Fresh Water
Fire Fighting System
To Accommodation
Sanitary Water
Service
To Fresh Water
Hydrant
(Compressor Room (S))
FS
S
Sett.
0.72 MPa
Fresh Water Hydrophore Unit (2,000 L)
To Condensate
Water Line
E/R Toilet
Water
Closet
Wash
Basin
Wash
Tub
(In Workshop)
Wash
Tub
(For BLR
W. Test)
Skin for
Cup Board
Drinking Water Hydrophore Unit (1,000 L)
Pump No.1 & 2
(6 m
3
/h x 65 MTH)
No.2
No.1
0.9 MPa Air
Silver Ion
Sterilizer
(5,000 L/H)
Drinking
Water
Fountain
Sterilizer
(3,000 L/H)
PS PS PI
24V
23V
25V
Sett.
0.77 MPa
Pump No.1 & 2
(10 m
3
/h x 70 MTH)
To Deck
Scupper
No.2
No.1
0.9 MPa Air
PS PS PI
P
I
T
I
Sett.
0.88 MPa
To Deck
Scupper
FI
S
S
3
5
V
(60 Ton/day)
SX
1
6
V
5
8
V
60V
41V
4
3
V
39V
Salinity
Panel
FI
S
S
(60 Ton/day)
To Deck Scupper
To Deck Scupper To Deck Scupper
To Deck Scupper
To Main Cooling F.W Exp. Tank
AFT B/H
Calorfier
(1,500 L)
Casing Deck F.W Service
71V
Workshop F.W Service
53V
3rd Deck (AFT)
F.W Service
46V
3rd Deck (FWD)
F.W Service
34V
Chemical Store Room
Shower
4V
2nd Deck F.W Service
50V
(A)
Near G/E T/C
G/E T/C Cleaning
(Container Complete)
54V
I.G.G Air Dryer Cleaning
I.G.G Ref. Cooler
61V
Hot Water
Circulating Pump
(2 m
3
/h x 10 MTH)
No.1
40V
(A)
(A)
38V
1
9
V
No.2
To B.F. &
G/S Pump
(For W. Spray
Line Rinsing)
Sett.
0.72 MPa
Mineralizer
(3,000 L/H)
5
7
V
To Oily Bilge Separator
Filling
4th Deck F.W Service
(Near F.W Generator)
48V
Floor F.W Service
47V
42V
(A)
To Purifier Operating
Water System
To I.G.G Cooler
To Steering Gear Room
To D/G Cooling F.W
Exp. Tank
To I.G.G Tower Rinsing
To I.G.G Jacket Rinsing
(A)
20V
2
9
V
62V
(A)
To Distilled Plant
Chemical Dosing Unit
66V
67V
(A)
(A)
68V
69V
Carbon
Filter


2.14 Fresh Water General Service Systems

2.14.1 Fresh Water General Service System

1. General

Domestic fresh water and Drink water tank is stored in 197.1m
3
fresh water
tanks port and starboard, both equipped with level transmitters for alarm
generation.

Drinking water is stored in port side tank, and domestic fresh water is stored in
starboard side. The tanks provide drinking water and water to general services
throughout the ship. The tanks can be filled either from fresh water generators
or via shore connections.

Fresh water is supplied to general services via a 2,000litre hydrophore tank,
pressurized to 0.65MPa. Two pumps in a duty standby configuration supply the
tank. The pumps are controlled and monitored from IAS. A thermostatically
controlled heater uses steam or electricity to provide hot water, which are being
circulated to avoid extensive run off to get hot water at outlets.

The fresh water system supplies the following

- Sanitary system

- Cooled fresh water for accommodations

- Hot water service for accommodations

- L.O. & D.O. purifier operating water system

- Inert gas fan washing

- Fresh water cooling system header tank

- Chemical dosing unit

- Oily water separator

- Auxiliary engine turbocharger cleaning and hot foam system

2. Preparation for the Operation of the Fresh Water System

1) Start one FW hydrophore pump.

2) Fill the hydrophore tank to about 75%.

3) Stop the pump.

4) Crack open the air inlet valve to the tank until the operating pressure is
reached.

5) Close the air supply.

6) Repeat steps (2)~(5) until the tank is at the operating pressure, with the
water level at about 75%.

7) Switch one hydrophore pump to automatic operation.

8) Open the hydrophore tank outlet valve slowly, until the system
pressurises.

9) Start one hot water circulating pump.

10) Vent air from the calorifier.

11) Start the electric heater for the calorifier.

12) Switch the other supply pump to stand-by.

13) Supply steam to the calorifier when steam is available.

14) Shut down the electric heater.

3. FW Service System

2.14.2 Distilled Water Filling Service System

1. General

Distilled water is stored in 268.4 m
3
water tanks port and starboard, both equipped
with level transmitters for alarm generation. The tanks can be filled either from
fresh water generators or via shore connections.

The distilled water system serves the following:

- Condensate make- up for the boilers

- Emergency feed for boiler feed pumps via valve

- Spill return from condensate drain pump system


IAS No. Description Alarm
FW016 PORT DIST TK LEVEL H/L 4.0 / 0.7 m
FW016 PORT DWTR TK LEVEL H/L 4.0 / 0.7 m
FW015 STBD DIST TK LEVEL H/L 4.0 / 0.7 m
FW017 STBD FW TK LEVEL H/L 4.0 / 0.7 m


Illustration 2.14.3a Sanitary Discharge System

Sewage Collecting
Tank
(10 m
3
)
Sewage Treatment
Plant
(60 Persons/day)
LS
LS LS High Alarm
LS
LS Pump Start
LS Pump Stop
Flow
Meter
LS
Float Type
Level Gauge
Vacuum Pump
No.2
Sewage Disch.
Trans. Pump
(10 m
3
/h x 25 MTH)
No.2 No.1
From Fire, Bilge &
G/S Pump
4
2
V
CI
PI
VI
PS
4
4
V
No.1
CI
CI
4
1
V
PI
4
3
V
PI
33V
1
8
V
11V
19V
10V
1V 14V 2V
2
6
V
PI
31V
2
4
V
17V
(PORT)
Sewage Discharge
Shore Connection
Sweat
Scupper
Drain
Waste Drainage (P)
(STBD)
8V
4V
3
V
7
V
Funnel
Hospital Wash Basin
Flow Scupper Hospital Soil
Sweat
Scupper
Drain
Waste Drainage (S)
Waste From Catering Space
Soil Pipes (S)
Soil Pipes (P)
To Bilge
Holding Tank
Engine Room Toilet
Provision
Refrigeration
Chamber
9V
29V 28V
Key
Drain Line
Sea Water Line
BG-32 BG-33
20V
3
6
V
LAHH
IAS
LAHH
IAS
High High Alarm
for S.T.P


2.14.3 Sanitary Discharge System


The Hamworthy Super Trident Sewage Treatment unit is a self contained system
for the treatment of sewage from ships or rigs before it is discharged overboard
and so prevent the pollution of harbour and coastal waters and inland waterways.

Basically the Super Trident Sewage Treatment unit comprises a tank, divided
into three water tight compartments an aeration compartment, a settling
compartment, and a chlorine contact compartment.

The incoming sewage enters the aeration compartment, where it is digested by
aerobic bacteria and micro organisms which are promoted in the sewage itself by
the addition of atmospheric oxygen.

From the aeration compartment the sewage flows into the settling compartment
where the aerobic bacteria floc, known as activated sludge, is settled out
producing a clear effluent which passes through a chlorinator and into the
chlorine contact compartment before being finally discharged.

2. Operation

Before running the machine for the first time after installation or maintenance,
proceed as follows:

1) After initial installation, fill the pump with the liquid to be pumped.

2) Rotate the pump manually through at least one revolution to ensure that the
pump is free to rotate.

3) Check that the motor bearings are lubricated as detailed in the motor
manufacturers handbook.

4) Ensure that the suction and discharge line stop valves are in the Open
position.

When the system is fitted with a discharge pump and the control switch is in
the AUTO position, the typical sequence of operation is as follows:

- When the liquid reaches the High level float switch, the pump motor is
started and the liquid begins to discharge from the compartment. The
pump continues to run until the liquid drops to the level of the Los
level float switch when the motor is switched off.

- Should the High level alarm float switch fail to operate for any reason,
the level of the liquid will reach the High level alarm float switch, and
actuate the alarm circuit.

- When the control switch is moved to the HAND position and The ON
push-button switch is operated the pump motor will run, to empty the tank
for draining or cleaning until the control switch is moved to OFF.

LNGC GRACE ACACIA

3.1 IAS for general ................................................................................. 3 - 4
3.2 DEO Open Supervisory Station (DOSS) ........................................ 3 - 4
3.3 DOHS (DEO Open History Station)................................................. 3 - 8
3.4 DOGS (DEO Open Gateway Station)............................................... 3 - 8
3.5 DOPC (DEO Process Controller ) .............................................. 3 - 8
3.6 Alarm Management .......................................................................... 3 - 9
3.6.1 Classification of Alarm.......................................................... 3 - 9
3.6.2 Alarm Acceptance Procedure................................................. 3 - 9
3.7 Alarm Printout ................................................................................ 3 - 10
3.8 Fast Alarm Function ....................................................................... 3 - 10
3.9 Data Logging.................................................................................. 3 - 10
3.10 Extension Alarm and Engineers Alarm.........................................3 - 11
3.10.1 Extension Alarm................................................................ 3 - 12
3.10.2 Engineers Alarm and Patrolman System.......................... 3 - 15

Illustration
3.1.1a IAS Overview (System Configuration)........................................ 3 - 1
3.1.1b IAS Overview (System Connection) ........................................... 3 - 2
3.1.1c IAS Overview (Power Supply Concept) ...................................... 3 - 3
3.6a Alarm Acceptance Procedure.......................................................... 3 - 9
3.7a Alarm Printer Configuration ......................................................... 3 - 10
3.7b Example of Alarm Printout ........................................................... 3 - 10
3.8a Example of Alarm Printout ........................................................... 3 - 10
3.10a Extension Alarm and Engineer Call System................................3 - 11
3.10.1a Layout of Group Alarm Indication........................................... 3 - 12
3.10.1b Alarm Annunciation Sequence for Machinery System............ 3 - 13
3.10.1c Alarm Annunciation Sequence for Cargo System.................... 3 - 14
3.10.1d Duty Selector Indication for Machinery .................................. 3 - 14
3.10.1e Duty Selector Indication for Cargo.......................................... 3 - 14

Part 3
Integrated Automation System (IAS)
LNGC GRACE ACACIA

3 - 1 Part 3 Integrated Automation System (IAS)
Illustration 3.1.1a IAS Overview (System Configuration)

20" LCD
DOPC
Serial Communication
For Cargo System
- Custody Transfer System (CTS)(Dual)
- Secondary Level Gauging System (Cargo Tanks)
- VDR (Dual)
- INS (Dual)
- IGG
- Gas Detection System
- No.1 N2 Generator
- No.2 N2 Generator
For Machinery System
- Performance Monitor
- Fire Detecting System
- No.1 T/G
- No.2 T/G
- No.1 D/G
- No.2 D/G
TCP I/P
OPC Communication
SMS
Loading Computer
Ext. VDU Net
(Ethernet)
Ext. VDU
Server
20" LCD
Cargo System
CCR
Monitoring only
for Cargo and
Machinery System
W/H
(Process Monitoring only
for Cargo and Machinery System)
Extension VDU System
Logging Printer
Color Hard
Copier
Alarm Printer
20" LCD
Machinery System
ECR
Logging Printer
DEO-Net (Ethernet)
Color Hard
Copier
Alarm Printer
PCNS
DOGS
Chief Engineer's Room
1st Engineer's Cabin
2nd Engineer's Cabin
3rd Engineer's Cabin
Receptacles for
4 Other
Engineer's Cabins
DOPC
8 Sets
DOHS
Plasma Display
(50" Inches)
for Cargo Overview
in CCR
Ext. Alarm
Panels
Duty Selector : 2 Units
Cargo & Machinery : 8 Panels
Machinery : 10 Panels
Cargo : 2 Panels
W/H use INS Display Instead of Hardware Panel.
Legend
DOSS : DEO Open Supervisory Station
DOHS : DEO Open History Station
DOGS : DEO Open Gateway Station
DOPC : DEO Process Controller
PCNS : PC Network Server
LNGC GRACE ACACIA

Illustration 3.1.1b IAS Overview (System Connection)

Plasma Display
(50" Inches)
for Cargo Overview
OPT
(2 Fibers)
OPT
(2 Fibers)
OPT
(2 Fibers)
OPT
(2 Fibers)
OPT
(2 Fibers)
OPT
(2 Fibers)
OPT
(2 Fibers)
OPT
(2 Fibers)
OPT
(2 Fibers)
CCR
ECR
OPT.
CONV.
OPT.
CONV.
OPT.
CONV.
OPT.
CONV.
W/H
IAS I/O Cabinet
Room (FWD)
IAS I/O Cabinet
Room (AFT)
No.1
LVSBR
No.2
LVSBR
Extension VDUS
Ext. VDU Net
(Ethernet)
DOGS PCNS DOHS
OPT.
CONV.
OPT.
CONV.
OPT
(2 Fibers)
OPT.
CONV.
OPT
(2 Fibers)
OPT.
CONV.
OPT.
CONV.
OPT.
CONV.
OPT.
CONV.
OPT
(2 Fibers)
OPT.
CONV.
OPT
(2 Fibers)
OPT.
CONV.
OPT
(2 Fibers)
OPT.
CONV.
OPT
(2 Fibers)
OPT.
CONV.
OPT
(2 Fibers)
OPT.
CONV.
DOPC
I/O I/O
DOPC
I/O I/O
DOPC
I/O I/O
DOPC
I/O I/O
DOPC
DEO-Net
(Ethernet)
I/O I/O
DOPC
I/O I/O
DOPC
I/O I/O
DOPC
I/O I/O
Legend
OPT. CONV. : Optical Convertor
LNGC GRACE ACACIA

Illustration 3.1.1c IAS Overview (Power Supply Concept)

Legend
W/H
Power Supply Concept
CCR
UPS
UPS
UPS
Batt
Battery Room
(Nav.-DK)
A
UPS
B
UPS
A
B
A
B
A B
A B
Extension & Portable VDUS
AC 220V
AC 440V/60Hz
or
AC 380V/50Hz
(Normal)
AC 440V/60Hz
or
AC 380V/50Hz
(Em'cy)
Batt
Battery Room
(Upp.-DK)
No.2 LVSBD
IAS
I/O Cabinet
Room (FWD)
IAS
I/O Cabinet
Room (AFT)
DOGS PCNS DOHS
DOPC
I/O
PS PS PS PS
DOPC
I/O I/O
PS PS
DOPC DOPC
I/O I/O
PS PS
DOPC DOPC
I/O I/O
Logging Printer Alarm Printer
Color Hard
Copier
Plasma Display
(50" Inches)
for Cargo Overview
ECR
No.1 LVSBR
Cabinet
UPS
A
B
A
B
PS PS
DOPC DOPC
I/O I/O
No.2 LVSBR
Cabinet
A
B
Logging Printer Alarm Printer
Color Hard
Copier
LNGC GRACE ACACIA

Part 3 : Integrated Automation System (IAS)

3.1 IAS for general

1. System configuration

Integrated Automation System(IAS) consists of several human interface stations
that have monitoring and control the vessel machinery and cargo sections.
Following human machine interface systems are provided as IAS monitoring and
control stations.

Wheelhouse Human-Machine Interface Station (DEO Open Supervisory Station :
DOSS)
Machinery Human-Machine Interface Station (DEO Open Supervisory Station :
DOSS)
Cargo Human-Machine Interface Station (DEO Open Supervisory Station :
DOSS)
Engineers Cabin Human-Machine Interface Station (Extension VDU)

The following figures shows system configuration of IAS

Illustration 3.1.1a Indicates system configuration of IAS
Illustration 3.1.1b Indicates system connection concept of IAS
Illustration 3.1.1c Indicates power supply concept of IAS

2. Operating Conditions

Accuracy of instruments for IAS

- Pressure : 0.75% of span reading
- Temperature : 0.75% of thermocouples
3.0% for resistive temperature
detectors
- Level : According to maker standard, but
not more than 25mm
- Flow : 1.5% unless otherwise specified
- Controllers/Receivers : 2% of set point (steady states)
.
Environmental Conditions

- Operating temperature : 20 ~ 55C Controlled environment
10 ~ 55C Machinery space
-20 ~ 70C Open deck
- Relative humidity : 95%
- Vibration : To comply with IEC92.504
requirements
3. Intrinsic Safety

Intrinsic safety system is to be composed in accordance with the requirements of
the classification society.
The Zener Barriers are applied to the 4-20mA Input/Output signals and the RTD
Input signals from hazardous areas and contact barriers are applied to the contact
input signals.

4. Power Supply

- AC440V, 60Hz, 3 Phase or AC380V, 50Hz, 3Phase
- Voltage : 10% nominal
- Frequency : 5% nominal

Fully covered all of IAS power, except engineers cabin human interface
station(Extension VDU), is assured by uninterrupted power supplies. A UPS is
fed from normal feeding line, the other fed from emergency feeding line. The
autonomy of each is 30min. Both of normal and emergency feeding power are
always coming from ships power bus. On the wheelhouse station(DOSS), ECR
stations(DOSS), CCR station(DOSS), DOHS, DOGS, and PCNS are used
normal line in case of both feeding alive. When the normal feeding fails, those
are change to emergency feeding by automatically. This change has a specific lag
time then supported by small UPS to compensate the interruption during change
over.

- DOSS : DEO Open Supervisory Station
- DOHS : DEO Open History Station
- DOGS : DEO Open Gateway Station
- DOPC : DEO Process Controller

3.2 DEO Open Supervisory Station (DOSS)

1. General

DOSS is provided as the main Human-machine Interface Station (HIS).
DOSS is an Marine-DEO node facilitating Window aware functionality. The
DOSS has the following features.

- Display call-up toolbar
- Operational faceplate facility
- One line alarm indication
- Trackball pointing device
- High resolution display

It is fully integrated with Marine-DEO and can be a client node for DOPC and
DOHS for LNGC monitoring control.

Display call-up toolbar
The toolbar allows prompt access each control and monitoring facility. Operator
just clicks the intuitive icon, then call-up ideal display or pull-down menu that
shows the title of displays are appeared.

Operator faceplate facility
Each field devices can be manipulated from dedicated graphics. Operator just
clicks the pre-configured devices symbol and will appear the faceplate. The
clicks and enters numerical on the faceplate make him control the devices.

One line alarm indication
The latest alarm appears in this portion. Operator recognizes what alarm
occurred during he watch the any displays without calling alarm summary. This
bar is indicated on the top of screen at any time. After acknowledged the alarm,
next event will be coming the area.

2. Display Layout
Ship's Time(*1)
One Line Alarm Indication Display Main Part
Display Call-up Toolbar
System Standard Time (*2)

NOTE
* 1 : Ships Time : MM / DD/ YYYY HH:MM
* 2 : System Standard Time : MM / DD / YYYY (WWW) HH : MM : SS

MM : Month HH : Hour
DD : Day MM : Minute
YYYY : Year WWW : Week

LNGC GRACE ACACIA

3. Keyboard

The DOSS has two(2) types of keyboard.
- Operation keyboard
- Engineering keyboard

The Engineering keyboard is used for software modification and installation only.
The keyboard is furnished inside lockable drawer. The following figures indicate
the layout of keyboard.

Q
A
SP
W
S
Z
E
D
X
R
F
C
T
G
V
Y
H
N
U
J
I
K
O
L
P
! " $ = & * < > ?
-
RESET
STATS
ENTER
ACK SIL
Prev
Page
MAN
Message
Clear
Execute
SP OUT
AUTO
TAB
CAS
POWER
GOOD FAIL
M M
7
4
1
.
8
5
2
0
9
6
3
-
Next
Page
Close
Cancel
Prev
Disp
Next
Disp
Last
Cancel
Alpha
Shift

.

4. Display

Figure 3.2.1 Graphic Display

Graphic displays can be built so that the operator can monitor and manipulate the
process directly from them. Both continuous and discontinuous processes can be
managed from graphic displays. Basically, any data point parameter or sequence
can be monitored and manipulated from any graphic display.

Graphic behaviors such as blinking, color changes, bar graphs, appearance of
subpictures, and numeric values can be controlled by parameters of data points

Display Items Contents
Free Memory Shows free main memory in DOSS
Free Disk (D:) Shows free disk space in D Drive of DOSS
Date and Time Shows Current Date and Time
Mode Indicator Shows whether parallel operation keyboard is in
High-speed mode or ordinary mode.
Access Level
Indicator
Shows current Access level
One-Line Alarm
Window
Shows latest process alarm
Main Display Part Main area for application displays

Display Items Contents
Display Control Part Common area for displays
1. SILENCE button Used to turn off sound
2. ALARM button Used to indicate process alarm status and to
invoke alarm summary display
3. SYS STATS
button
Used to indicate system alarm status and to
invoke system status display
4. MESSGE button Used to indicate message status and to invoke
message summary display
5. SEQ EVENT
button
Used to indicate sequence events status and to
invoke sequence event summary display
6. PREVIOUS
button
Used to go back to previous display
7. NEXT button Used to go to next display
8. GRAPHIC button Used to invoke graphic display
9. GROUP button Used to invoke group display
10 TREND button Used to invoke trend display
11. DETAIL button Used to invoke detail display
12. REPORT button Used to invoke report menu display
13. SYS CONF
button
Used to invoke system configuration/ command
menu display
14. PRINT button Used to activate CRT screen print

Figure 3.2.2 Group Display

The group and detail displays shows parameter and permit operators actions. The
group display show information for up to 8points. These face plate for PID
controller, pump / valve control, etc.

LNGC GRACE ACACIA


No. Display
Items
Contents
1. Page This is used to move to next or previous group No.
2. Group No. This shows current group No.
3. Group Title This shows group description of group display being
Indicated.
4. Faceplate This consists of maximum 8 loops of faceplates
assigned to the group No.

Figure 3.2.3 Trend Display

Enhanced trend graph indication invoked y graphical icons. The trend display
replaces the bar-chart portion when the operator selects the trend function. The
trend portion initially presents historical data for up to eight PVs in the group,
then continually updates the trace from the fight margin. These trends are shown
on a axis of up to eight trends each. Each trend is shown in a different color.

No. Display Items Contents
1. Trend No. Trend No. currently displayed.
2. Trend title Shows trend title. The title can be changed
system.
Configuration/ command menu display.
3. Trend area Space to show trend graph
4. Pen No. Pen No. associated with each trend graph
5. Face plate button The button is used to pop up the face plate
display on the
left side of screen for selected pen. Pen can be
selected by clicking point parameter area.
6. Trend operation
buttons
List of short-cut buttons used in the trend display
7. Relative time The time relative to the time at the right edge of
the graph is displayed. When scrolled, the time
relative to the time at the right edge of the graph
before the scroll is displayed.
8. Digital Value Shown by bar when the Boolean value is 0 and
shown by filling-in when the Boolean value is 1.
9. Display range Indicates the range for the analog-type pen that
is now being displayed (the range for digital-type
is not displayed).
10. Trend display
Time stamp
Shows newest and oldest time stamp for the
displayed trend graph.
11. Point parameter
Area
Shows associated point parameters assigned to
each trend pen.
12. Connection
Information part
Shows node No., Node type and connection
status
(connected/not connected) of the group for which
you wish to collect data.
13. Hair line cursor
Operation buttons
The buttons are used to move hair line cursor
forward and backward. The buttons are available
when hair line cursor is active.
14. Display time span Shows selected display time span. This is not
only standard time span, i.e., 1hour, 6hours,
1day and 6days, but also other time span
resulting from zoom In/Out operation.
15. Time span change
Buttons
The buttons are used to change time span
selection.
16. Scroll buttons The buttons are used to scroll trend graph
forward and backward.
17. Time-axis scroll
Slide buttons
The buttons are used to slide (scroll more
precisely) trend graph forward and backward
slide of trend graph take place when the button is
released.
18. Display type (only
for local trend)
Shows the graph display state
Blank: when current trend is displayed
Record: when record trend is displayed
Save: when save trend is displayed
19. Operation status
(only for Local
trend)
Shows the data collection status
Collecting: data is being collected by manual
mode or
automatic mode
Waiting: waiting for collection time or collection
trigger
Suspended: collection is being suspended
20. Collection period
(only for Local
trend)
Shows the collection start time and collection
stop time for displayed trend graph. For current
trend, the collection stop time is shown is blank.

Figure 3.2.4 Alarm Summary Display

Indicates up to 200 of most recent alarms.
Twenty-five of such alarms can be listed on each of five pages of this display.
Alarm acknowledgement can be done on page by page of display.

No. Display items Contents
1. Filter Listed alarms can be filtered by the selection. <EHL>
indicates all process alarm. <EH>indicates all process
alarms with emergency and high alarm priority only.
<E>indicates alarms with emergency priority only.
2. Sort by Chronological or priority-wise alarm message sorting
can be chosen.
3. Update
display
This is used to tentatively freeze display update or to
reset display freeze.
4. Associate
display
Displays that are related to selected points are
invoked.
5. Unit alarm
summary
This is used to invoke unit alarm summary display.
6. Online manual Opens the online manual specified in the point
(supported in the future).(optional function)
7. ACK This is used to acknowledge alarm messages on the
page.
LNGC GRACE ACACIA

8. Page This is used to show page No. of alarm summary
display and to go to other pages.
9. Select button Move alarm message line up and downward to select
dedicated alarm message.
10. Priority This indicates alarm priority of each alarm message
(When items are sorted by priority)
11. Time stamp Shows time and date when the alarm occurs (When
items are sorted by Time Stamp)
12. Alarm
indicator
This shows alarm type of each alarm message, e.g.,
PVHI for PV high alarm, BADPV for bad PV etc.
13. Point
description
Point descriptor of the each alarm point.
14. EU Engineering unit of point in alarm.
15. Set value Alarm trip point
16. Alarm value PV value when the alarm occurs or is returned to
normal condition.
17. ID Unit to which the point in alarm is belonging.
18. Tag name Point name that is in alarm condition.
19. Select unit The selected units on the unit assignment display are
indicated in cyan. The number of maximum usable
units is 500, and only the alarm messages of selected
units are listed. Pages are invoked by clicking the <<,
<, > and >> buttons.
20. Column resize The width of each column can be resized by dragging
with the left mouse button pressed.
21. Horizontal
scrollbar
The horizontal scrollbar appears when the width of all
columns exceeds the screen width.
LNGC GRACE ACACIA

3.3 DOHS (DEO Open History Station)

DOHS is a historian and provides history data for DOSS.

1. Vessel data collection and history;

- Collect process data on a periodic basis.
- Collect various events;
Process Alarm
Sequence Event
Message
Operator Change
System Alarm
System Status
- Query and retrieve events by various conditions.
- Archive data into backup media.

2. Reliability

- Adoption disk mirroring (RAID1)

3.4 DOGS (DEO Open Gateway Station)

1. General

To access the DEO-NET information, DOGS is a gateway between the DEO-
NET and the external network. The DOGS provides a network interface for the
external Ether-net.
The protocol for the data transition with external devices is objective linking and
embedding for process control.
3.5 DOPC (DEO Process Controller )

1. General

DOPC is a multi-function controller employing control loops, logic functions,
sequence control and I/O processing.

- Built-in control / calculation algorithms
- Sequence control implemented by CL (Control Language)
- Distributed I/O for space saving
- Remote I/O capability by fiber optic connection
- Peer to peer communication with other DOPC s over the DEO-NET
using the tag name basis
- Memory back-up by flash ROM

DOPC consists of ;

- DOCM (DOPC Control Module)
This is a main module of the DOPC consisting of the control
modules and the communication interface modules.
- Distributed I/O
The I/O modules are mounted on DIN rail.

2. DOCM (DOPC Control Module)

DOCM Configuration shows the DOCM system. The DOCM is composed of the
following modules.

- Control Module (MSC)
- Ethernet Module (ETM)
- X-BUS Module (XBM)

Three (3) sets of control modules (MSC) have redundant configuration, and
execute the same processing synchronized with each other. The ethernet module
(ETM) and the X-BUS module (XBM) compare outputs of three (3) MSCs, and
get data by logic of majority, i.e., 2 out of 3. Even though one of MSC outputs
incorrect data, the remaining two (2) data are correct and used for the control and
monitoring.

DOHS DOSS
DEO-Net
DEO-Net
X-BUS A
DOCM
X-BUS B
E-2 E-1 E-3
ETM
I-2 I-1 I-3
XBM
I-2 I-1 I-3
XBM
I-A I-B
E-B E-A
MSC
I-A I-B
E-B E-A
MSC
I-A I-B
E-B E-A
MSC
E-2 E-1 E-3
ETM
I/O I/O
LNGC GRACE ACACIA

3.6 Alarm Management

3.6.1 Classification of Alarm

The monitoring & control system provides some kinds of alarms as follows.

1. Process Alarm

- Input from ship process analog and digital signals
- Temperature High, Level Low. Pressure High, etc.

The alarms are indicated on the Alarm Summary Display within 2seconds after
receiving the signals on analog or digital input modules.

2. System Abnormal

- DOSS abnormal
- Alarm Printer abnormal
- DOHS abnormal
- DOGS abnormal(PCNS)
- DOPC abnormal
- DEO-NET communication abnormal

- Fan fail on IAS cabinets
- Power Supply abnormal (DC and AC)
- AC/DC power unit failure
- UPS abnormal
3.6.2 Alarm Acceptance Procedure

The procedure of alarm acceptance is as follows

Illustration 3.6a Alarm Acceptance Procedure

Start
End
Process Alarm Occurrence
Buzzer Stop
: Operator's action
: Phenomenon
Remarks
Call-up Alarm Summary Display
Confirm Process Condition
Recovery Operation
Call-up System Status Display
Recovery Operation
Alarm Acknowledgement
Call-up Related
Graphic Display
Alarm Acknowledgement
(Flicker Stop)
Alarm Summary Display
Call-up Icon Flickering
System Abnormal
Alarm Occurred?
Yes
No
System Status Display
Call-up Icon Flickering
Buzzer
Sounding
Alarm
Printout
System Abnormal Occurrence

LNGC GRACE ACACIA

3.7 Alarm Printout

The alarm printers of IAS are located as follows.

- Cargo System : 1set in Cargo Control Room
- Machinery System : 1set in Engine Control Room

Illustration 3.7a Alarm Printer Configuration
DOSS
1
DOSS
2
DOSS
3
DOSS
4
Printer Cable
CCC
Cargo Control Room
Cargo
Alarm Printer
DOSS
8
DOSS
7
DOSS
6
DOSS
5
Printer Cable
ECC
Engine Control Room
Machinery
Alarm Printer

The historical alarm information is printed out on the alarm printer with a
reference time. For the process alarm, the alarm printout provides the following
events.

- Alarm occurrence
- Alarm acknowledgement
- Alarm recovery

The major printout item is as follows.

- ALM, ACK, RTN
- DATE/Time : YYYY/MM/DD XX:XX:XX (HH:MM:SS)(Ships
Clock)
- TAG name
- Description

The ALM is printed in red.

In addition to the above, the system status changes including system abnormal
are printed out on the alarm printer.

Illustration 3.7b Example of Alarm Printout

2001/06/18 11:24:18
2001/06/18 11:26:11
2001/06/18 11:24:29
2001/06/18 11:24:58
2001/06/18 11:29:03
2001/06/18 11:29:19
2001/06/18 11:29:19
2001/06/18 11:29:19
2001/06/18 11:29:47
E
E
E
E
E
E
E
E
E
OFFNORM
OFFNORM
OFFNORM
OFFNORM
OFFNORM
PVHI
PVHI
BADPV
PVHI
1 MFDWPT AUX LO PP ABNR
S HFO SETT TK LVL L
S HFO SETT TK LVL L
MT MAIN STM TMP
MT MAIN STM TMP
1 TG GLAND STM PRS
MT MAIN STM TMP
XAFD22_1
LALOF83_1
XAFD22_1
XAFD22_1
LALOF83_1
TIAMS11
TIAMS11
PIAEX51_1
TIAMS11
MA
MH
MA
MA
MH
MD
MD
MG
MD
ALM
ALM
ACK
RTN
RTN
ALM
RTN
ALM
ACK
ALM : Alarm Occurrence
ACK : Alarm Acknowledgement
RTN : Alarm Recovery
OFFNORM : Off-normal Alarm (Digital Alarm)
PVHH : PV High-high Alarm
PVHI : PV High Alarm
PVLO : PV Low Alarm
PVLL : PV Low-low Alarm
BADPV : Bad PV Alarm
E : Em'cy
Time Stamp (Ship's Time)
Alarm Priority
Description Alarm Set-point
Unit ID (Alarm Group)
E.U.
Tag Name
Current
Value/Status
Alarm Type
525.0
525.0
525.0
DEG C
DEG C
DEG C
ABNOR
LOW
ABNOR
NOR
NOR
530.1
510.0
505.0

3.8 Fast Alarm Function

The fast alarm function is a high speed scanning function for finding out a trip
cause. The fast alarms are recorded on the hard disk of DOSS(DEO Open
Supervisory Station) automatically. The operator can display and print the
recorded Fast Alarms.
If an equipment comes to trips, the procedure for finding out the trip cause is as
follows.

1) The representative trip alarm of this equipment is reported on the
Alarm Summary Display and the alarm printer.

2) The Fast Alarms are indicated on the dedicated display and printed on
the logging printer with operators request.

3) The Fast Alarms are indicated and printed the order of its occurrence
time..

Operator can find out the trip cause for that equipment.

To realize the Fast Alarm Function, The IAS applies specialized digital I/O
modules, i.e. DISOE, Digital Input Sequence of Event.

The DISOE provides high-resolution scanning within 20 ms. the Figure 3.8a
shows the sample printing.

The available quantity of lines on the fast alarm display is as follows.
- 25 events/display (Turning over the page is available)
- Max. 2000 events (80 pages)

Illustration 3.8a Example of Alarm Printout

2001/05/18 13:42:55.652
2001/05/18 13:42:57.426
2001/05/18 13:42:56.296
2001/05/18 13:42:57.064
2001/05/18 13:42:58.014
BOTH BLR FO PP STOP
2 BLR FRAME FAIL
2 BLR FO HDR PRS L-L
1 BLR FO HDR PRS L-L
1 BLR FRAME FAIL
XABI11
XABI104_2
PALLBI106_2
PALLBI106_1
XABI104_1
STOP
FAIL
L-L
L-L
FAIL
MA
MA
MA
MA
MA
Time Stamp (Standard Time) Description Tag Name Current Status Unit ID (Alarm Group)

3.9 Data Logging

The logging printers of IAS are located as follows.

- Cargo system 1 set in CCR
- Machinery system 1 set in ECR

The IAS provides data logging function in accordance with the following
specification.

1. Fixed time Report

This report is printed out automatically in accordance with the selected time
interval (Based on Ships Time).
- 1 hour interval : 0:10 ~ 00:00
- 2 hour interval : 0:00, 2:00, 4:00, 6:00, 8:00, 10:00, 12:00,
14:00, 16:00, 18:00, 20:00, 22:00
- 4 hour interval : 0:00, 4:00, 8:00, 12:00, 16:00, 20:00
- 8 hour interval : 0:00, 8:00, 16:00
- 12 hour interval : 0:00, 12:00

2. Demand Report

This report is printed out at the operators request. The format of Demand
Report is same as Fixed Time Report.

The re-report function is available until the next log is activated.
Setting of the logging interval, the demand request and the re-reporting request
are done from Report Setting Display. The display is provided cargo and
machinery respectively.
LNGC GRACE ACACIA

3.10 Extension Alarm and Engineers Alarm

All alarms detected by IAS are extended to extension alarm located in officers /
engineers cabin and public space by the extension alarm system. The alarms are
grouped to extension alarm groups and extension alarm panel annunciate the
group alarm status. One audible buzzer does the alarm annunciation by extension
alarm panels and annunciation lamps corresponded to extension alarm groups.

The extension alarm panel consists of two portions. One is extension alarm.
Another is engineer call portion. Both units combined a unit panel. The signals
of each are separated respectively.

Illustration 3.10a Extension Alarm and Engineer Call System

Engineer
Call Lamp
DOSS
Buzzer
& ACK
Signal
Duty
Selection
DOPC II DOPC II
I/O SIM
Group Alarm
Condition
Control Console
All process alarm signal are monitored in
accordance with alarm group configuration.
Extension alarm sequence is to be treated in
the DOPC II.
Bi-directional
Serial Communication
Hard Wiring
Note :
DOPC II : DEO Process Controller II
SIM : Serial Interface Module
LCD : Liquid Crystal Display
BZ : Buzzer
Engineer/
Officer
Call
Buzzer
Signal
Patrolman
Alarm
Extension
Alarm
LCD
BZ
BZ
Engineer
Call Lamp
Extension
Alarm
LCD
BZ
BZ

LNGC GRACE ACACIA

3.10.1 Extension Alarm

Extension alarm indicator consists of the color LCD indicator. A set of LCD can
be displayed both extension alarm indication and duty indication on an extension
alarm panel.

One set of duty selector is furnished in the Cargo Control Console and Main
Control Console for Cargo and Machinery Systems.

These duty selectors are used for duty officer and duty engineer selection.

1. Alarm Groups

The extension alarm groups are shown on the following tables.

Table 3.10.1 Extension Alarm Group of Cargo System

Extension Alarm Group Group Description
CA ESD
CB PRIORITY
CC NN PRIORITY
CD FIRE
CE GAS
CF SYSTEM TROUBLE

Table 3.10.2 Extension Alarm Group of Machinery System

Extension Alarm Group Group Description
MA BOILER TRIP & TROUBLE
MB M/T TRIP
MC M/T TROUBLE
MD M/T REMOTE ONTROL
ME M/T SLOW DOWN
MF D/G & T/G TROUBLE
MG AUX. MACHINERY ABNORMAL
MH E/R BILGE
MJ FIRE
MK GAS
ML SYSEM TROUBLE

2. Duty Engineer Selector (For Machinery)

This selector is furnished on a Engine Control Console for selecting duty
engineer selection of Machinery system.
When a duty engineer is selected, machinery UMS condition is established.

It is possible to select plural engineers as the duty

3. Duty Officer Selector (For Cargo)

The duty officer selector is furnished on a Cargo Control Console.

It is possible to select plural officers as the duty

4. Display Layout

A typical layout of alarm indication display on the LCD is shown on illustration
3.10.1 a. The layout is modified the appropriate portion only indicate depend on
engineer or officers responsibility.

Illustration 3.10.1a Layout of Group Alarm Indication

BLR TRIP & TROUBLE
M/T TRIP
M/T TROUBLE
M/T REMOTE CONTROL
M/T SLOW DOWN
D/G & T/G TROUBLE
AUX. MACHINERY ABNORMAL
E/R BILGE
FIRE
GAS
SYSTEM TROUBLE
MACHINERY
: Alarm Indicator
: Duty Indicator
Note
ESD
PRIORITY
NON PRIORITY
FIRE
GAS
SYSTEM TROUBLE
CARGO

When the alarm occurs, the indicator that is involved the event is flashing in red
and audible alarm will be initiated. The duty assigned engineer / officer can do
silence the audible.
The event is accepted in the control console, the group alarm indicator will be
steady. It remains as steady in red until the condition disappears.
LNGC GRACE ACACIA

5. Alarm Annunciation Sequence

All IAS alarms are placed into alarm groups during periods of unmanned
operation, either machinery or cargo, these alarms are passed to various rooms
with alarm indicator flashing and an audible sound.

Audible buzzer only initiated under unmanned condition. The sound is passed
only duty assigned engineers / officers and public room.

Alarm annunciation sequences are shown in following Illustration

Illustration 3.10.1b Alarm Annunciation Sequence for Machinery System
Illustration 3.10.1c Alarm Annunciation Sequence for Cargo System
Illustration 3.10.1d Duty Selector Indication for Machinery
Illustration 3.10.1e Duty Selector Indication for Cargo

NOTE
When an alarm occurs following the first alarm in the same alarm group,
indicator flashing function and audible alarm function will be reactivated. (New
alarm that categorized same group will annunciate in a same alarm group.)

Illustration 3.10.1b Alarm Annunciation Sequence for Machinery System

*1
ECR
W/H
(INS)
Duty Engineer's Room
Duty Off Duty
Chief Engineer's Room
Other
Panels
Abnormal
Happen
Buzzer
Stop
5 Min.
Time
Delay
Reset
Flicker
Stop
Steady
Stop
Steady
Stop
Acknowl
-edge
Buzzer
Stop
Flicker
Stop
Return to
Normal
Off
Stop
Off
Stop
Steady
Stop
Buzzer
Stop
Flicker
Stop
Off
Stop
Steady
Stop
Buzzer
Stop
Flicker
Stop
Off
Stop
Steady
Stop
Buzzer
Stop
Flicker
Sound
Flicker
Stop
Off
Stop
Steady
Stop
Flicker
Sound
Flicker
Stop
Off
Stop
Steady
Stop
Buzzer
Stop
Flicker
Sound
Flicker
Stop
Flicker
Stop
Flicker
Stop
Off
Stop
*2
Flicker
Sound
Flicker
Stop
5 Min.
Time
Delay
*2
Flicker
Sound
Flicker
Sound
Steady
Stop
Off
Stop
Lamp
Buzzer
*1. The indication is on Alarm Summary Display, the actions are by keyboard.
: Indication / Status
Note :
: Action
: Condition
Timer
Cut SW
Non
Cut
*2. If the alarm is not stopped by duty engineer within 5 min, the buzzer
sound is activated.
*3. When ECC buzzer is not stop within 10 minutes, Machinery Engineer
alarm will be activated automatically.
*4. Buzzer of all panel is not activated during no duty engineer is selected,
but, lamp indication is always enabled.
LNGC GRACE ACACIA

Illustration 3.10.1c Alarm Annunciation Sequence for Cargo System

*1
CCR W/H
Duty Engineer's Room
Duty Off Duty
Other
Panels
Abnormal
Happen
Buzzer
Stop
5 Min.
Time
Delay
Reset
Flicker
Stop
Steady
Stop
Steady
Stop
Acknowl
-edge
Buzzer
Stop
Flicker
Stop
Return to
Normal
Off
Stop
Off
Stop
Steady
Stop
Buzzer
Stop
Flicker
Stop
Off
Stop
Steady
Stop
Buzzer
Stop
Flicker
Stop
Off
Stop
Flicker
Sound
Flicker
Stop
Steady
Stop
Buzzer
Stop
Flicker
Sound
Flicker
Stop
Flicker
Stop
Flicker
Stop
Off
Stop
*2
Flicker
Sound
Flicker
Sound
Flicker
Sound
Steady
Stop
Off
Stop
Lamp
Buzzer
*1. The indication is on Alarm Summary Display, the actions are by keyboard.
: Indication / Status
Note :
: Action
: Condition
*2. If the alarm is not stopped by duty engineer within 5 min, the buzzer
sound is activated.
*3. When CCC buzzer is not stop within 10 minutes, Cargo Engineer
alarm will be activated automatically.
*4. Buzzer of all panel is not activated during no duty engineer is selected,
but, lamp indication is always enabled.

Illustration 3.10.1d Duty Selector Indication for Machinery

Selector
Position
Indication on IAS Graphic
- Engine Control Room
- Wheelhouse
Indication Lamp
- Chief Engr's Room
Duty State
- 1st Engineer
- 2nd Engineer
- 3rd Engineer
- 4th Engineer
ECR ECR ECR
1/E 1/E 1/E On Duty
2/E 2/E 2/E On Duty
3/E 3/E 3/E On Duty
4/E 4/E 4/E On Duty

Illustration 3.10.1e Duty Selector Indication for Cargo

Selector
Position
Indication on IAS Graphic
- Cargo Control Room
- Wheelhouse
Indication Lamp
- Chief Engr's Room
Duty State
- Chief Officer
- Gas Engineer
- 1st Officer
CCR CCR CCR
C/O C/O C/O On Duty
G/E G/E G/E On Duty
1/O 1/O 1/O On Duty
LNGC GRACE ACACIA

. 3 - 15 Part 3 Integrated Automation System (IAS)
3.10.2 Engineers Alarm and Patrolman System

1. Engineers Alarm

The Engineers alarm is a statutory requirement under SOLAS.

The system is arranged to provide audible and visual alarms on the indicator
columns, located around the engine room, in the ECR, in the CCR and on the
extension alarm panels (engineers cabin panels and public room panels).

Activation of the Engineers alarm may be carried out at push buttons in the ECR
or at any of the Patrolman panels locate in the Engine Room, which are also
fitted with an Engineers alarm push button.

In addition, the Engineers alarm is activated automatically in the event of any
machinery alarm not being acknowledged within 10 min.

Cancellation of the Engineers alarm can be carried out at the ECR only and not
from the local push buttons.

The manual activation of the Engineers alarm is not dependent upon the engine
room operation mode, Manned or Unmanned.

2. Patrolman Alarm

The patrolman system is provided in accordance with the requirements in the
Code on Alarm and Indicators, 1995

The system is arranged to provided audible and visual alarms on each of the
engineers cabin panels and public room panels attached to the extension alarm
system, on the indicator columns located around the engine room and in the ECR.

The system may be started or stopped by push buttons located in the ECR
console, and the main entrances to the Engine Room. In each case, the status will
be indicated by a lamp or cluster LED display located adjacent to each on/off
push button.

When the patrolman is first started, the run signal is indicated IAS graphic. An
indication will remain on the UMS panel of the screen as ling as the patrolman is
still active.

LNGC GRACE ACACIA

Part 4 Main Boiler Control System
4.1 Main Boiler Control System............................................................. 4 - 1
4.2 Burner Management System............................................................. 4 - 3
4.3 Automatic Combustion Control ........................................................ 4 - 5
4.4 BMS and ACC Logic Diagram......................................................... 4 - 7
4.4.1 Burner Management System Logic Diagram.......................... 4 - 7
4.4.2 Automatic Boiler Control System Diagram.......................... 4 - 23

Part 4
Main Boiler Control System
LNGC GRACE ACACIA

4 -1 Part 4 Main Boiler Control System

4.1 Main Boiler Control System

The automatic boiler control (ABC) functions can be divided two functional
segment that one is automatic combustion control (ACC) which controls several
regulating valves for proper combustion, level control and steam temperature
control etc and the other is burner management system (BMS) which operates
FO & gas burner in regular sequence.

This system makes automation of oil and gas burner. If an abnormality occurs
during operation, the system issues an alarm. If the abnormal condition is such
that operation cannot continue, the system immediately shuts off the fuel for the
main boiler and stops the boiler.

NOTE
This manual describes an outline on the remote operation of the boiler.
An operator must be fully acquainted with the operation of the main
boiler, main boiler auxiliaries, oil and gas burner and the boiler automatic
control system and its associated equipment. All the equipment must be
maintained in good working condition.

1. Outline of Functions

1) The BMS system consists of the following functions:

(1) Start / stop of oil burners

(2) Start / stop of gas burners

(3) Nitrogen purge of gas lines

(4) Fuel mode changeover

(5) Burner automatic increase/decrease according to boiler load

(6) Automatic FO backup

(7) Automatic FO boost up in case of gas supply failure

(8) Boiler safety

2) The ACC system consists of the following functions:

(1) Drum water level control

(2) Steam temperature control

(3) Atomising steam pressure control

(4) FO pump pressure control

(5) Steam pressure control, including:

- Boiler master control with load ratio control

- Air flow control including O2 control

- FO flow control

- GAS flow control

(6) Steam dump control

3) The other functions are as follows:

(1) Local panels with operation.

(2) Emergency operation

2. Outline of the Control Panel

1) Boiler Control Panel (BCP)

The boiler control panel is installed in the engine control room and
contains ABD & BMS controller, IAS remote I/O, relay units and system
power supply units.

(1) Switching on Power Supply
Switch on the following power switches on Boiler Control Panel.

- No.1 Boiler AC220V Source: MCB1A

- No.1 Boiler AC220V Cont Source: CP1A

- No.1 Boiler AC220V Source: MCB1B

- No.1 Boiler AC220V Cont Source: CP1B

- UPS in this panel have power on/off push button switch.

2) Boiler Gauge Board (BGB)

The boiler gauge board is installed on the main boiler side (near the
burner) and contains controller for local signal sending, monitoring
instruments (direct pressure type), graphic operation panel and relay units
necessary for machine side operation of the oil and gas burner.


Switch on the following power switches on Boiler Gauge Board and
confirm operation of indicating lamps with lamp reset switch,

- No.1 Boiler AC220V Source: MCB21A

- No.1 Boiler Detector Source: MCB24A

- COMMON AC220V Source: MCB27

- No.1 Boiler AC220V Source: MCB21B

- No.1 Boiler Detector Source: MCB24B

(2) Boiler Graphic Operation Panel

The boiler graphic operation panel is used to perform operation and
monitoring of the ABC and BMS necessary for machine side
operation of the oil and gas burner and selection of control position.

Also this panel is used to make machine side operation of ABC
when ABC controller (CPU) cannot be used.
Following operations can be done.

- ABC OPERATION (AUTO/MANUAL)

- FO BURNER OPERATION

- GAS BURNER OPERATION

- SELECTION OF CONTROL POSITION

- ABC EMERGENCY OPERATION

- FO TEMPERATURE BYPASS

- STBY FAN OPERATION

3) Emergency Operation Panel

This panel is used to make start/shut-off of the FO burner when BMS
controller (CPU) cannot be used.

This controller (CPU) is dual, and if either CPU-1 or CPU-2 be normal,
automatically operation will be able to maintain.

4) Operation from IAS

IAS is sub-control station which is provided with operation and
monitoring functions necessary for remote operation. IAS is used to
perform the following operation.

LNGC GRACE ACACIA

(1) No.1 and No.2 Boiler Operation

After an initial start of the boiler is completed on the boiler gauge
board, change control position from BGB to IAS and make
operation and monitoring necessary for remote operation of the oil
and gas burner.

- ABC OPERATION (AUTO/MANUAL)

- FO BURNER OPERATION

- GAS BURNER OPERATION

- GAS SUPPLY OPERATION

(2) Gas Supply Operation

Perform supply and shut-off operation of fuel gas from the master
gas valve to the boiler gas burner.

- MASTER GAS V/V OPEN OR CLOSE OPERATION
(MANUAL)

- MASTER N
2
PURGE START OPERATION (MANUAL)

- BOILER GAS V/V OPEN OR CLOSE OPERATION
(MANUAL)

- BOILER GAS HEADER N
2
PURGE START OPERATION
(MANUAL)

5) Soot Blower Control Panel (SBCP)

The soot blower control panel is installed in the engine control room
and contains Soot Blower controller, operation panel, relay units and
system power supply units.


Switch on the following power switches on SOOT BLOWER
CONTROL PANEL.

- AC220V Source: MCB1

(2) Soot Blower Operation Panel

The soot blower operation panel is fitted on Soot Blower Control
Panel, which is provided with operation and monitoring function
necessary for remote automatic operation of the 2 LONG TYPE
SOOT BLOWER and 8 ROTARY TYPE SOOT BLOWER per
boiler (Total 4 Long Type Soot Blower and 16 Rotary type Soot
Blower).

6) Soot Blower Relay Panel (SRP)

Switch on the following power switches in soot blower relay panel.

- AC440V Source: MCB11

LNGC GRACE ACACIA

4.2 Burner Management System

The burner management system (BMS) ensures that the sequential operation of
the three (3) LNG/FO combination burners is carried out in conjunction with
automatic combustion control (ACC) signal. The three (3) LNG/FO combination
burners installed on the boiler roof are controlled locally on the BGB panel and
remotely on the IAS operator station.

The BMS enables sequential operation of the LNG/FO combination burner and
burner piston valves, interlocking with the boiler protective system. The ABC
and a centralized monitoring systems have been adopted to display sequence
flow and interlocking operations.

1. Control Position

1) BGB Position

This mode operates from the boiler local position. In this mode,
operations of the LNG/FO combination burner (priority given to BGB
position operation) and selection of the control position can be made
except for operation of master gas supply and boiler gas supply valves.

2) IAS Position

This mode is operated from the Engine Control Room console.
In this mode, all remote operations of the LNG/FO combination burner
can be made.

2. Selection of the Operation Mode

1) Selection of control position

Select either the BGB or IAS control position by operating the control
position selection switch on the boiler gauge board graphic panel.
Only the BGB position can be selected at the initial burner start when
the burner is out of operation or in interlock-bypass mode. If either FO
burner or GAS burner is operating and the operating mode is not in
interlock-bypass mode, the IAS position can be selected by pushing IAS
button.

2) Selection of FO/Dual/Gas-Fuel Mode

(1) FO/DUAL/GAS fuel mode can be selected with fuel mode switch
on IAS when BMS auto mode is selected. However, fuel mode
cannot be selected directly from FO to GAS or GAS to FO.

In operation with FUEL MODE PB, it is necessary to establish the
Interlock conditions in item (3). When ACC is in FULL AUTO
position, these conditions are automatically set by commands from
BMS.

(2) Fuel mode can be also be changed with FO burner ON / OFF PB
switch or GAS burner ON / OFF PB switch when burner control
mode is selected to manual mode. In this operation, the interlock
conditions in item (3) are bypass, so and operator must set and
confirm the conditions.

(3) Sequence interlock

- Fuel mode change form FO to DUAL.
Master gas valve must be open, GAS IGN. RATE OK from ACC
must be established, and GAS CONT V/V IGN. LAMP must be on.

- Fuel mode change from DUAL to GAS.
FO EXTINGUISH OK from ACC must be established, and FO
CONT V/V IGN. LAMP must be on.

- Fuel mode change from GAS to DUAL.
FO IGN. RATE OK from ACC must be established, and FO
CONT V/V IGN LAMP must be on.

3. Boiler Trip

1) Boiler trip

If an abnormal condition arises where the boiler operation cannot be
continued, the FO burner valve and Gas burner valve are closed
immediately and fuel for the boiler is automatically shut off, thereby
tripping the boiler.

Boiler Trip Condition

(1) Drum W Level E/H

(2) Drum W Level E/L

(3) All Burner Flame Fall

(4) Manual Trip

(5) F.D. Fan Stop

(6) BMS CPU Fail (BOTH BMS CPU)

(7) SH Steam Temp H/H

(8) Control Air Press L/L

2) Boiler FO Trip

If an abnormal condition arises where FO burner operation cannot be
continues, FO burner valve is closed immediately and fuel for the boiler
is automatically shut-off, thereby tripping the FO burner.

Boiler FO Trip Condition

- Boiler Trip Condition (3-(1))

- ATOM STM Press L/L

- FO Press L/L

- FO Temp L/L

- FO pump Stop

3) Boiler Gas Trip

If an abnormal condition arises where gas burner operation cannot be
continued, Master gas valve and boiler gas valve are closed immediately
and gas for the burner is automatically shut off, thereby tripping the gas
burner.

After that, N2 purge of burner gas line is automatically performed.
Master gas valve shut-off conditions and boiler gas valve shut-off
condition are as follows.

Master Gas Valve Shut-off Condition

- ESDS Activated

- Both Boiler Trip

- Duct Fan both Stop

- Gas Leak Detect

- Gas Temp L/L

Dual
FO Gas
Fuel mode switch order
FO Boost Up
FO Back Up
LNGC GRACE ACACIA

- Vapor Header Pressure L/L

- E/R Ventilation Fan Stop

- No.1 and No.2 Boiler (Both) Gas Shut-Off Condition

- Bog Heater Abnormal

Boiler Gas Valve Shut-off Condition

- Gas Press L/L

- Gas Press H/H

- Boiler Shut-off Condition (3-(1))

- Manual Trip from IAS

- Master Gas Valve Close

4) Reset of Trip

Perform reset of trip by the following procedure.

(1) Investigate the cause of shut-off and restore normal condition.

(2) After restoring normal condition, push flickering CLOSE PB for
master gas valve, boiler gas valve of FO shut off valve to cancel
shut-off and reset the alarm circuit with LAMP RESET PB.

LNGC GRACE ACACIA

4.3 Automatic Combustion Control

1. MST/Master Control Loop

The master control loop compares and computes (set point control) a pre-set
master set pressure (Master SP) with the actual boiler superheater steam pressure
(PV). Its outputs are the results of computing the sub-control loop as boiler load
signal (master signal) to equalise both pressures quickly.

1) Two-Master System

The two master system with a master controller for each boiler is adopted.
The active master signal is automatically selected depending on the
operating condition of the boilers (Master signal is output from the active
master controller).

The priority in the active master controller

1. Boiler Auto Run
2. Auto Steaming Up Selected by BMS
3. No.1 Boiler

2) Master Manual Station

Manual Station is provided to BGB operation panel and IAS.

(1) Boiler Bias Operation

Both boilers are operating in ACC AUTO mode with BIAS to
produce a master signal distribution.

(2) Master Set Point

The master set pressure (MASTER SP) of the superheater outlet
steam pressure is set manually. This master set point is given an
initial value of 6.03 MPa when electric power is on.
The set point of steam dump control (DUMP SP) is set to
MASTER SP + 0.1 MPa.

* MASTER SP Auto Set Down :
In the following modes, the master set point is lowered
automatically by 0.05 MPa to 5.98 MPa.

- Manoeuvring mode
- Excess BOG Dump Mode

2. SDC/Steam Dump Control Loop

This is a system that dumps excess steam from the boiler to the main condenser.

1) Steam Dump Control

When the boiler load is becomes below the turn-down the range of
burners or when boiler load changes quickly, the steam dump control
valve is controlled to dump momentarily generated steam and stabilize
boiler operation quickly.
A pre-set steam dump set pressure (DUMP SP) and superheater outlet
steam pressure (PV) are compared and computed (set point control). The
steam dump control valve is controlled to equalise both pressures quickly.

2) Excess BOG Dump Control (Excess BOG Dump Mode)

This is a controller that operates when the dump mode is selected in the
cargo control system and the BOG consumption in the boiler becomes
lower than RECOMMENDED BOILER LOAD which is an output
from cargo control system, steam equivalent to excess BOG is
automatically dumped.

3) Dump A/M Station

AUTO / MAN STATION is provided to both IAS and BGB
operation panel

3. FO/Fuel Oil Control Loop

The master signal (SP) from the master control loop and the actual FO flow
(FO flow is calculated by multiplying FO burning pressure by the number of
burners : PV) are compared and computed (cascade control). The FO flow (FO
flow control valve) is controlled to equalise both quickly.

1) Priority Control of Gas Flow

When the gas flow control is in AUTO mode, priority is always given
to gas flow over FO flow to meet boiler load (master signal).

Conditions for releasing the minimum fuel oil flow:

(1) Gas control valve is fully open or manually operated.

(2) BMS issues FO boost-up order.

2) Coordinate Control with BMS

The following controls are performed automatically in coordination with
BMS.

(1) Initial light-up of the FO burner

(2) Automatic burner increasing and decreasing control in FO mode
and DUAL mode.

(3) Automatic change-over of the fuel mode
The FO flow is automatically controlled in accordance with the fuel
mode change-over order from BMS.

3) FO Back-up Control

Fuel mode is changed from GAS mode to DUAL mode to supply
fuel oil equivalent to shortage by BOG firing.

4) FO Boost-up Control

When master gas valve trip function is activated, fuel mode is changed
from GAS mode or DUAL to FO mode, and FO flow equivalent
to BOG flow is supplied to meet the boiler load by fuel oil firing.

5) A/M Station

IAS and BGB operation panel are provided with AUTO / MAN
STATION of follow-up type

4. ATM/Atomising Pressure Control Loop

The required atomising pressure (SP) which is determined by FO burning
pressure and actual atomising pressure (PV) is compared and computed (cascade
control) and is atomising flow (atomising pressure control valve) is controlled
to equalise both pressures quickly.

1) A/M Station


5. Gas/Gas Flow Control Loop

The master signal (SP) from the master control loop and actual BOG flow (PV)
are compared and computed (cascade control) and BOG flow (gas flow control
valve) is controlled to equalise both quickly.

1) Control of BOG Flow

Control of BOG flow is made by controlling the LD compressor (cargo
part IAS), with the gas flow control valve kept at a constant opening.

Dual
GAS
FO
LNGC GRACE ACACIA

2) Free Flow Control

BOG firing is made at the pressure of vapour header, with LD
compressor stopped. BOG flow is controlled by gas flow control valve
only.

3) Coordinate Control with BMS

The following controls are performed automatically in coordination
with the BMS.

(1) Automatic burner decreasing control in GAS mode.

(2) Automatic burner increasing and decreasing control in DUAL
mode.

(3) Automatic change-over of fuel mode.
Gas flow is automatically controlled in accordance with the fuel
mode change-over order from BMS.

4) FO Boost-up Control

When master gas valve shut-off function is activated, BOG supply is
maintained until fuel mode is changed from GAS mode to FO
mode or from DUAL mode to FO

5) A/M Station

6. Air/Air Flow Control Loop

The required burner draft loss (SP), switch is determined by the sum of FO flow
and actual burner draft loss (wind box furnace draft : PV) are compared and
computed (cascade control) and combustion air (F.D. FAN inlet vane) is
controlled to equalise both quickly.

The feed-forward control by the master signal is adopted to improve
controllability in response to boiler load change.
Moreover, excess air adjuster is provided to enable manual correction of
combustion air in response to changes in firing conditions.

1) O
2
Trim Control

Feed-back control by O
2
concentration in the boiler outlet exhaust gas is
adopted.
The design of the O
2
concentration (SP) which is determined by the
boiler load and actual O
2
concentration (PV) are compared and
computed (cascade control) and the EXCESS AIR RATIO is
automatically corrected.

2) Fuel/Air Ratio Adjuster

BGB operation panels and IAS are provided with ratio adjuster.
Fuel/Air ratio (excess air ratio) can be adjusted manually regardless of
BGB and IAS control position.

3) Auto/Man Station


7. FWC : Feed Water Flow Control

A pre-set drum water level (SP) and actual steam drum level (PV) are compared
and computed (set point control) and Feed water flow (Feed water flow control
valve) is controlled to equalise both levels quickly.

The feed-forward control by the boiler steam flow and feed water flow is
adopted to improve controllability in response to boiler load changes (three-
element type control system).

1) VARIABLE or FIX Mode

The operator can select the setting point VARIABLE or FIX mode.

2) A/M Station


8. STC / Steam Temperature Control

A pre-set STC set temperature (SP) and actual superheater outlet steam
temperature (PV) are compared and computed (set point control) and Steam flow
(steam temperature control valve) circulating through the internal control
desuperheater in the water drum is controlled to equalise both temperatures
quickly.

Feed-forward control by the superheater 5-pass inlet steam temperature is
adopted to improved controllability in response to boiler load changes (two-
element type control system).

1) A/M Station


9. FO Pump Discharge Pressure Control Loop

A pre-set FO pump discharge pressure (SP) and actual pressure (PV) are
compared and computed (set point control) and FO pump recirculation flow (FO
Recirc. Flow control valve) is controlled to equalise both pressures quickly.

Automatic change-over of proportional band (PB) by fuel oil flow is adopted to
improve controllability.

10. BNR PRG / Burner Purge Steam Pressure Control Loop

A pre-set burner purge steam pressure (Constant : SP) and actual pressure(PV)
are compared (set point control) and burner purge steam pressure (Burner purge
steam press control valve) is controlled to equalise both pressure quickly

Dual
GAS
FO
LNGC GRACE ACACIA

4 - 7 Part 4 Main Boiler Control System
4.4 BMS and ACC Logic Diagram

4.4.1 Burner Management System Logic Diagram

BMS LOGIC SYMBOLS
NO. DESCRIPTION SYMBOLS REMARKS
1 OR-GATE
2 AND-GATE
3 INVERTER
4 ON DELAY TIMER (SOFT)
5 OFF DELAY TIMER (SOFT)
6 FLIP-FLOP
7 CROSS CONNECTION
8 MANUAL OPERATION
9 AUTO OPERATION
10 SEQUENCE SIGNAL
11 CONDITIONAL STEP
12
13
LAMP
FLICKER
14 MONITOR SWITCH
15 LIMIT SWITCH
16
17
AUTOMATIC COMBUSTION
CONTROL
18
19
BURNER MANAGEMENT
SYSTEM
BOILER GAUGE BOARD
# SET TIME (sec.)
# SET TIME (sec.)
S:SET
R:RESET
RL
M. S.
L. S.
ACC
BMS
BGB LOCAL
IN
OUT
IN
OUT
T
IN
OUT
T
OUT
S
R
LAMP ON ON
ON
W : White
G : Green
RL : Red Lamp
YL : Yellow Lamp
W : White
G : Green
RL : Red Lamp
YL : Yellow Lamp
S
R

* MAN : BMS CONTROL MODE "MAN"
* AUTO : BMS CONTROL MODE "AUTO"
* 1 : BURNER AUTO NUMBERS CONTROL
* 2 : F.O. BACK-UP CONTROL (FROM ACC SIGNAL)
* 3 : F.O. BOOST-UP CONTROL (BY GAS TRIP)
* 4 : IN CASE OF BOTH FUEL TRIP CONDITION,
BLR IS MADE "TRIP" & BMS IS SET TO "MAN"
* 5 : IGN. F.O. RATE HAS BEEN ESTABLISHED
* 6 : IGN. GAS RATE HAS BEEN ESTABLISHED
* 7 : F.O. EXTINGUISH HAS BEEN ESTABLISHED AND NOT * 3
* 8 : GAS EXTINGUISH HAS BEEN ESTABLISHED
BMS-17
TABLE 1
MAN-AUTO. CHANGE &
AUTO. CONTROLS OF BMS
BMS MAN-AUTO CHANGE
CASE
NO.
BURNER
FUEL
F.O. GAS
FUEL MODE
BMS MODE
MAN-AUTO
OK or NOT
DESCRIPTION OF
BMS AUTO. CONTROL
BURNER CONTROL MODE
AT FUEL TRIP * 4
OPERATE OF
"FUEL MODE"
SW AT BMS AUTO.
F.O. TRIP GAS TRIP F.O./DUAL/GAS
BASE
NO.2
NO.3
O X
X X
X X
BASE
NO.2
NO.3
O X
O X
X X
BASE
NO.2
NO.3
O X
O X
O X
BASE
NO.2
NO.3
X O
X X
X X
BASE
NO.2
NO.3
X O
X O
X X
BASE
NO.2
NO.3
X O
X O
X O
BASE
NO.2
NO.3
O O
X X
X X
BASE
NO.2
NO.3
O O
O O
X X
BASE
NO.2
NO.3
O O
O O
O O
BASE
NO.2
NO.3
- -
- -
- -
1
2
3
4
5
6
7
8
9
-
F.O.
ONLY
OK
OK
OK
NOT
(MAN)
NOT
(MAN)
GAS
ONLY
DUAL
F.O.
DUAL
GAS
BLR TRIP
AUTO -> MAN
CONTINUE
(AUTO)
F.O. -> DUAL (TO CASE 7)
* 6
BLR TRIP
AUTO -> MAN
CONTINUE
(AUTO)
* 6
BLR TRIP
AUTO -> MAN
CONTINUE
(AUTO)
CONTINUE
(MAN)
AUTO/MAN
(TO CASE 4)
AUTO/MAN
(TO CASE 5)
CONTINUE
(MAN)
CONTINUE
(MAN)
CONTINUE
(MAN)
CONTINUE
(MAN)
NOT OPERATE
BMS MAN
CONTINUE
(TO CASE 1)
CONTINUE
(TO CASE 2)
CONTINUE
(AUTO)
(TO CASE 6)
CONTINUE
(TO CASE 3)
* 6
*1
*1
*1 NO.3 F.O. -> OFF (CASE 2)
NO.2 F.O. -> ON (CASE 2)
NO.2 F.O. -> OFF (CASE 1)
NO.3 F.O. -> ON (CASE 3)
NOT OPERATE
BMS MAN
CONTINUE
(MAN)
NOT OPERATE
BMS MAN
CONTINUE
(MAN)
* 3
CONTINUE
(MAN)
GAS -> DUAL (CASE 9)
* 5
*2
*3
*1
GAS -> DUAL (CASE 9)
GAS -> F.O. (CASE 3)
NO.3 GAS -> OFF (CASE 8)
(BACK-UP ORDER FROM ACC)
*1
*3
*1
*1
*3
NO.2 DUAL -> ON
DUAL -> F.O. (CASE 1)
NO.2 DUAL -> OFF (CASE 7)
NO.3 DUAL -> ON (CASE 8)
*1
*3
NO.3 DUAL -> OFF (CASE 8)
ALL COMBINATIONS EXCEPT
CASE 1 ~ CASE 9
*8
F.O. (CASE 3)
GAS (CASE 6)
*7
DUAL
*8
F.O. (CASE 2)
GAS (CASE 5)
*7
DUAL
LNGC GRACE ACACIA

GAS SUPPLY
OPERATION
Sh 3 BURNER BURNING
BURNER
CONT.
POSITION
SELECT
MANU. MODE
Sh 2
BURNER AUTO. MODE
ESTABLISH
CONT. SIGNAL
MANU. MODE
AUTO MODE
EMERG. MODE
ACC
S
R
BLOCK DIAGRAM OF BMS
CONTROL POSITION SELECT
REMOTE
IAS
SELECTION OF CONTROL POSITION
SELECT "BGB" OR "IAS" MODE BY OPERATING THE CONTROL
POSITION SELECTOR SWITCH ON THE LOCAL PANEL.
AT "BGB", THE "MAN" MODE ONLY CAN BE SELECTED AND AT
"IAS", THE "MAN" OR "AUTO" MODE CAN BE SELECTED.
WHEN THE INITIAL START OF THE BURNER OR WHEN IT HAS
BEEN STOPPED FROM "BGB" POSITION, IT IS MANDATORY
TO RE-START THE BURNER FROM "BGB" POSITION.
LOCAL
BGB
BGB
IAS
(ONLY REMOTE OPERATION)
MASTER GAS V/V OPEN/CLOSE
EACH BOILER GAS V/V OPEN/CLOSE
ECC
BMS
IAS MODE. ESTA.
F.O. BNR SEQ Sh 3,6,7,8,9
GAS BNR SEQ Sh 3,12,13
F.O. BNR SEQ Sh 6,7,8,9
GAS BNR SEQ Sh 12,13
Sh 6,7,8,
3,9,12,13
Sh 6,7,8,
9,12,13
Sh 5,15
BMS-1
Sh. No. 1
CONT. MODE
MANU.
AUTO
BLR
EMERG. MODE
ON
OFF
GAS SUPPLY SEQ Sh 11
S
R
(1-1)

LNGC GRACE ACACIA

REMOTE
IAS
LOCAL
BGB
ECC
BMS
"AUTO" MODE AND FOR WHAT KINDS OF CONTROL ARE PERFORMED IN THE "AUTO" MODE.
THE BURNER "AUTO" MODE CAN BE SELECTED AT "BOP" POSITION.
CONT.
POSITION
SELECT IAS
BGB
(2-1)
Sh14 BNR FLAME FAIL
Sh BMS-16
NO
YES
Sh 6,7,8 BLR F.O. STAND-BY
BMS-2
Sh. No. 2
BLOCK DIAGRAM OF F.O. & GAS BURNER
AUTO / MANU. MODE SELECT
(2-2) SEE TABLE 1 (BMS-16) FOR CONDITIONS PERMITTING THE SWITCH FROM THE "MANUAL" MODE TO
(2-1) AFTER THE FIRING OF BASE F.O. BURNER HAS BEEN ESTABLISHED,
(2-2)
BNR
CONT.
MODE
AUTO
MANU.
S
R
AUTO
MODE
EST.
F.O. BNR
MANU. MODE
GAS BNR
MANU. MODE
F.O. BNR AUTO
STAND-BY MODE
F.O. BNR AUTO
RUN MODE
Sh
4
GAS BNR AUTO
STAND-BY MODE
GAS BNR AUTO
RUN MODE
Sh
4
BURNER
AUTO. MODE
ESTABLISH
Sh1,3
Sh 6,7,8 F.O. BNR BURNING
Sh 12 GAS BNR BURNING
Sh 12 BNR GAS STAND-BY

LNGC GRACE ACACIA

REMOTE
IAS
ECC
BMS
A
C
C
BLOCK DIAGRAM OF
F.O./DUAL/GAS
BURNING MODE SELECT
MANU. MODE Sh 1
Sh 6
BASE F.O. BNR
Sh 7
(3) -1
Sh 2
Sh 10
F.O. BOOST-UP ORD.
F.O. BOOST-UP
ORD.
F.O. BNR
INC. ORDER
Sh 6,7,8
GAS BNR
DEC. ORDER
Sh
13
Sh 6
Sh 12
BASE F.O. BNR BURNING
BNR GAS STAND-BY
F.O. BURNING MODE Sh 4
ACC F.O. BNR EXTING. OK
Sh 6,
7,8,9
ALL F.O. BNR
DEC. ORD
12
GAS BNR
INC. ORDER
Sh
F.O. IGN. OK ACC
(GAS TRIP)
MODE ESTA
BURNER AUTO.
BURNING
BURNING
NO.2 F.O. BNR
BASE GAS BNR
BURNING
NO.2 GAS BNR
BURNING
F.O. BOOST-UP ORD.
(GAS TRIP)
(3)-2
NO.3 F.O. BNR
BURNING
Sh 8
Sh 12
Sh 12
Sh 12
BURNING
NO.3 GAS BNR
(3) -2
IAS
F.O. BACK-UP
ORDER
F.O. BACK-UP
ORDER
CARGO TK PRESS. L
MANEUVERING
MTRP
Sh 10
Sh 6,7,8
F.O. BNR
INC. ORDER
DUAL BURNING MODE
ACC
ACC
F.O. BACK-UP
ORDER
NO.3 BURNER DECREASE
(3)-2
(3)-2
(3)-2
(3) -1
(3) -1
(3) -1
F.O. BURNING MODE
BURNER
BURNING
Sh 1
DUAL BURNING MODE Sh 4
GAS BURNING MODE
GAS BURNING MODE Sh 4
BMS-3
Sh. No. 3
GAS BNR EXTING. OK
LD
COMP
PANEL
F.O. BACK-UP
ORDER
LD COMPRESSOR NOT RUN
(3)-2
(3)-1 AFTER THE BURNER "AUTO" MODE IS SELECTED,
THE BURNING MODE OF FO/DUAL/GAS CAN BE
CHANGED OVER, USING THE BURNER "FUEL MODE"
SWITCH.
THE FIRING MODE CAN BE CHANGED OVER AS
FOLLOWS.
(3)-2 F.O. BACK-UP AND F.O. BOOST-UP CONTROL
"F.O. BACK-UP" AND "F.O. BOOST-UP" CONTROLS ARE
PREFORMED DURING "GAS FIRING" AND "DUAL FIRING"
MODE. WHEN SIGNALED BY THE ACC OR OTHER
COMMAND,"F.O. BACK-UP" CONTROL AUTOMATICALLY
STARTS THE F.O. BURNER FOR THE SHIFT TO THE DUAL
BURNING MODE. WHEN SIGNALED BY THE MASTER GAS
V/V TRIP COMMAND Sh.NO.10 (BMS-10), "F.O. BOOST-UP"
CONTROL TRIPS THE GAS BURNER AND AT THE SAME
TIME, STARTS THE F.O. BURNER FOR THE SHIFT TO
THE F.O. BURNING MODE.
IT SHOUD BE NOTED THAT THE FIRING MODE REMAINS
UNCHANGED EVEN IF THE "FUEL MODE" IS HANDLED IN
THE BURNER "MANU." MODE. WITH THE BURNER IN THE
"MANU." MODE, THE MODE OF COMBUSTION IS SET IN
ACCORDANCE WITH THE MANUAL CONTROL OUTPUT.
FO
GAS
DUAL
DUAL
DUAL
FO OR GAS
F.O.
(3)-2
F.O. BOOST-UP
(3)-2
F.O. BACK-UP
GAS
DUAL
(3)-1 (3)-1
(3)-1 (3)-1
DUAL BURNER FUEL MODE
GAS
F.O.
ALL GAS BNR
STOP
A
C
C
S
R
S
R
S
R

LNGC GRACE ACACIA

REMOTE
IAS
ECC
BMS
Sh 2
F.O. BNR
Sh 3
Sh 3
F.O. BURNING AUTO
AUTO RUN MODE
Sh 3
Sh 2
GAS BNR
AUTO RUN MODE
GAS BURNING AUTO
DUAL BURNING AUTO
BLOCK DIAGRAM OF BURNER NUMBER
AUTO. CONTROL
C
A
C
C
A
C
C
A
C
C
C
A
C
C
A
C
C
A
C
A
C
C
A
C
C
A
C
C
A
C
GAS FIRING ONLY AUTO CONTROL
IN THE "AUTO" MODE, GAS BURNER OF NO.3 BURNER
CAN BE AUTOMATICALLY EXTINGUISHED.
IN THIS CASE, THE FUEL MODE TO BE CHANGED TO DUAL BURNING MODE
BY ACC F.O. BACK-UP SIGNAL.
(4-3)
(4-2)
STOPPED IN ACCORDANCE WITH THE COMMAND FROM THE ACC.
OF NO.2 AND NO.3 BURNER CAN BE AUTOMATICALLY STARTED OR
IN THE BURNER "AUTO" MODE, F.O. BURNER AND GAS BURNER
DUAL BURNER AUTO NUMBERS CONTROL
F.O. BURNER AUTO NUMBERS CONTROL
IN THE BURNER "AUTO" MODE AT THE "IAS" POSITION.
USING THE BURNER "AUTO" MODE, AUTOMATICALLY START OR
STOP NO.2 AND NO.3 BURNER IN ACCORDANCE WITH THE COMMAND
(4-1)
FROM THE ACC.
A
C
C
A
C
C
NO.2 F.O. BNR
INC. ORDER
9
Sh NO.2 F.O. BNR
DEC. ORDER
NO.2 F.O. BNR
DEC. ORDER (4-1)
DEC. ORDER
NO.2 BNR
NO.2 BNR
INC. ORDER
OK
IGN.
F.O.
Sh
7 12
Sh
Sh
YES
NO
SET ORDER
NO.2 IGN.
BY ACC
9
NO.2 F.O. BNR
DEC. ORD
Sh
NO.3 GAS BNR
DEC. ORDER
NO.3 GAS BNR
DEC. ORD
Sh
13
13
NO.2 GAS BNR
DEC. ORD
NO.3 F.O. BNR
INC. ORD
NO.3 GAS BNR
INC. ORD
Sh
F.O.
BACK-UP
REFER TO Sh 3
FROM ACC
OR OTHER
(Sh 10)
MASTER GAS SHUT-OFF COND.
BOOST
F.O.
-UP
NO
YES
YES
REFER TO Sh 3
(4-3)
NO
(4-2)
NO.3 F.O. BNR
DEC. ORDER
NO.3 F.O. BNR
DEC. ORDER
Sh
9
NO.3 F.O. BNR
INC. ORDER
Sh
13
Sh NO. 3 F.O. BNR
DEC. ORD
NO. 3 GAS BNR
DEC. ORD
9
BY ACC
NO.3 IGN.
SET ORDER
NO
YES
12 8
Sh
F.O.
IGN.
OK
INC. ORDER
NO.3 BNR
NO.3 BNR
DEC. ORDER
F.O.
IGN.
OK
YES
NO
7
Sh
SET ORDER
BY ACC
NO.2 IGN.
NO
IGN.
OK
F.O.
YES
8
Sh
BY ACC
SET ORDER
NO.3 IGN.
F.O. BURNING MODE
NO.2 F.O. BNR
INC. ORD
NO.3 F.O. BNR
INC. ORD
NO.3 GAS BNR
INC. ORD
NO.2 F.O. BNR
INC. ORD
DUAL BURNING MODE
GAS BURNING MODE
BMS-4
Sh. No. 4
DUAL BURNER FUEL MODE
GAS
F.O.
C
A
C

LNGC GRACE ACACIA

EMERGENCY MANU. TRIP
SHTR TEMP H/H
ALL BURNER FLAME FAIL
BOILER TRIP
CONDITION
NOTE : NO.1 BOILR SHOWN.
NO.2 BOILER TO BE SAME.
(BY FLAME MONITORING SYSTEM)
BMS CONTROLLER ABNORMAL
EMERG. MODE
BASE F.O. BNR
V/V CLOSE
NO. 2 F.O. BNR
V/V CLOSE
NO. 3 F.O. BNR
V/V CLOSE
(5 - 1)
(5 - 1)
Sh 1
BLR F.O.
SHUT-OFF V/V
CLOSE
BOILER TRIP OR BOILER F.O. SHUT-OFF V/V CLOSE
WHEN CONDITIONS PROHIBITING THE F.O. BURNER OPERATION ARE ESTABLISHED,
THE BOILER F.O. SHUT-OFF VALVE AND EACH F.O. BURNER VALVE ARE
AUTOMATICALLY CLOSED.
(IN THE BURNER FUEL MODE "DUAL OR GAS", THE BOILER IS NOT TRIPPED
EVEN IF BOILER F.O. SHUT-OFF CONDITION IS ACTIVATED.)
(5 - 1)
(1) CHECK AND ELIMINATE THE CAUSE OF THE SHUT-DOWN
(2) AFTER THE CAUSE HAS BEEN ELIMINATED, PUSH THE
"OFF" SWITCH OF BOILER F.O. SHUT-OFF VALVE TO
CANCEL THE SELF-HOLDING CIRCUIT FOR THE BOILER TRIP.
(3) RE-START THE BOILER IN ACCORDANCE WITH THE OPERATING
PROCEDURE IN (Sh. 6, 7,8)
(5 - 2) RE-START OPERATION AFTER BOILER SHUT-DOWN
RE-START THE BURNER IN ACCORDANCE WITH THE
FOLLOWING PROCEDURE.
NO. 1 BOILER
BLR F.O. SHUT-OFF
CONDITION
BLR TRIP
CONDITION
ATM STEAM PRESS. LOW/LOW
F.O. TEMP. L.OW/LOW
F.O. PRESS. LOW/LOW
F.O. PUMP STOP
LOCAL
(BGB)
LOCAL
(BGB)
LOCAL
(BGB)
F.O. TEMP.
BY-PASS
ON
OFF
Sh 6,7,8
BASE NO.2, OR NO.3
F.O. BNR BURNING
DRUM WATER LEVEL EXTRA HIGH
DRUM WATER LEVEL EXTRA LOW
ELECTRIC POWER FAILURE
NO.1 F.D. FAN RUN
STAND-BY F.D. FAN RUN
STAND-BY F.D. FAN AIR DMPR OPEN
(NO.1 BLR SIDE)
STAND-BY F.D. FAN
AIR DMPR OPEN (NO.1 BLR SIDE)
STAND-BY F.D. FAN
USED SELECT
NO.1
NO.2
STAND-BY F.D. FAN USED SET
BLR F.O.
SHUT-OFF VALVE
CLOSE PB
ALM. SEQ
BLR F.O.
SHUT-OFF V/V
CLOSE
Sh 10
BMS-5
Sh. No. 5
BLOCK DIAGRAM OF BOILER F.O.
SHUT-OFF CONDITION
S
R

LNGC GRACE ACACIA

THE CONTROL POSITION IS SELECTED IN
ACCORDANCE WITH Sh 1.
F.O. BURNER IGNITION SEQUENCE
DEPRESSION BY THE OPERATOR OF BASE, NO.2
OR NO.3 BURNER "ON" SWITCH IN THE "MANUAL"
MODE TRIGGERS THE BURNER IGNITION SEQUENCE
(SEE TABLE 1 FOR THE "AUTO" MODE).
B.M.S., JUDGING THE OTHER BURNER OPERATING
STATE, AUTOMATICALLY
EXECUTES THE BURNER IGNITION SEQUENCE IN
COMBINATION WITH A.C.C.
(A) EXECUTION OF FURNACE PURGE AND
CONFIRMATION OF SAME (AIR FLOW X TIME).
(B) OPENING OF THE AIR REGISTER AND
ATOMIZING VALVE.
(C) EXCUTION OF IGNITION AIR & F.O. RATE
SETTING AND CONFIRMATION OF SAME.
(D) STARTING IGNITOR AND OPENING F.O. BNR
VALVE.
(E) BURNER IGNITION SEQUENCE COMPLETED.
(1) WITH ALL OTHER BURNS NOT IN USE
(2) WITH OWN GAS BURNER FIRING
(A) EXECUTION OF IGNITION F.O. RATE SETTING
AND CONFIRMATION.
(B) OPENING OF THE ATOMIZING STEAM VALVE.
(C) OPENING OF THE F.O. BURNER VALVE.
(D) BURNER IGNITION SEQUENCE COMPLETED.
(3) WITH ADJOINING BURNER (F.O. OR GAS) FIRING
(A) OPENING OF THE ATOMIZING STEAM VALVE.
(B) OPENING OF THE F.O. BURNER VALVE.
(C) OPENING OF THE AIR REGISTER.
(D) BURNER IGNITION SEQUENCE COMPLETED.
S
L
Sh 1
ON
Sh 1
Sh 6
10 SEC
OP
IGN. READY
IGN.
SET
YES
NO
YES
NO
C
A
IGN. SET C
BY ACC
BY ACC
YES
NO
YES
NO
YES
YES
NO
NO
BY ACC
Sh 5
* 1
YES
YES
Sh 14
S
L
* 2
S
S
L
* 2
* 1
L
S
NO
TO Sh 12
BLR F.O. STAND-BY Sh 2
Sh 12
BASE GAS
BNR BURNING
Sh 12
NO.2 GAS
BNR BURNING
Sh 12
NO.3 GAS
BNR BURNING
BLR F.O. SHUT
V/V OPEN
BLR F.O.
SHUT V/V
CL
OP BLR F.O.
SHUT V/V
CL
BASE F.O. BNR
OFF
ON
OFF
BASE F.O. BNR
MANU. MODE
AUTO MODE
BASE F.O.
BNR INC. ORD
Sh
3
BASE F.O.
BNR DEC. ORD
Sh
3
NO.2 F.O. BNR
BURNING
Sh 8
NO.3 F.O. BNR
BURNING
Sh 14
BASE BNR
FLAME FAIL
Sh 12 BASE GAS BNR BURNING
BASE ATOM.
V/V OPEN
F / E
ON
OTHER BNR
BURNING
IGNITER INSERT
BASE AIR
REG. OPEN
BASE F.O. BNR
V/V(AFT) OPEN
IGNITER STOP &
RETRACT
Sh 2,3,5,7,8,
9,12,13,14
10 SEC
IGNITION
PERIOD
BMS-6
Sh. No. 6
BLOCK DIAGRAM OF BASE F.O. BURNER
IGNITION SEQUENCE
ALL
F.O. V/V
CLOSE
(LS)
F.O.
SHUT V/V
CONDITION
NOR.
ALL
BNR
OFF
ALL F.O. BNR STOP
FURNACE
PURGE AIR
RATE
#090
IGN.
AIR
RATE
BASE AIR
REG. OPEN
L
S
NO.2 AIR
REG. OPEN
L
S
NO.3 AIR
REG. OPEN
L
S
NO.2 AIR
REG. CLOSE
L
L
S
NO.3 AIR
REG. CLOSE S
FURNACE PURGE
A
C
C
A
C
C
IGN. AIR SET
* 4
S
G
P
ALL F.O. BNR
NOT RUNNING
F.O. PUMP RUN
* 5
F.O. RECIRC.
V/V CLOSE
* 5
S
IGNITION
ORDER
L
S
L
* 7
* 4
Sh 6
NO.2 F.O. BNR
BURNING
Sh 8
NO.3 F.O. BNR
BURNING
NO.2 PURGE
V/V OPEN
L
S
NO.3 PURGE
V/V OPEN
* 3
S
L
* 7
L
L
S
BASE F.O. BNR
V/V(FWD) OPEN
* 6
NO
Sh 14
BASE BNR
BURNING
DUAL BURNING
4 SEC
2SEC
L
S
DUAL BURNING
* 6
(6)-1
(6)-2
REMOTE
IAS
LOCAL
BGB
ECC
BMS
ON
OFF
F.O. TEMP.
BY-PASS
S
R
S
R
S
R
S
R
S
R
S
R
TS FO TEMP NOR

LNGC GRACE ACACIA

S
L
Sh 1
ON
Sh 1
Sh 6
10 SEC
OP
IGN. READY
IGN.
SET
YES
NO
YES
NO
C
A
IGN. SET C
BY ACC
BY ACC
YES
NO
YES
NO
YES
YES
NO
NO
BY ACC
Sh 5
* 1
YES
YES
Sh 14
S
L
* 2
S
S
L
* 2
* 1
L
S
NO
TO Sh 12
Sh 12
BASE GAS
BNR BURNING
Sh 12
NO.2 GAS
BNR BURNING
Sh 12
NO.3 GAS
BNR BURNING
BLR F.O. SHUT
V/V OPEN
BLR F.O.
SHUT V/V
CL
OP BLR F.O.
SHUT V/V
CL
NO.2 F.O. BNR
OFF
ON
OFF
NO.2 F.O. BNR
MANU. MODE
AUTO MODE
NO.2 F.O.
BNR INC. ORD
Sh
3
NO.2 F.O.
BNR DEC. ORD
Sh
3
BASE F.O. BNR
BURNING
Sh 8
NO.3 F.O. BNR
BURNING
Sh 14
NO.2 BNR
FLAME FAIL
Sh 12 NO.2 GAS BNR BURNING
NO.2 ATOM.
V/V OPEN
F / E
ON
OTHER BNR
BURNING
IGNITER INSERT
NO.2 AIR
REG. OPEN
NO.2 F.O. BNR
V/V(AFT) OPEN
IGNITER STOP &
RETRACT
NO.2 F.O. BNR BURNING
Sh 2,3,5,7,8,
9,12,13,14
10 SEC
IGNITION
PERIOD
BMS-7
Sh. No. 7
BLOCK DIAGRAM OF NO.2 F.O. BURNER
IGNITION SEQUENCE
ALL
F.O. V/V
CLOSE
(LS)
F.O.
SHUT V/V
CONDITION
NOR.
ALL
BNR
OFF
ALL F.O. BNR STOP
FURNACE
PURGE AIR
RATE
#090
IGN.
AIR
RATE
BASE AIR
REG. OPEN
L
S
NO.2 AIR
REG. OPEN
L
S
NO.3 AIR
REG. OPEN
L
S
BASE AIR
REG. CLOSE
L
L
S
NO.3 AIR
REG. CLOSE S
FURNACE PURGE
A
C
C
A
C
C
IGN. AIR SET
* 4
S
G
P
ALL F.O. BNR
NOT RUNNING
F.O. PUMP RUN
* 5
F.O. RECIRC.
V/V CLOSE
* 5
S
IGNITION
ORDER
L
S
L
* 7
* 4
Sh 6
BASE F.O. BNR
BURNING
Sh 8
NO.3 F.O. BNR
BURNING
BASE PURGE
V/V OPEN
L
S
NO.3 PURGE
V/V OPEN
* 3
S
L
* 7
L
L
S
NO.2 F.O. BNR
V/V(FWD) OPEN
* 6
NO
Sh 14
NO.2 BNR
BURNING
DUAL BURNING
4 SEC
2SEC
L
S
DUAL BURNING
* 6
REMOTE
IAS
LOCAL
BGB
ECC
BMS
ON
OFF
F.O. TEMP.
BY-PASS
S
R
S
R
S
R
S
R
S
R
S
R
TS FO TEMP NOR

LNGC GRACE ACACIA

S
L
Sh 1
ON
Sh 1
Sh 6
10 SEC
OP
IGN. READY
IGN.
SET
YES
NO
YES
NO
C
A
IGN. SET C
BY ACC
BY ACC
YES
NO
YES
NO
YES
YES
NO
NO
BY ACC
Sh 5
* 1
YES
YES
Sh 14
S
L
* 2
S
S
L
* 2
* 1
L
S
NO
TO Sh 12
Sh 12
BASE GAS
BNR BURNING
Sh 12
NO.2 GAS
BNR BURNING
Sh 12
NO.3 GAS
BNR BURNING
BLR F.O. SHUT
V/V OPEN
BLR F.O.
SHUT V/V
CL
OP BLR F.O.
SHUT V/V
CL
NO.3 F.O. BNR
OFF
ON
OFF
NO.3 F.O. BNR
MANU. MODE
AUTO MODE
NO.3 F.O.
BNR INC. ORD
Sh
3
NO.3 F.O.
BNR DEC. ORD
Sh
3
BASE F.O. BNR
BURNING
Sh 8
NO.2 F.O. BNR
BURNING
Sh 14
NO.3 BNR
FLAME FAIL
NO.3 ATOM.
V/V OPEN
F / E
ON
OTHER BNR
BURNING
IGNITER INSERT
NO.3 AIR
REG. OPEN
NO.3 F.O. BNR
V/V(AFT) OPEN
IGNITER STOP &
RETRACT
Sh 2,3,5,7,8,
9,12,13,14
10 SEC
IGNITION
PERIOD
BMS-8
Sh. No. 8
BLOCK DIAGRAM OF NO.3 F.O. BURNER
IGNITION SEQUENCE
ALL
F.O. V/V
CLOSE
(LS)
F.O.
SHUT V/V
CONDITION
NOR.
ALL
BNR
OFF
ALL F.O. BNR STOP
FURNACE
PURGE AIR
RATE
#090
IGN.
AIR
RATE
BASE AIR
REG. OPEN
L
S
NO.2 AIR
REG. OPEN
L
S
NO.3 AIR
REG. OPEN
L
S
BASE AIR
REG. CLOSE
L
L
S
NO.2 AIR
REG. CLOSE S
FURNACE PURGE
A
C
C
A
C
C
IGN. AIR SET
* 4
S
G
P
ALL F.O. BNR
NOT RUNNING
F.O. PUMP RUN
* 5
F.O. RECIRC.
V/V CLOSE
* 5
S
IGNITION
ORDER
L
S
L
* 7
* 4
Sh 6
BASE F.O. BNR
BURNING
Sh 8
NO.2 F.O. BNR
BURNING
BASE PURGE
V/V OPEN
L
S
NO.2 PURGE
V/V OPEN
* 3
S
L
* 7
L
L
S
NO.3 F.O. BNR
V/V(FWD) OPEN
* 6
NO
Sh 12
NO.3 GAS BNR
BURNING
DUAL BURNING
4 SEC
2SEC
L
S
DUAL BURNING
* 6
REMOTE
IAS
LOCAL
BGB
ECC
BMS
ON
OFF
F.O. TEMP.
BY-PASS
S
R
S
R
S
R
S
R
S
R
S
R
TS FO TEMP NOR

LNGC GRACE ACACIA

(9)-1 SELECTION OF CONTROL POSITION
THE CONTROL POSITION IS SELECTED IN ACCORDANCE WITH Sh 1.
(9)-2 F.O. BURNER EXTINGUISHING SEQUENCE
DEPRESSION BY THE OPERATOR OF BASE, NO.2 OR NO.3 BURNER
"OFF" SWITCH IN THE "MANUAL" MODE TRIGGERS THE BURNER
EXTINGUISHING SEQUENCE (SEE TABLE 1 FOR THE "AUTO" MODE).
B.M.S., JUDGING THE OTHER BURNER OPERATING STATE, AUTOMATICALLY
EXECUTES THE BURNER EXTINGUISHING SEQUENCE IN COMBINATION WITH A.C.C.
(1) WITH ALL OTHER BURNS NOT IN USE
(A) CLOSING OF THE F.O. BURNER VALVE
(B) EXCUTION OF FURNACE PURGE AND CONFIRMATION OF SAME.
(AIR FLOW X TIME)
(C) CLOSING OF THE AIR REGISTER AND ATOMIZING VALVE.
(D) BURNER EXTINGUISHING SEQUENCE COMPLETED.
(2) WITH OWN GAS BURNER FIRING
(A) CLOSING OF THE F.O. BURNER VALVE.
(B) EXECUTION OF BURNER PURGE AND CONFIRMATION
OF SAME (TIME).
(C) CLOSING OF THE ATOMIZING STEAM VALVE.
(A) CLOSING OF THE F.O. BURNER VALVE.
(B) EXECUTION OF BURNER PURGE AND CONFIRMATION
OF SAME (TIME).
(C) CLOSING OF THE AIR REGISTER AND ATOMIZING STEAM VALVE.
REMOTE
IAS
LOCAL
BGB
ECC
BMS
BASE BNR ATOM.
V/V CLOSE
NO.2 PURGE
V/V CLOSE
NO.3 PURGE
V/V CLOSE
ALL BNR AIR
REG. CLOSE
BOILER STOP
NO.3 PURGE
V/V CLOSE
ALL BNR AIR
REG. CLOSE
BOILER STOP
NO.2 AIR REG.
CLOSE
NO.2 BNR ATOM.
V/V CLOSE
NO.1 PURGE
V/V CLOSE
NO.3 AIR REG.
CLOSE
NO.3 BNR ATOM.
V/V CLOSE
NO.1 PURGE
V/V CLOSE
NO.2 PURGE
V/V CLOSE
ALL BNR AIR
REG. CLOSE
BOILER STOP
BMS-9
Sh No. 9
BLOCK DIAGRAM OF
F.O. BURNER EXTINGUISH SEQUENCE
BASE
F.O. BNR
ON
OFF
NO.2
F.O. BNR
ON
OFF
NO.3
F.O. BNR
ON
OFF
NO.3
F.O. BNR
ON
OFF
NO.2
F.O. BNR
ON
OFF
NO.2
F.O. BNR
ON
OFF
(7 - 2)
(7 - 2)
(7 - 2)
Sh 7
Sh 12
NO.2 GAS BNR BURNING
Sh 8
Sh 12
Sh 8
Sh 12
Sh 7
Sh 12
Sh 6
Sh 12
BASE GAS BNR BURNING
Sh 6
Sh 12
Sh 6 BASE F.O. BNR BURNING
Sh 7 NO.2 F.O. BNR BURNING
(9) - 2 (2) (3)
(9) - 2 (2) (3)
(9) - 2 (1)
(9) - 2 (1)
(9) - 2 (1)
Sh
3
BASE F.O. BNR
DEC. ORD
Sh 1 MANU. MODE
Sh
3,4
NO.2 F.O. BNR
DEC. ORD
Sh
3,4
NO.3 F.O. BNR
DEC. ORD
Sh 1 AUTO MODE
BASE F.O. BNR
V/V CLOSE
L
S
NO.2 F.O. BNR
V/V CLOSE
L
S
NO.3 F.O. BNR
V/V CLOSE
L
S
* 2
* 2
* 3
* 3
F.O. RECIRC.
V/V OPEN
L
S
F.O. RECIRC. MODE
(9) - 2 (3)
(9) - 2 (3)
(9) - 2 (3)
#030
#030
#030
FURNACE
PURGE ORD.
A
C
C
BASE F.O. BNR
V/V CLOSE
A
C
C
BASE F.O. PURGE
V/V OPEN
L
S
NO.2 F.O. PURGE
V/V OPEN
L
S
NO.3 F.O. PURGE
V/V OPEN
L
S
ALL BNR AIR
REG. OPEN S
L
L
S
FURNACE
PURGE ORD.
A
C
C
A
C
C
A
C
C
NO.2 F.O. BNR
V/V CLOSE
ALL BNR AIR
REG. OPEN
L
S
FURNACE
PURGE ORD.
A
C
C
ALL BNR AIR
REG. OPEN
L
S
L
S
NO.3 F.O. BNR
V/V CLOSE
L
S
L
S
L
S
L
S
L
S
L
S
L
S
L
S
L
S
L
S
L
S
L
S
L
S
L
S
L
S
L
S
BASE AIR REG.
CLOSE
#010
#030
NO
YES
BASE F.O. BNR
V/V CLOSE
L
S * 2
* 3
#010
#030
FURNACE
PURGE AIR
FURNACE
PURGE AIR
RATE
FURNACE
PURGE AIR
RATE
RATE
NO
YES
* 1
* 3
NO.2 ATM. STM
V/V CLOSE
L
S
BY ACC
BY ACC
#030
NO
YES
* 1
* 2
BY ACC
NO.3 ATM. STM
V/V CLOSE
L
S
#010
IGN. START SEQ.
S
R
S
R
S
R

LNGC GRACE ACACIA

S
R
S
R
Sh 12
NO.1 BLR
GAS VALVE TRIP
MASTER
GAS VALVE TRIP
B.O.G. PRESS. LOW
B.O.G. PRESS. HIGH
NO.1,NO.2 OR NO.3 GAS
BNR BURNING(GAS V/V OP)
#010
Sh 5 BOIER TRIP CONDITION
BOTH BOILER TRIP
BMS CONTROLLER ABNORMAL
BOILER GAS V/V TRIP
(10)-2
(10)-2
NO.2 BOILER GAS SUPPLY
SHUT-OFF CONDITION
(SAME TO NO.1 BLR)
ALM. SEQ.
ALM. SEQ.
NO.2 BLR N2 VENT
V/V OPEN
NO.2 BLR GAS
V/V CLOSE
NO.1 BLR N2 VENT
V/V OPEN
NO.1 BLR GAS
V/V CLOSE
NO.1 BLR GAS
V/V TRIP
NO.1 BLR GAS
V/V CLOSE PB
#015
BOG HEATER ABNORMAL
GAS DUCT FAN BOTH STOP
GAS LEAK DETECTED
GAS TEMP. LOW/LOW
MASTER GAS V/V MANUAL TRIP
VAPOR HEADER PRESS LOW/LOW
E/R VENTILATION FAN STOP
(10)-3
TO F.O. BOOST-UP ORD. Sh 3,4
MASTER GAS V/V TRIP
MASTER GAS V/V
CLOSE ORD.
MASTER N2 VENT
V/V OPEN
TO E.S.D.S. PANEL
MASTER GAS V/V
CLOSE PB
BOTH GAS
V/V CLOSE
NOTE : NO. 1 BOILER SHOWN.
NO. 2 BOILER TO BE SAME.
BLOCK DIAGRAM OF MASTER GAS &
BOILER GAS SUPPLY SHUT-OFF CONDITION
BMS-10
Sh. No. 10
(10)-1 BOILER GAS SUPPLY SHUT-OFF CONDITIONS
WHEN CONDITIONS PROHIBITING HE MASTER GAS VALVE OPENING
OR THE CONDITIONS PROHIBITING THE GAS BURNING OPERATION
ARE ACTIVATED, THE BOILER GAS VALVE OF EACH BOILER IS
SHUT-OFF. AT THE SAME TIME THAT THE BOILER GAS VALVE IS
CLOSED, THE PIPE LINE IS N2 PURGED (AS PER Sh 11) TO BLOW
OUT RESIDUAL GAS.
(10)-3 F.O. BOOST-UP ORDER
WHEN CONDITIONS FOR THE MASTER GAS SUPPLY VALVE SHUT-OFF
ARE ESTABLISHED IN THE GAS FIRING PROCESS, B.M.S. GIVES
IMMEDIATELY ORDER TO CLOSE THE MASTER GAS VALVE AND AT
THE SAME TIME, IN COMBINATION WITH A.C.C., THE F.O. BURNER
STARTS FIRING IN ORDER TO TRANSFER FROM GAS COMBUSTION
TO F.O. COMBUSTION WITHOUT INTERRUPTION.
ALSO, MONITORING THE COMBUSTION WITH THE GAS BURNER USING
THE GAS HEADER PRESSURE ANF FLAME SCANNER, B.M.S. CAUSES
THE BOILER GAS VALVE AND BURNER GAS VALVE TO CLOSE SEQUENTIALLY.
(10)-2 RESET OPERATION AFTER BOILER GAS SUPPLY SHUT-OFF
THE RESET OPERATION FOR RESTART TAKES PLACE AS FOLLOWS;
(A) INDENTIFICATION OF THE CAUSE OF THE SHUT-OFF, FOR
RESTORATION.
(B) FOLLOWING THE REPAIR OF THE SHUT-OFF FAILURE, THE
OPERATOR RESETS THE CIRCUIT.
#090

LNGC GRACE ACACIA

(11)-1 MASTER N2 PURGE
THE LINE FROM THE MASTER GAS VALVE OUTLET TO EACH OF
THE BOILER GAS VALVE INLETS ISPURGED WITH N2.
THERE ARE TWO MODES AVAILABLE FOR THIS N2 PURGE : "AUTO"
MODE IN WHICH AN AUTOMATIC N2 PURGE IS PERFORMED UPON
THE CLOSING OF THE MASTER GAS VALVE, AND "MAN." MODE IN
WHICH A MANUAL N2 PURGE IS PERFORMED BY OPERATING THE
MASTER N2 PURGE "ON" SWITCH AT THE "ECR" POSITION.
(11)-2 GAS HEADER N2 PURGE
THE LINE FROM EACH BOILER GAS VALVE OUTLET TO EACH
BURNER IS PURGED WITH N2.
THERE ARE TWO PURGING MODES : "AUTO" MODE USING AN
AUTOMATIC N2 PURGE UPON CLOSING OF THE BOILER GAS VALVE,
AND "MAN" MODE USING MANUAL N2 PURGE BY OPERATING THE
HEADER N2 PURGE "ON" SWITCH AT THE "BOP" POSITION.
(CAUTION) DURING THE HEADER N2 PURGE, IF THE F.D. FAN,
IS STOPPED, EACH BURNER CASE VALVE IS CLOSED, THE HEADER
VENT VALVE IS OPENED, AND THE GAS HEADER ONLY IS N2
PURGED.
(11)-3 GAS BURNER N2 PURGE
THE LINE FROM EACH BURNER GAS VALVE OUTLET TO EACH GAS
BURNER IS PURGED WITH N2.
UPON CLOSING OF THE GAS BURNER VALVE, AN AUTOMATIC N2
PURGE IS PERFORMED. ("MAN" OPERATION IS UNAVAILABLE.)
IT SHOULD BE NOTED THAT THIS N2 PURGE IS NOT PERFORMED
WHEN ONE OF THE BOILER SHUT-DOWN CONDITIONS HAS BEEN
ACTIVATED, OR WHEN ALL THE BURNERS ARE SHUT-DOOWN.
EXCEPT THE CONDITION OF BURNER PURGE ESTABLISH.
IN SUCH A CASE, (11)-2 GAS HEADER N2 PURGE TAKES PLACE.
NO.1 BLR
GAS VALVE
INTERLOCK
NO.2 BLR
GAS VALVE
INTERLOCK
#010
#060
#030
Sh 12
Sh 12
BLR GAS V/V
OPEN
L
S
S
L
S
L
S
L
L
S
S
L
S
L
L
S
L
S
S
L L
S
S
L L
S
Sh 10
MASTER
GAS VALVE
INTERLOCK
Y
N
Sh 10
Y
N
MASTER N2
VENT V/V OPEN
MASTER N2
VENT V/V CLOSE
MASTER GAS
V/V OPEN
MASTER GAS
V/V CLOSE
#010
#015
#010
(11) - 1
NO.1 BLR GAS
V/V OPEN
NO.1 BLR GAS
V/V CLOSE
NO.1 HDR N2
VENT V/V CLOSE
(11) - 1
(11) - 2
MASTER N2 PURGE ON
BLR N2 PURGE ON
BOILER GAS V/V CLOSE
MASTER N2 PURGE
V/V OPEN
BLR N2 PURGE
V/V OPEN
BLR N2 PURGE
V/V CLOSE
MASTER N2 PURGE
V/V CLOSE
(11 - 2)
F.O.
BNR.
BURNING
Y
N
Y
N
Sh 10
NO.2 BLR GAS
V/V OPEN
NO.2 BLR GAS
V/V CLOSE
NO.2 HDR N2
VENT V/V CLOSE
BLR GAS V/V
OPEN
SAME AS NO.1 HEADER N2 PURGE SEQUENCE
BLOCK DIAGRAM OF MASTER &
BOILER GAS V/V OPEN / CLOSE SEQUENCE
BMS-11
Sh No. 11
* 1 : FURNACE PURGE ESTABLISH
NOTE
L
S
NO.1 BLR GAS
V/V CLOSE
L
S
NO.1 BLR GAS
V/V CLOSE
L
S
HDR N2 PURGE
V/V CLOSE
L
S
ALL BNR GAS
V/V CLOSE
L
S
HDR N2 VENT
V/V OPEN
#035
#030
#025
L
S
HDR N2 PURGE
V/V OPEN
L
S
HDR N2 VENT
V/V OPEN
L
S
HDR N2 PURGE
V/V CLOSE
#030
REMOTE
IAS
MASTER
GAS V/V
OP
CL
NO.1 BLR
GAS V/V
OP
CL
NO.2 BLR
GAS V/V
OP
CL
S
R
S
R
S
R
S
R

LNGC GRACE ACACIA

AUTO MODE
MANU. MODE
Sh 1
Sh 1
Sh 11
BLR GAS
V/V OPEN
GAS STAND-BY
IGN. SET
GAS CONT. V/V IS
CONFIRMED BY ACC
NO
YES
BY ACC
IGN. SET ORD
A
C
C
BLR GAS
STAND-BY
Sh 2,3
IGN. READY
Sh
3
BASE GAS
BNR INC. ORD
Sh 14
BASE BNR FLAME
FAIL
Sh
3,4
NO.2 GAS
BNR INC. ORD
Sh 14
NO.2 BNR FLAME
FAIL
Sh
3,4
Sh
9
BLR GAS V/V
CLOSE
NO.3 GAS
BNR INC. ORD
Sh 14
NO.3 BNR FLAME
FAIL
Sh 6
BASE F.O. BNR
BURNING
Sh 7
NO.2 F.O. BNR
BURNING
Sh 8
NO.3 F.O. BNR
BURNING
BASE GAS BNR START Sh 13,14
BASE GAS BNR
V/V OPEN
L
S
NO.2 GAS BNR START Sh 13,14
NO.2 GAS BNR
V/V OPEN
L
S
BASE GAS
BNR BURNING
Sh 2,3,6
7,8,9,13
NO.2 GAS
BNR BURNING
Sh 2,3,6
7,8,9,13
NO.3 GAS BNR START Sh 13,14
NO.3 GAS BNR
V/V OPEN
L
S
NO.3 GAS
BNR BURNING
Sh 2,3,6,
7,8,9,13
BNS-12
Sh. No. 12
BLOCK DIAGRAM OF GAS BURNER
IGNITION SEQUENCE
(12)-2 OPENING OF BOILER GAS VALVE
IT IS ONLY BY THE OPERATOR DEPRESSING THE BOILER GAS
VALVE "OPEN" SWITCH UPON CONFIRMING THAT THE BOILER GAS
SHUT-OFF CONDITIONS (SHOWN IN Sh 10) ARE ALL NORMAL, THAT
THE BOILER GAS VALVE CAN BE OPENED.
(12)-3 GAS BURNER IGNITION
WITH THE F.O. BURNER FIRING IN THE "MANUAL" MODE,
DEPRESSION BY THE OPERATOR OF THE GAS BURNER "ON" SWITCH
CAUSES THE GAS BURNER VALVE TO OPEN AND GAS COMBUSTION
TO TAKE PLACE.
BASE GAS
BNR
ON
OFF
NO.2 GAS
BNR
ON
OFF
ON
OFF
NO.3 GAS
BNR
ON
OFF
NO.3 GAS
BNR
NO.2 GAS
BNR
ON
OFF
BASE GAS
BNR
ON
OFF
REMOTE
IAS
LOCAL
BGB
ECC
BMS
S
R
S
R
S
R

LNGC GRACE ACACIA

(2) WITH OWN F.O. BURNER FIRING
(A) CLOSING OF THE GAS BURNER VALVE.
(B) EXECUTION OF BURNER N2 PURGING AND
CONFIRMATION OF SAME (TIME).
(C) GAS BURNER EXTINGUISHING SEQUENCE
COMPLETED.
NO.2 GAS BNR
ON
OFF
NO.3 GAS BNR
ON
OFF
Sh 8
Sh 12
Sh 7
Sh 12
Sh 6
Sh 12
Sh 6
Sh 12
Sh 12 NO.2 GAS BNR START
Sh
3,4
NO.2 GAS BNR
DEC. ORD
Sh
3,4
NO.3 GAS BNR
DEC. ORD
Sh 1 AUTO MODE
Sh 1 MANU. MODE
(13) - 2 (2) (3)
(13) - 2 (1)
(13) - 2 (2) (3)
(13) - 2 (1)
NO.2 GAS BNR
V/V CLOSE
L
S
NO.3 GAS BNR
V/V CLOSE
L
S
NO.3 GAS BNR
V/V CLOSE
L
S
NO.2 GAS BNR
V/V CLOSE
L
S
NO.2 N2 PURGE
V/V OPEN
L
S
FURNACE
PURGE CLOSE
L
S
ALL BNR AIR
REG. CLOSE
L
S
NO.3 AIR REG.
CLOSE
L
S
NO.3 N2 PURGE
V/V CLOSE
L
S
(13) - 2 (2)
(13) - 2 (2)
#015
NO.3 N2 PURGE
V/V OPEN
L
S
#015
BMS-13
Sh. No. 13
BLOCK DIAGRAM OF GAS BURNER
EXTINGUISH SEQUENCE
(13)-2 GAS BURNER EXTINGUISHING SEQUENCE
DEPRESSION BY THE OPERATOR OF BASE, NO.2 OR NO.3
BURNER "OFF" SWITCH IN THE "MANUAL" MODE TRIGGERS THE
EXTINGUISHING SEQUENCE.
(SEE TABLE 1 (BMS-16) FOR THE "AUTO" MODE)
B.M.S., JUDGING THE OTHER BURNER OPERATING STATE,
AUTOMATICALLY EXECUTES THE GAS BURNER EXTINGUISHING
SEQUENCE IN COMBINATION WITH A.C.C.
(1) WITH ALL OTHER BURNERS NOT IN USE
(A) CLOSING OF THE GAS BURNER VALVE AND BOILER GAS
VALVE.
(B) BURNER EXTINGUISHING SEQUENCE COMPLETED.
(A) CLOSING OF THE GAS BURNER VALVE.
(B) EXECUTION OF BURNER N2 PURGING AND CONFIRMATION OF
SAME (TIME).
(C) CLOSING OF THE AIR REGISTER.
REMOTE
IAS
LOCAL
BGB
ECC
BMS
BASE GAS BNR
ON
OFF
NO.2 GAS BNR
ON
OFF
NO.3 GAS BNR
ON
OFF
BASE GAS BNR
ON
OFF
S
R
S
R
Sh 8
Sh 12
Sh 7
Sh 12
Sh 12 BASE GAS BNR START
Sh
3,4
BASE GAS BNR
DEC. ORD (13) - 2 (2) (3)
(13) - 2 (1)
BASE GAS BNR
V/V CLOSE
L
S
BASE GAS BNR
V/V CLOSE
L
S
BASE N2 PURGE
V/V OPEN
L
S
FURNACE
PURGE CLOSE
L
S
ALL BNR AIR
REG. CLOSE
L
S
ALL BNR AIR
REG. OPEN
FURNACE
PURGE ORDER
A
C
C
ALL BNR AIR
REG. CLOSE
L
S
FURNACE
PURGE STOP
A
C
C
(13) - 2 (2)
#015
#030
#090
YES
NO
FURNACE
PURGE RATE
ESTA
ALL BNR AIR
REG. OPEN
FURNACE
PURGE ORDER
A
C
C
ALL BNR AIR
REG. CLOSE
L
S
FURNACE
PURGE STOP
A
C
C
#030
#090
YES
NO
FURNACE
PURGE RATE
ESTA
ALL BNR AIR
REG. OPEN
FURNACE
PURGE ORDER
A
C
C
ALL BNR AIR
REG. CLOSE
L
S
FURNACE
PURGE STOP
A
C
C
#030
#090
YES
NO
FURNACE
PURGE RATE
ESTA
S
R

LNGC GRACE ACACIA

S
R
S
R
S
R
Sh 12 BASE GAS BNR START
NO
YES
BASE BNR BURNING
BASE F / E ON Sh 6
Sh 7
Sh
2,6,12
Sh 5
(RESET)
(RESET)
(RESET)
Sh 8
T56
T57
T58
T59
FLAME
SCANNER
1
NO
YES FLAME
SCANNER
2
NO
YES FLAME
SCANNER
1
NO
YES FLAME
SCANNER
2
NO
YES FLAME
SCANNER
1
NO
YES FLAME
SCANNER
2
L
S
S
L
L
S
L
S
S
L
S
L
L
S
S
L
L
L
S
S
L
S
L
S
BASE BNR FLAME FAIL
BASE BNR FLAME FAIL ALARM
NO.2 BNR BURNING
NO.2 F / E ON
Sh
2,7,12
NO.2 BNR FLAME FAIL
NO.2 BNR FLAME FAIL ALARM
Sh 8
NO.3 BNR BURNING
NO.3 F / E ON
Sh
2,8,12
NO.3 BNR FLAME FAIL
NO.3 BNR FLAME FAIL ALARM
BASE F.O. BNR
V/V CLOSE
BASE GAS BNR
V/V CLOSE
BASE BNR ATOM.
V/V CLOSE
BASE AIR REG.
CLOSE
NO.2 F.O. BNR
V/V CLOSE
NO.2 GAS BNR
V/V CLOSE
NO.2 BNR ATOM.
V/V CLOSE
NO.2 AIR REG.
CLOSE
NO.3 F.O. BNR
V/V CLOSE
NO.3 GAS BNR
V/V CLOSE
NO.3 BNR ATOM.
V/V CLOSE
NO.3 AIR REG.
CLOSE
ALL BNR FLAME FAIL
BMS-14
Sh. No. 14
BLOCK DIAGRAM OF BURNER FLAME
MONITORING SYSTEM
(14)-1 FLAME SCANNER
TWO (2) FLAME SCANNERS ARE PROVIDED FOR EACH OF THE BURNS.
ADOPTED FLAME SCANNER HAS IR (INFRA RED) AND UV (ULTRA VIORET)
DETECTING FUNCTION IN ONE (1) UNIT.
FOR ADOPTED FLAME SCANNER, OPERATING MODE CAN BE SELECTED.
IN THIS SYSTEM, OPERATION MODE "IR OR UV" WILL BE CHOOSED.
THEREFORE, FLAME SCANNER ALWAYS DETECT THE FLAME BY IR OR UV.
(14)-2 INTERLOCK
TWO (2) FLAME SCANNERS ARE PROVIDED FOR EACH OF THE BURNERS.
THE FLAME OF BURNER WILL BE RECOGNIZE BY ONE OF SIGNALS FOR
TWO FLAME SCANNER.
THEREFORE, WHEN BOTH FLAME SCANNER DETECT LOSS OF FLAME, F.O.
AND GAS FOR OWN BURNER WILL BE SHUT-OFF. (FLAME FAILURE)
ON
OFF
BASE F.O.
BNR
ON
OFF
NO.2 F.O.
BNR
ON
OFF
NO.3 F.O.
BNR

LNGC GRACE ACACIA

AIR FLOW
CONTROL
F.O. FLOW
CONTROL
BLR H.F.O
SHUT V/V
BASE BNR
IGNITER
ALL BNR AIR REG. OPEN
ALL BNR AIR REG. CLOSE
AUTO
MAN
AUTO
MAN
OFF
ON
CLOSE
OPEN
3 min
PURGE FINISH
SET F.D.F. INLET VANE
OPENING ANGLE FOR
FURNACE PURGE
SET F.O. FLOW CONT.
V/V OPENING ANGLE
FOR IGNITION
SET F.D.F. INLET VANE
OPENING ANGLE FOR
IGNITION
BLR HFO SHUT V/V OPEN
HFO RECIRC. V/V CLOSE
IGNITER FORWARD & SPARK
BMS-15
Sh. No. 15
BLOCK DIAGRAM OF BMS
EMERGENCY MODE
L
S
F / E
ON
YES
NO
L
S
BASE F.O. V/V OPEN
L
S
BASE ATOMIZ. STEAM V/V OPEN
BMS EMERGENCY OPERATION
THE F.O. BURNER CAN START OR STOP BY USING "EMERGENCY
OPERATION PANEL" AT LOCAL (BGB) POSITION, WHEN THE BMS
CONTROLLER CANNOT OPERATE.
IN THIS CASE, OPERATOR MUST WATCH AND CONFIRM TO ALL
INTERLOCK CONDITIONS DIRECTORY.
WHEN THE ABC CONTROLLER IS RUNNING NORMALLY,
OPERATOR CAN SELECT THE MODE(AUTO/MAN) OF ABC CONTROL
(AIR FLOW AND FO FLOW) AFTER BURNER IGNITION.
(15 - 1)
BASE BNR AIR REG. OPEN
NO.2 BNR
IGNITER
OFF
ON
NO.2 F.O.
BNR V/V
F / E
ON
YES
NO
CLOSE
OPEN
L
S
NO.2 F.O. V/V OPEN
L
S
NO.2 ATOMIZ. STEAM V/V OPEN
NO.2 BNR AIR REG. OPEN
NO.3 BNR
IGNITER
OFF
ON
NO.3 F.O.
BNR V/V
F / E
ON
YES
NO
CLOSE
OPEN
L
S
NO.3 F.O. V/V OPEN
L
S
NO.3 ATOMIZ. STEAM V/V OPEN
NO.3 BNR AIR REG. OPEN
L
S
L
S
L
S
LOCAL
BGB
EMERGENCY
SWITCH
NOR
PURGE
BURN
BASE F.O.
BNR V/V
CLOSE
OPEN
S
R
S
R
S
R
LNGC GRACE ACACIA

4.4.2 Automatic Boiler Control System Diagram

1. Symbol List for ABC Function Logic

PI
PI
Analog Signal Terminal
Digital Signal Terminal
SFT
LAG
X1 : Set Point
X2 : Process Value
X3 : Tracking Signal
X4 : Tracing
Y : Output
Function Block
Symbol
Function Block
Input Signal Remarks
X1 : Input 1
X2 : Input 2
X3 : Switch
Y : Output
X1 : Input
X2 : Parameter
Y : Output
Proportional and Integral
When X4=0 ; Output Y is Proportional and Integral.
When X4=1 ; Y=X3
Switch with Relaxation
When X3=0 ; Y=X1
When X3=1 ; Y=X2
Lag
Input
t
Output
t
Output
X3=1
t
X2
X1
SW
X1 : Input 1
X2 : Input 2
X3 : Switch
Y : Output
Switch
When X3=0 ; Y=X1
When X3=1 ; Y=X2
ADD
X1 : Input 1
X2 : Input 2
Y : Output
Addition
Y=X1+X2
SUB
X1 : Input 1
X2 : Input 2
Y : Output
Subtraction
Y=X1-X2
MUL
X1 : Input 1
X2 : Input 2
Y : Output
Multiply
Y=X1*X2
DIV
X1 : Input 1
X2 : Input 2
Y : Output
Divide
Y=X1/X2
Output
X3=1
t
X2
X1
#1 Input Signal
(Analog)
X1
#2 Input Signal
(Analog)
X2
#3 Input Signal
(Analog)
X3
#4 Input Signal
(Digital)
X4
Output Signal
(Analog)
Y
General of ABC Function Block

Function Block
Symbol
MIN
X1 : Input 1
X2 : Input 2
X3 : Input 3
X4 : Input 4
Y : Output
Minimum
The smallest input is output.
MAX
HMS
X1 : Input 1
X2 : Input 2
X3 : Input 3
X4 : Input 4
Y : Output
Maximum
The largest input is output.
AND
X1 : Input 1
X2 : Input 2
X3 : Input 3
X4 : Input 4
Y : Output
AND Gate
If all input are 1,
Then Y=1.
OR
X1 : Input 1
X2 : Input 2
X3 : Input 3
X4 : Input 4
Y : Output
OR Gate
If any input are 1,
Then Y=1.
LSE
X1 : Input 1
X2 : Input 2
Y : Output
Lower Selector
If X1 X2 Then Y=X1
If X1 > X2 Then Y=X2
HSE
X1 : Input 1
X2 : Input 2
Y : Output
High Selector
If X1 X2 Then Y=X1
If X1 < X2 Then Y=X2
LLM
X1 : Input 1
X2 : Parameter
Y : Output
Low Limit
If X1 X2 Then Y=X1
If X1 < X2 Then Y=X2
HLM
X1 : Input 1
X2 : Parameter
Y : Output
High Limit
If X1 X2 Then Y=X1
If X1 > X2 Then Y=X2
X1 : Input 1
X2 : Parameter
X3 : Hysterisys
Y : Output
High Monitor Switch
If X1 X2 Then Y=1
If X1 < X2-X3 Then Y=0
LMS
X1 : Input 1
X2 : Parameter
X3 : Hysterisys
Y : Output
Low Monitor Switch
If X1 X2 Then Y=1
If X1 > X2+X3 Then Y=0
DMS
X1 : Input 1
X2 : Parameter
X3 : Hysterisys
Y : Output
Deviation Monitor Switch
If abs(X1-X2) X3 Then Y=1
If abs(X1-X2) < X3 Then Y=0
BFP
X1 : Input 1
X2 : Parameter
X3 : Hysterisys
Y : Output
Band Pass Filter
If abs(X1-X2) X3 Then Y=1
If abs(X1-X2) > X3 Then Y=0
LNGC GRACE ACACIA

Function Block
Symbol
RS
S R
X1 : Set
X2 : Reset
Y : Output
Flip-Flop
When X1=1 and X2=0 then Y=1
When X2=1 then Y=0
X1
0
1
1
0
X2
0
0
1
1
Y
Keep
1
0
0
NOT
X1 : Input
Y : Output
ONT
X1 : Input
Y : Output
NOT Gate
When X1=1 then Y=0
When X1=0 then Y=1
On Delay Timer
X1
0
1
X2
1
0
Output
Input
Time
t
OFT
X1 : Input
Y : Output
Off Delay Timer
Change Rate Limit
Square Root
Output
Input
Time
t
DRL
X1 : Input
Y : Output
Output
SQR
X1 : Input
Y : Output
Input
t
ASP
X1 : Increase
X2 : Decrease
X3 : Tracking Signal
X4 : Tracking
Y : Output
Set Point Setter
When X4=0, Output value is kept. And output value is manipulated
by X1 and X2.
When X4=1, Output is X3.
MAN
X1 : Analog Input
X2 : Auto / Manual Change Over
X3 : Increase
X4 : Decrease
Y : Output
LEAD
X1 : Input
X2 : Parameter
Y : Output
SV
100%
Y : Output
X1 : Input
Y : Output
Auto Manual Station
When X2=0, Output value is X1.
When X2=1, Output value is kept and output value is manipulated by
X3 and X4.
Function Generator
Output is the predetermined value which is corresponding
to input value.
LEAD
O
u
t
In
I
n
p
u
t
t
O
u
t
p
u
t
t

Symbol Name Remarks
Transmitters
Detecting Devise
Temperature Sensor
(Thermal Resistance Bulb, Pt100)
Temperature Sensor
(Thermo Couple)
Control Valve
Control Valve with Air Lock Valve
Piston Valve
PX : Pressure Transmitter
FM : Follow Meter
VIS : Viscosity Meter
Air Lock Valve
In case of supply air failure, opening position is kept.
DPX : Differential Transmitter
SMK : Smoke Indicator
N2 :Gas Content Sensor
TX
AS
I/P
AS
I/P
LNGC GRACE ACACIA

Symbol NAME Remarks
Tag Number
Location
Auto / Manual Station
EM-M : Manual Loader for Emergency Operation
mV/I : Converter for Thermo-couple
ohm/I : Converter for thermal Resistance Bulb
Relay : Relay
IS : Intrinsic Safe Barrier
162B-S
Field
A/M
Manual Station
Arrow
Indicator
Hardware Component
To ********
PV
LNGC GRACE ACACIA

2. ABC Logic Diagram

1) Master Loop - 1
Field
Field
PLC
SV
0%
Initial 75.4%
6.03
Slave PLC
Auto Run
SFT
SV
0%
SV
1.2%
1bar
Auto Run
Initial 100%
Steam Up Rate
From BMS
Auto Set Down
SV
18%
15bar
SV
200%
SFT
M
a
s
t
e
r

S
i
g
n
a
l
F
r
o
m

O
t
h
e
r

B
o
i
l
e
r
MUL
IAS
SP
Master SP
BGB
IAS
BGB
Master Signal
To Master Loop(2)
Load Bias SP
To Other Boiler
Load Bias SP
To Other Boiler
Load Bias SP
From Other Boiler
SH STM Press.
From Other Boiler
Load Bias
To Other Boiler
Master Signal
To Other Boiler
ASP
From Other BMS
Master SP
SUB
HMS
SW
PI
Auto Steaming Up
Two BLR
Auto Run
&
Slave PLC
SW
Master SP
To Dump Control
O
u
t
In
SH STM Press.
To Dump & FD W. Control
SH STM Press.
To Other Boiler
SW
HSE
Two BLR
Auto Run
SW
Slave PLC
ASP
Slave PLC
SUB
Auto Steaming Up
HMS
LAG
HSE
PX PX
SH Steam Pressure
0-8 MPa
4-20 mA
165B-2
SH Steam Pressure
0-8 MPa
4-20 mA
165B-1
SP
Master SP
Load Bias

2) Master Loop - 2
Field
Field
PLC
M
a
s
t
e
r

S
i
g
n
a
l
F
r
o
m

M
a
s
t
e
r

L
o
o
p
B
u
r
n
e
r

D
r
a
f
t
F
r
o
m

A
i
r

F
l
o
w

C
o
n
t
r
o
l
2nd BNR Start/Stop
To BMS
3rd BNR Start/Stop
To BMS
S
H

S
t
e
a
m

P
r
e
s
s
.
F
r
o
m

D
u
m
p

C
o
n
t
r
o
l
Steam Press Limit
Air Flow Limit
O
u
t
In
MIN
AND
HMS
RS
S R
Boiler Load
To F.O Flow, Gas Flow &
Air Flow Control(Set Point)
O
u
t
In
AND
SV
27%
SV
0%
HMS
SV
54%
SV
0%
HMS
SV
27%
SV
0%
HMS
SV
54%
SV
0%
LMS
SV
16.8%
SV
0%
LMS
SV
33%
SV
0%
AND
RS
S R
AND
LMS
SV
16.8%
SV
0%
LMS
SV
33%
SV
0%
Master Signal
From Master Loop
Total Fuel Flow
From Total Fuel Flow

LNGC GRACE ACACIA

3) Dump Control
Field
Field
PLC
HSE
SV
1.3%
SV
80%
SW
SW
LAG
Dump Piston Valve Open
Slave PLC
ADD
SV
0.6%
SV
0%
0.1MPa
Maximum Gas Flow C/V Open Set
From BMS
Auto Set Down
Gas C/V Position
From Other Boiler
M
/
T

F
F

S
i
g
n
a
l
F
r
o
m

B
M
S
Total Gas Flow
Master SP
From Master Loop
Gas C/V Position
From Gas Flow Control
HSE
SH Steam Press.
From Other Boiler
SH Steam Press.
From Master Loop
Output
From Other Boiler
PI
PI
MAN
HSE
SV
0%
SV
1%
SW
SUB
HMS
PI
HMS
LSE
O
u
t
In
O
u
t
In
RELAY
Dump Steam Press.
Control Valve (1)
Output
From Other Boiler
RELAY
AS
I/P
Dump Steam Press.
Control Valve (2)
Dump
Piston
Valve
AS
I/P
OR
AND
OFT
SV
0.6%
0.05MPa
Recommended BOG Gas Flow
0-8400 kg/hr : 4-20 mA
From
Yard System
Excess. BOG Dump Order
on at Signal
From
Yard System
Dump Available
on at Signal
From
Yard System
IAS
BGB
A/M
A/M
0.05MPa

4) Fuel Oil Flow Control
Field
Field
PLC
LAG
FM PX
Fuel Oil Flow
0-5500 kg/h
4-20 mA
370B
Fuel Oil Press.
0-3 MPa
4-20 mA
231B
LAG
FO Press.
To FO Press.
Discharge Control
FO Flow
(Based on Boiler Load)
To Gas Flow, Air Flow Control
(Set Point) & Total Fuel Flow
G
a
s

F
l
o
w
(
b
a
s
e
d

o
n

B
o
ile
r

L
o
a
d
)
F
r
o
m

G
a
s

F
lo
w

C
o
n
t
r
o
l
SV
0%
SV
300%
SV
**%
FO Mode : 0.5MPa
Dual Mode : 0.4MPa
SV
200%
SV
100%
SV
3%
SW
FO BNR Stop
SW
SW
LSE
SUB
Flow/Press.
Select
SW
SW
SW
3 BNR Run
HMS
SW
2 BNR Run
SW
SW
SW
MUL
HSE
FO Press. To FO Flow
O
u
t
In
Gas Flow To FO Flow
O
u
t
In
PI
FO Boost Up
From BMS
FO C/V Set
From BMS
B
o
i
l
e
r

L
o
a
d
F
r
o
m

M
a
s
t
e
r

L
o
o
p
(
2
)
F
O

M
a
x
.

F
l
o
w
F
r
o
m

T
o
t
a
l

F
u
e
l

F
l
o
w
F
O

E
x
t
i
n
g
u
i
s
h

S
e
q
.
F
r
o
m

B
M
S
Burner Limit
OR
PI
SV
7.7%
0.23Mpa
FO C/V Fix Position
SV
0%
SV
**%
Recirculation
Position
SV
**%
Ignition Position
Ignition
Position
SV
0%
SW
FO Shut Off V/V Close
MAN
EM-M
Fuel Oil
Control Valve AS
I/P
220B
IAS
BGB
A/M
A/M
LNGC GRACE ACACIA

5) Gas Flow Control (Gas Flow)
Field
Field
PLC
TX
Gas Temp.
-50 - 200 deg.C
Pt100
238B
Gas Flow Transmitter
0-4100 kg/h
(0-10 kPa)
4-20 mA
249B
IS
DPX
IS
ohm/I
PX
Gas Press.
0 - 150 kPa
4-20 mA
230B
IS
Designed at 30 deg.C
O
u
t
In
O
u
t
In
O
u
t
In
MUL
MUL
MUL SV
***
SV
0%
SW
All Gas Burner Stop
LAG
Gas Flow
To Gas Flow Control
Gas Flow
To F.O Flow, Gas Flow,
Air Flow Control (Set Point)
& Total Fuel Flow

6) Gas Flow Control
Field
Field
PLC
SW
SUB
SW
B
o
i
l
e
r

L
o
a
d
F
r
o
m

M
a
s
t
e
r

L
o
o
p

(
2
)
FO Flow
From FO Flow Control
FO Manual
SW
MIN
HSE
PI
PI
SV
**%
SV
3%
Minimum
FO Flow
Gas Flow
Gas C/V Position
To Dump Control & IAS
Burner Increase Seq.
From BMS
Gas Flow
Gas Max. Flow
SV
***%
Minimum
Gas Flow
*** kg/h
SW
SV
**%
SV
0%
HMS
SW
SV
0%
OR
Boiler Gas V/V Close
From BMS
Gas Ignition
From BMS
SV
0%
***kg/h
MAN
EM-M
Gas Flow
Control Valve AS
I/P
208B
IAS
BGB
A/M
A/M

LNGC GRACE ACACIA

7) Atomising Press Control
Field
Field
PLC
PI
SFT
FO Temp Bypass Mode
MAN
EM-M
Atomising Press.
Control Valve AS
I/P
226B
IAS
BGB
A/M
A/M
Atomizing Press.
0-2 MPa
4-20 mA
242B
PX
LAG
SV
40%
8bar
SV
25%
0.5MPa

8) Feed Water Control
Field
Field
PLC
Drum Water Level
-300 - +300 mm
4-20 mA
166B
DPX
Steam Flow
0-50kPa
0-70 t/hr
4-20 mA
(Sqr. Root)
167B-1
DPX
Steam Flow
0-50kPa
0-70 t/hr
4-20 mA
(Sqr. Root)
167B-2
DPX
Feed Water Flow
0-50kPa
0-70 t/hr
4-20 mA
(Sqr. Root)
30B
DPX
LAG LAG
LAG
HSE
ADD
PI
PI
ASP
LMS
OR
SW
Variable Mode Select
(Small LDC Monitor
on BCP)
O
u
t
In
O
u
t
In
Steam Flow
To Air Flow (Set Point)
& Steam Temp. Control
Initial 50%
0 mm
SP/PV
DWL SP
IAS BGB
SP/PV
DWL SP
MAN
EM-M
Feed Water
Control Valve AS
I/P
26B
79B
IAS
BGB
A/M
A/M
SV
3.5%
2.5 t/hr
LMS
AND
NOT
SV
18%
15bar
S
H

S
T
M

P
r
e
s
s
.
F
r
o
m

M
a
s
t
e
r

L
o
o
p
B
u
r
n
e
r

R
u
n
F
r
o
m

B
M
S
A
u
t
o

R
u
n
F
r
o
m

M
a
s
t
e
r

L
o
o
p
Hot Start Valve
BMS Logic

LNGC GRACE ACACIA

9) Air Flow Control (Set Point)
Field
Field
PLC
O2 Meter
0-25%
4-20 mA
3 BNR Run
3 BNR Run
167B-2
O2
LAG
SW
ADD
2 BNR Run
Total BNR of Burning
SW
ADD
Base
BNR Run
SW
DIV
ADD
MAX
3 BNR Run
SW
ADD
2 BNR Run
Total BNR of Burning
SW
ADD
Base
BNR Run
SW
DIV
ADD
MAX
MUL
LEAD
MUL
MUL
MUL
ADD
O2 Trim
Factor
Manual Adjuster
Factor
Feed Forward
Excess Air
Ratio Factor
Correction for Number of
Burner Running
BNR Load
O
u
t
O
u
t
In
O
u
t
In
In
Air Flow SP
To Air Flow Control
B
o
i
l
e
r

L
o
a
d
F
r
o
m

M
a
s
t
e
r

L
o
o
p
(
S
)
SW
PI
LLM
HLM
SW
Estimated O2
Contents
Initial 100%
AND
SW
ASP
HMS
O2 Trim Select
From Monitor
2 Burner Run
From BMS
3 Burner Run
From BMS
Steam Flow
From FD W. Control
Gas Flow
FO Flow
SV
100%
SV
100%
SV
103%
SV
105%
SV
70%
IAS
BGB
FO/Air Ratio Adjuster

10) Air Flow Control
Field
Field
PLC
Burner Draft Loss
0-5kPa
4-20 mA
247B
DPX
LAG
Burner Draft
To Master Loop(2)
Control Signal
From Other Boiler
Burner Inc./Dec. Seq.
From BMS
Air Flow SP
From Air Flow Control (Set Point)
PI
MUL
SFT
SW
RELAY
SV
*** SV
***
SV
***
SW
O
u
t
In
OR
Ignition Position
From BMS
Purge Position
From BMS
MAN
EM-M
No.1
Boiler
St-by Fan
Mode
No.1 Boiler
Air Flow Control
Drive
AS
I/P
248B
IAS
BGB
A/M
A/M
RELAY
No.1
Boiler
St-by Fan
Mode
St-by Fan Air Flow Control Drive
AS
I/P
248B

LNGC GRACE ACACIA

11) Fuel Oil Discharge Press Control
Field
Field
PLC
FO Pump Discharge Press.
0-4 MPa
4-20 mA
200B
PX
LAG
From Other PLC
PI Output
From Other PLC
PI SP
FO Press.
From Other BLR
FO Press.
PI
Slave PLC
SV
***
SW
All Pumps Stop
To Other PLC
PI SP
SW
HSE
Slave PLC
O
u
t
In
MAN
RELAY
IAS
BGB
A/M
A/M
Slave PLC
Output
From Other BLR
Output
From Other BLR
To Other PLC
PI Output
FO Pump
Discharge
Press.
AS
I/P
215B

12) Steam Temperature Control
Field
Field
PLC
mV/I
HSE
SH Steam Temp.
0-600 deg.C(CA)
Adjusted Input Range
300-600 deg.C
129B
mV/I
SH Steam Temp.
0-600 deg.C(CA)
Adjusted Input Range
300-600 deg.C
129B
LAG
PI
ADD
ADD
HSE
ASP
Initial
515 deg.C
85.8%
O
u
t
In
O
u
t
In
Steam Flow
From FD W. Control
No.3 BNR Start
From BMS
O
u
t
In
Steam Flow
SV
0%
SV
10%
SW
MAN
EM-M
IAS
BGB
A/M
A/M
SH Steam Temp.
Control Valve AS
I/P
130B
IAS
BGB

LNGC GRACE ACACIA

13) Purge Steam Press Control
Field
Field
PLC
Pargesteam Press.
0-1.5 MPa
4-20 mA
362B
PX
LAG
PI
SV
33%
5bar
MAN
EM-M
IAS
BGB
A/M
A/M
Purge Steam Press.
Control Valve
AS
I/P
399B

14) Total Fuel Flow
Field
Field
PLC
ADD
FO Flow
To Other Boiler
Gas Flow
From Other Boiler
ADD
FO Flow
ADD
Gas Flow
SUB SUB
SV
100%
SW
3 BNR Run
SV
33%
SV
66%
SW
2 BNR Run
F
O

M
a
x
.

F
l
o
w
T
o

F
O

F
l
o
w

C
o
n
t
r
o
l
G
a
s

M
a
x
.

F
l
o
w
T
o

G
a
s

F
l
o
w

C
o
n
t
r
o
l
T
o
t
a
l

F
u
e
l

F
l
o
w
T
o

M
a
s
t
e
r

L
o
o
p
(
2
)

&
S
t
e
a
m

T
e
m
p
.

C
o
n
t
r
o
l
T
o
t
a
l

G
a
s

F
l
o
w
T
o

D
u
m
p

C
o
n
t
r
o
l

LNGC GRACE ACACIA

Part 5 Main Turbine Remote Control System
5.1 Main Turbine Remote Control Specification ....................................5 - 2
5.2 Control Function ...............................................................................5 - 4
5.3 Transfter of Control Location ..........................................................5 - 4
5.4 Telegraph...........................................................................................5 - 8
5.5 Function and Interlock ......................................................................5 - 9
5.5.1 Program Control .........................................................................5 - 9
5.5.2 Auto Slow Down and Preventing Alarm.....................................5 - 9
5.5.3 Auto Spinning...........................................................................5 - 10

Illustration
5.1a System Block Diagram....................................................................5 - 1
5.2a Main Turbine Remote Contorl Diagram..........................................5 - 3
5.4a Telegraph System Block Diagram...................................................5 - 7
5.5.3a Auto Spinning ...........................................................................5 - 10

Part 5
Main Turbine Remote Control System
LNGC GRACE ACACIA

5 - 1 Part 5 Main Turbine Remote Control System
Illustration 5.1a System Block Diagram (Control Loop)

PORT Wing
W/H Control
Lever
To Micro-
Computer
Signal
Computer
Mimic
Board
D/I
AC Source
A/I B
B
B
A
A
C
C
D
D
AHD Valve Pos.
Indicator
STBD Wing
AHD
AST
Stop
ECR Control
Lever
To Micro-
Computer
AHD
AST
Stop
AST Valve Pos.
Indicator
Micro
Computer
D/O
D/O
Solid
State
Switch
Governor
Motor
Governor
Motor
Friction
Clutch
Friction
Clutch
Potentio Meter
Potentio Meter
Potentio Meter
Electric Positioner
Electric Positioner
Potentio Meter
Valve
Position
Transfer
Turbine
AHD
Valve
AST
Valve
Signal
Convertor
Signal
Convertor
Signal
Convertor
Hyd.
Device
Hyd.
Device
RPM
Signal
Detector
Pressure
Transmitter
Fitted to
Sproket of
Main Turbine
Proximity
Main Steam Press.
Auto Slow Down
Shaft Rev. Stop Signal
(Also Used for Auto Spinning)
RPM
Signal
No.1
Detector
No.2
Detector
Signal
Convertor
Signal (D)
Propeller Revolution Steam Pressure
(Y)
10
AHD
AST
100 (rpm)
100 (rpm)
Signal (D)
(Y)
6
1
0 60 kg/cm
Governor Lift
Signal (B)
(mA)
20
4
-2 40 (mm)
Control Lever Output
Signal (A)
-2 AHD AST
Valve Position
Signal (C)
(mA)
20
(Y)
5
4
0 100 (%)
-10
LNGC GRACE ACACIA


5.1 Main Turbine Remote Control Specification

1. General

The remote control system is provided automatic revolution control of the main
propulsion turbine, and in general the controls are carried out with remote
control levers and/or push buttons fitted on navigation console and engine
control console, etc.

The control system is of the electro hydraulic type, the control circuit and
signal transmitters consist of electric and electronics equipment. The actuators
such as nozzle valves and a manoeuvring valve consist of hydraulic servo
equipment.

The proposed remote control system is applied to MHIs type MS turbine
engine

2. Components

The main turbine remote control system consists of the following.

1) Turbine remote control panel : one(1) set

(1) Computer system : DIASYS-Netmation : two(2) sets

(2) Power supply unit for computer : two (2) sets

(3) Mimic unit : one(1) set

TFT colored touch panel computer display. This is attached on the
surface of MTRCP(Main Turbine Remote Control Panel). System
state surveillance, and a setting value check and change can be
performed.

(4) Control board : one(1) set

(5) Safety board : one(1) set.

State detection of the sensor for trip and state detection of trip by-
pass switch are performed. Trip signal will be outputted if it is
required.

(6) Breaker unit : one(1) set

(7) Power supply unit : one(1) set

2) Telegraph Transmitter with Cable(W/H) : one(1) set
Fitted in W/H. Lever type with four(4) cables.

3) Telegraph receiver (ECR & M/S) : two(2) set

Fitted in ECR(Lever type with terminal) and on Emergency gauge
board in M/S.

4) Telegraph repeater(Over Head Type) : one(1) set

Fitted at W/H ceiling.

5) Telegraph logger : One(1) set

Fitted in W/H console

6) Sound speaker : One (1) set

Installed in ECR console.

7) Telegraph gong : one(1) set

Fitted in machine side

8) Electric positioner : two(2) sets

For AHD valve and AST valve with following components

(1) Governor motor : One (1) set

(2) Reduction gear : One (1) set

(3) Potention meter : One (1) set

(4) Micro switch : Four (4) sets

9) Valve position transmitter : two(2) sets

For AHD valve and AST valve.

(1) Potension meter : one(1) set

(2) Micro switch : four(4) sets

10) Emergency gauge Board : one(1) set

Fitted in machine side

11) Max. speed setter : one(1) set

Fitted on ECR console..

12) Wing control lever : two(2) sets.

Fitted on STBD wing and PORT wing console.

13) Transformer for telegraph power : one(1) set

Fitted in W/H console.

14) Proximity switch : one(1) set

For detecting Main shaft rotation.

LNGC GRACE ACACIA

Illustrator 5.2a Main Turbine Remote Control System Diagram

Tacho
Generator
TG
CH07
CH08
CH09
CH10
Turbine
Propeller
Astern
Maneuvring
Valve
PT
Potentio Meter
GOV
MTR
GOV
MTR
Governor
Motor
PT
Governor
Motor
Potentio Meter
Ahead
Nozzle Valve
Solid State
Realy
CH13
(Ahead)
(Astern)
CH12
CH11
PI
PI
(AHEAD)
(ASTERN)
PV2
PV2
PI
Controller
PI
Controller
CH06
CH04
CH05
CH03
CH01
CH02
Function
Generator
Function
Generator
FG1 SV1
SV2
FG2
Gov.
Lift
RPM
V/Gov.
Lift
V/Gov.
Lift
FG1
FG2
V/RPM
V/RPM
W/H
Control Lever
ECR
Control Lever
Potentio
Meter
Potentio
Meter
Auto Power
Reduction
Over Speed
Setter
AS
SV
Generator
SV
Generator
SV2
SV1
Signal A Signal B Signal C
(V)
AHD
AST
100
40 (mm) -2
4
20
(mA)
AST AHD 0
Function
Generator
Function
Generator
FG1
V/Gov.
Lift
SV1
Gov.
Lift
SV
Generator
SV
Generator
SV2
SV1
AS
AS
V/RPM
FG1
FG2
FG2
V/RPM
V/Gov.
Lift
SV2
RPM
PI
Controller
PI
Controller
PI
PI
PV1
PV1
PV1
PV1
PV2
PV2
MVH
MVS
ASR
ASL
ASE
Electrical
Positioning
Controller
(Ahead)
Electrical
Positioning
Controller
Electrical
Positioning
Controller
(Astern)
Electrical
Positioning
Controller
AHR
AHL
AHE
MVS
MVH
AHR
AHL
AHE
ASR
ASL
ASE
100
CH16
CH15
A
A
Solid State
Realy
LNGC GRACE ACACIA

5.2 Control Function

1. General

The main turbine is controlled to Ahead, Astern, Start and Stop according to the
predetermined time schedule by operating the control lever which is fitted on
the navigation console in W/H, and the engine control console in ECR, and the
both WING control panel.

In maneuvring zone of the turbine revolution, the remote control system is in
revolution control(RPM control) mode which has PI(Proportional integral)
control function with high speed response and high accuracy

In NAV.FULL zone of the turbine revolution, the remote control system is in
valve position control mode with program(Time schedule) control.
After the main turbine stops, the main shaft automatically changes to auto
spinning mode.

If the control function by the control lever failed, the operator can control the
valve position directly by PB control switch on the engine control console in
ECR for back up facilities.

2. Control

The remote control system provides lever control mode and PB control mode.
In case of the PB control mode, the governor motor is controlled directly by
operating the PB control with watching the valve lift indicator and the
revolution indicator.

In case of the lever control mode, it provides revolution control function and
valve position control function.
In maneuvring zone, the system is controlled by the revolution control function
with the valve position control function as minor control loop.

In NAV.FULL zone, the system is controlled by only the valve position control
function.

The Illustrator 5.2a shows the system control diagram. The control lever
consists of position meter which generates the set value(signal A)and limit
switches which discriminate the direction of lever operation.

The feedback signals consist of governor lift signal(Signal B) and shaft
revolution signal (Signal C).

The governor lift signal is generated in electric positioner consists of potentio
meter and micro switches.

The revolution signal of main shaft is generated for the revolution control
function in maneuvring zone.

All control functions and interlock functions are performed by micro computer
system, and these functions are connected with each other in the micro
computer system.

5.3 Transfer of Control location

1) Change over the control location
Change of the control location is as follows.

(1) : Lamp On : Lamp Flashing - : No operation

(2) The buzzer an gong sounds while a lamp is flickering.

(3) Change the control location after the matching action of W/H and
ECR control lever
Ind. Lamp

M/S
C.O.S Position
ECR
Location
P.B
W/H
ACK. P.B
M/S ECR W/H
Control
Position
Remark
M/S - - O M/S
M/S

REMOTE
- - O M/S

M/S

ECR
REMOTE
ECR P.B
ON
- O ECR
REMOTE
W/H P.B
ON
- O ECR
ECR

W/H
REMOTE - ACK.ON O W/H
REMOTE
ECR P.B
ON
O ECR
W/H

ECR
REMOTE - ACK. ON O ECR
REMOTE
M/S P.B
ON
- O M/S
M/S

ECR

REMOTE

M/S
- - O M/S
LNGC GRACE ACACIA

2) When the W/H staff requires to take over the control and engine conditions are as follows.

3) When the bridge staff requires to be controlled by the ECR staff.

.

W/H staff orders by
Telephone or interphone.
The ECR staff recognizes the coincidence of
lighting A and pointer B confirm
matching lamp ON.
The ECR staff transfers
the control location from W/H to ECR
The propeller rpm can be directly
Controlled by ECR telegraph lever.
ECR indicating lamp is lighting and W/H
control indicating lamp is flickering
and the buzzer and gong sound.
W/H staff acknowledges and
transfers the control location from W/H
to ECR staff by pushing the control location
acknowledge push button.
ECR indicating lamp is lighting and W/H
control indicating lamp is off

: Operation by the bridge staff.
: Operation by the ECR staff.
W/H staff orders by telephone or interphone
The ECR staff recognizes the coincidence of
lighting A and pointer B confirm
matching lamp ON.
The ECR staff transfers
the control location from ECR to W/H.
A
The propeller rpm can not
be controlled yet by
W/H control lever.
W/H CONTROL indicating lamp flickers and the buzzer and gong sound.
The W/H staff acknowledges and transfers
the control location from ECR to W/H staff
by pushing the control location acknowledge
push button.
W/H CONTROL indicating lamp is continuously lighting.
Propeller rpm can be controlled directly by W/H control lever.

: Operation by the bridge staff.

: Operation by the ECR staff.
B
LNGC GRACE ACACIA

4) Wing Control Selection

Change of mode the control position is as follows.

W/H PORT WING

PORT WING W/H

SELECTION ACK. SELECTION ACK.
W/H
PUSH BUTTON

PORT

PORT

CENTER

CENTER
PORT WING
ACKNOWDGE

ACK

ACK

ACK

ACK
PORT WING
IND. LAMP
O TIMER 2SEC X
CENTER
IND. LAMP
O X O O
STBD WING
IND. LAMP
X X X X
W/H LAMP FOR
CONTROL
LOCATION
W/H
CCR LAMP FOR
CONTROL
LOCATION
W/H
ECR LAMP FOR
CONTROL
LOCATION
W/H
M/S LAMP FOR
CONTROL
LOCATION
W/H
: STBD WING to be same as PORT WING.
Note
Wing control to be available only when W/H is selected as the control location in the remote control system.

LNGC GRACE ACACIA

Illustrator 5.4a Telegraph System Block Diagram

F
E
S
B
R
U
F
E
S
B
R
U
F
E
S
B
R
U
BUZZER
PORT WING
STBD WING
CONTROL
PANEL
WING
BUZZER
CONTROL
PANEL
WING
TURBINE REMOTE
CONTROL PANEL
CLOCK
BUZZER
TELEGRAPH
LOGGER
TELEGRAPH
REPEATER
SOUND
SPEAKER
PUSH
BUTTON
MAIN TELEGRAPH
WITH LEVER
SUB
TELEGRAPH
ELECTRIC
GONG
TELEGRAPH TRANSMITTER WITH W/H
WHEEL HOUSE
(NAVIGATION CONSOLE)
ECR
MACHINE SIDE
(ENGINE CONTROL ROOM)
GONG STOP
MAIN TELEGRAPH
WITH LEVER
SUB
TELEGRAPH
TELEGRAPH RECEIVER WITH ECR
TELEGRAPH RECEIVER
TELEGRAPH
RELAY UNIT
W/H MTRP
RELAY UNIT
MICRO
COMPUTER
MICRO
COMPUTER
ACK
MAIN TELEGRAPH
WITH LEVER
SUB
TELEGRAPH
MICRO
COMPUTER
LNGC GRACE ACACIA

5.4 Telegraph

1. Main telegraph

In case of W/H control mode, the main engine is controlled by the control lever
in the navigation console, and the telegraph order is indicated on the control
lever on the ECR engine control console.

When changing the telegraph order by operating the control lever on the W/H
console. The gongs of the machine side and buzzers on the W/H and ECR
sound for 2 seconds for attention.

In case of ECR control mode, the telegraph order from W/H is indicated on the
control lever on the ECR and the gongs sound until the control lever on the
ECR coincides with the order from the W/H.

Telegraph receivers are fitted on emergency gauge board at the machine side.
The telegraph receiver indicates the telegraph order and provides reply function.

2. Sub telegraph

The order of FINSHED WITH ENGINE, STAND-BY, RUNG-UP are
send by operating push button switches SUB TELEGRAPH on the W/H and
ECR console.

When changing the order from the W/H, the indicator of each sub telegraph
flickers and each buzzer and gong sound until the answer is given in ECR. For
M/S, the indicator with the above three orders is provided.

In order of STAND-BY, the buzzers and gong are stopped with the indicators
still flickering by pressing push button S/B GONG STOP of ECR, and after
finishing the actual plant stand-by operation, the reply pushing of STAND-
BY is done, then the indicators become steady and the buzzers and gongs
sound for 2 seconds.

3. Telegraph logger

The telegraph logger prints message of the telegraph order and replay with each
event time and integral RPM in event stop order with shaft revolution below 5
RPM.

4. Telegraph order indicators in wheel house

The telegraph order indicators are provided for indicating the telegraph order in
the W/H ceiling.

In case of W/H control mode, when changing the telegraph order, the indicators
flicker for 2 seconds.
In case of ECR control mode, when the telegraph order is changed from the
W/H, the indicators flicker until the control lever of the ECR is operated to new
order. After matching the operation of each control lever, the indicators go
steady.
LNGC GRACE ACACIA

5.5 Function and Interlock

5.5.1 Program Control

The acceleration is controlled by the tie schedule function to limit thermal
stress of turbine..

1. AHD control

2. AST control

------ : The characteristic on by-pass notch of program control by-
pass switch on the W/H, ECR control
* : Adjustable

5.5.2 Auto Slow Down and Prewarning Alarms

During lever control, the function of automatic slow down operates to limit the
operation range of the valve position to protect the plant as shown below.
Cause signals are transmitted to IAS individually. Pre-warning alarm is
indicated on operating panel of W/H and ECR, IAS
No. Condition
Function
No
Pre-warning
alarm.
1 Main Steam Press. Low 1 O
2 Boiler Drum High Level. 2 O
3 Boiler Drum Low Level 2 O
4 Main Steam High Temp. 3 O
5 Main Condenser Low Vacuum. 3 O
6 S/T BRG High Temp. 3 O
7 Main Condenser Level High 3 O
8 One Boiler Trip 3 O

1. Function No. 1

Note
When main steam press goes down below Z point, pre-warning alarm is
issued unit Y point.
When main steam press goes down below Y point, ACT alarm is issued,
but valve lift can be opened 100%
Then, if main steam press goes down until X point, valve lift will become
0%

2. Function No.2

Note
Pre-warning and individual cause alarm at the above setting shall be
initiated as follows.
- 7 sec later from cause.
- 5 sec prior to slow down starts.

NORMAL ABNORMAL

DRUM LEVEL

Timer Count 7sec

5sec
PRE-WARNING ALARM(5sec)and
Individual alarm indicated (CH86)

SLOW DOWN ACT Confirm time(X)
NORMAL
X
VALVE LIFT
100%
0%
DRUM LEVEL
Drum
level
ACCELERATION ACCORDING
TO THE PROGRAM
SCHEDULE FUNCTION
X Y
HIGH
LEVEL
Confirmation time (X) : set point No.87(Adjustable) set : 12sec
Decelerating time(Y) : set point No.88(Adjustable) set : 46sec
STEAM
PRESS
VALVE LIFT LEVER POSITION 100% (VALVE LIFT)
STEAM
PRESSURE
ACCELERATION ACCORDING TO
THE PROGRAM CONTROL
FUNCTION
MPa
5.2
4.8 0%
VALVE LIFT
AHD
AST
100%
100%
0 STEAM PRESSURE
X Y
0~3.9 4.2~4.9 4.9~5.0 8.0 MPa
FULL
OPEN
CLOSE
A

B

* *
30 ~ 60
SEC
60 ~ 120
MIN
20
SEC
X, Y is decided In
accordance
with turbine Performance
X:SET POINT NO.82 (adjustable)
Y:SET POINT NO.83 (adjustable)
A : about X rpm lift
B : about Y rpm lift
FULL
OPEN
CLOSE
30 ~ 60
SEC
20
SEC
C : about X rpm lift
D : about Y rpm lift

X, Y is decided In
accordance
with turbine Performance

60 ~ 120
MIN
* *
C
D
Z:SET POINT NO.81 (adjustable) Z
PRE-WARNIG TIME : set point No.86 (Adjustable) set : 5sec
LNGC GRACE ACACIA

3. Function No.3

In the event of the abnormal condition in the category of Function No.3
when the telegraph lever position or the valve position is in NAV. FULL
zone, the AHD valve is limited lower of NAV. FULL zone position
automatically, and this function is reset by operating the control lever under
AHEAD FULL UPPER position.

For example

Note
*1 : After cause signal appears, the PRE-WARNING time before ACT can
be set up with CH285(Initial setting is 5sec)
*2 : After cause signal appears, the CONFIRMATION time to ACT can be
set up with CH286~293 for each of cause signals. (Initial setting is 5sec)

Above (1) ~ (3) functions are cancelled by changing the auto slowdown by-
pass switch on the navigation console in ECR and W/H.

5.5.3 Auto Spinning

The turbine rotor is automatically rotated to ahead or astern direction
alternately after 20seconds of turbine stop to prevent the turbine rotor bending.
The auto spinning function is effected in the following conditions.

(1) Auto spinning by-pass switch is NOR notch.
(2) On lever control mode.
(3) the control lever is in stop position.
(4) the main shaft is in stop condition.(0rpm)
(5) Turning gear disengaged.

Illustration 5.5.3a Auto Spinning

ALARM
OR
OR
TIMER
XX
(1-3 SEC)
AHD GOV MTR
RAISE SIGNAL
LOCK
AHD VALVE OPEN
CONDITION MORE
THAN 30 SEC. XX
ALARM
M/T RPM
ALARM
ALARM
ALARM
L
15 SEC
TURNING GEAR
NOT DISENGAGE
M/T RPM
SPROKET RPM
AUTO SPIN LAMP ON
REPEAT SAME SEQUENCE
USED FOR GOVERNOR
MOTOR INCHING
RAISE DRIVE TIME
AND PAUSE TIME
TO BE SETTED
( )
AND
TIMER
XX
(2 MIN)
AHD GOV MTR
RAISE
ON
RPM CONTROL LOCK
AHD NOZZLE
VALVE OPEN
LIMIT SW ON
TURBINE
STEAM ON
AND
X ALARM
MAIN SHAFT
ROTATED
(ABOUT 1/10 RPM)
AHD GOVE MTR
LOWER SIGNAL
ON
AHD VALVE
SHUT
PROPELLER
SPEED DOWN
MAIN SHUT STOPS
(LESS THAN 1/10 RPM)
MAIN SHUT STOPS
PROPELLER REV.
XX
MORE THAN 10 RPM
MAIN SHAFT
ROTATED
(ABOUT 1/10 RPM)
TURBINE
STEAM ON
INTERRUPTING
SIGNAL
PROPELLER REV.
XX
MORE THAN 10 RPM
TIMER
XX
(2 MIN)
TIMER
XX
( 1-3 SEC )
TIMER
XX
(3 MIN)
AND
AUTO SPINNING
SIGNAL ON
AST GOV MTR
RAISE SIGNAL
LOCK
AST VALVE OPEN
CONDITION MORE
THAN 30 SEC. XX
AST GOV MTR.
RAISE SIGNAL
ON
AST GOV MTR.
SOWER SIGNAL
ON
AST VALVE
STOP
AST MANEUV.
VALVE OPEN
LIMIT SW ON
A
H
E
A
D
A
S
T
E
R
N
ABOUT
0 RPM
MAIN SHAFT ROTATION
DETECTOR OPERATING POINT
(1/10 RPM)
SHUT THE AHD VALVE
CONTINAUALLY PROPELLER RPM
ABOUT
0 RPM
START TO OPEN
AST VALVE
AST VALVE
OPENING DEGREE
OPEN THE VALVE
INTERMITTENTLY
XX : ADJUSTABLE
MAIN SHAFT ROTATION
DETECTOR OPENING POINT
(1/10 RPM)
3-4 RPM
SHUT THE AST VALVE
CONTINUALLY
PROPELLER RPM
TIME
1/10 RPM
1/10 RPM
AUTO SPINNING
SIGNAL ON
OPEN THE VALVE
INTERMITTENTLY
15SEC 15SEC
START TO OPEN
AHD VALVE
AHD VALVE OPENING
DEGREE
3-4 RPM
LEVER CONTROL
CONTROL LEVER
STOP POSITION
AUTO SPINNING
SW ON
MAIN SHAFT STOPS
TIMER
3 MIN
SHAFT STOP
ALARM
TIMER
(15 SEC)

MAIN
CONDENSER
LOW VACUUM
AHD VALVE
POSITION 100%

FULL UPPER
Low vacuum
condition
Time
*1 : Pre-warning Time (Adjustable)
*2 : Confirmation Time
Time
LNGC GRACE ACACIA

Part 6 Description of Critical Operation
6.1 Flooding in the Engine Room........................................................... 6 - 1
6.2 Main Boiler Emergency Operation ................................................... 6 - 2
6.2.1 One-Boiler Operation ............................................................. 6 - 2
6.2.2 Operation of Stand by FDF..................................................... 6 - 4
6.2.3 Emergency Operationl ............................................................ 6 - 6
6.3 H.P. and L.P. Turbine Solo Running Operation................................. 6 - 8
6.4 Restore Engine Room Plant from Dead Ship Condition................... 6 - 9

Illustrations
6.1a Floodable time, control position and method for valve operation... 6 - 1
6.2.2a 6.2.2a Operation of Stand by FDF .............................................. 6 - 3
6.2.3a Boiler Emergency Operation Panel .............................................. 6 - 5
6.3a H.P. and L.P. Turbine Solo Running Operation............................... 6 - 7

Part 6
Description of Critical Operation
LNGC GRACE ACACIA

6 - 1 Part 6 Description of Critical Operation

6.1 Flooding in the Engine Room

1. General

Under normal circumstances, the engine room bilges are pumped to the bilge
holding tank using the E/R bilge pump. The pump is started and stopped, and the
suction valves opened and closed, by level switches in the port and starboard
midship bilge wells. The bilge holding tank is pumped through the bilge water
separator with the water being discharged overboard and any oil separated out by
the bilge water separator being discharged to the oily bilge tank.

If, however, the level in the bilge well being pumped has not been lowered to the
pump stop level after the pump has started, and after a preset (adjustable) time,
an alarm is given on the central alarm system.

NOTE
Flooding in the engine room may be due to collision, running aground,
corrosion of water pipes, broken rubber expansion bellows, etc. and the
immediate action will depend upon the nature and severity of the
flooding.

The first priority in any case of flooding must be to control the rise in water level,
either by controlling the inflow or pumping the water out. Pipework damage can
be relatively easily controlled by isolating sections, whereas hull damage is not
so easily checked.

Isolating sections of pipework will of necessity involve shutting down items of
plant served by that section of pipework. To help avoid this, a fibre rope
wrapped around a sea water pipe is often effective in reducing the flow and also
acts to reinforce the pipe.

If the flow can be effectively reduced, use the large diameter bent welding rods
with the flux removed.

If the main circulating system is damaged and cannot be repaired in service, the
main engine and turbine generators will have to be shut down and the boilers
secured until repairs have been effected. If the sea water service system is
damaged and cannot be repaired in service, all engine room services will have to
be shut down and the emergency diesel generator started.

If plastic steel or other proprietary compound is used to repair a section of pipe,
follow the manufacturers instructions, and allow at least 24 hours after
application for the compound to dry before pressurising the pipe.

Illustration 6.1a Floodable time, control position and method for valve operation

NO
Start E/R bilge pump, taking suction
from its bilge main and any of the associated
bilge wells, and ensure that it is pumping.
If it does not pump immediately, investigate
in particular that no additional suction valves are
open.
The inflow of water is exeeding
the capacity of the reciprocating
bilge pump.
Summon assistance using
the engineer's call bell.
Procedure
YES
Is E/R bilge pump pumping ?
NO
Check reason why E/R bilge
pump is not pumping.
Check the position of all valves,
particularly that extra suction
valves are not open.
YES
LEVEL STILL RISING
Is E/R bilge pump running ?
LEVEL NOT RISING
Find and isolate the source
of ingress of water.
Restrict the rate of entry by
any means available, such as
shoring, bandaging, caulking,
if the source of water cannot
be isolated by valves.
LEVEL STILL RISING
Start bilge pump, taking
suction fromthe direct bilge
suction & discharging
directly overboard.
LEVEL NOT RISING
Find and isolate the source of
ingress of water.
Restrict the rate of entry by any
means available, such as
shoring, bandaging, caulking,
if the source of water cannot be
isolated by valves.
LEVEL NOT RISING
LEVEL STILL RISING
Advise Bridge for further action.
Find and isolate the source of
ingress of water.
Restrict the rate of entry by any
means available, such as shoring,
bandaging, caulking, if the source
of water cannot be isolated by
valves.
Advise bridge.
Stop the main engine and secure
it aganist the ingress of water.
Isolate equipment from the main
switchboard before the equipment
is flooded.
Before the sea water pumps are
flooded, it will be necessary to shut
down the boilers, stop the turbine
Generators, and start the
emergency diesel.
Secure the boilers against the
ingress of water. Secure the main
Feed pumps, turbine generators
and diesel generator against the
ingress of water
Start No.1 Main Cool.S.Wpump for
Discharging fromemergency bilge
suction.

LNGC GRACE ACACIA

6.2 Main Boiler Emergency Operation

6.2.1 One-Boiler Operation

When it becomes necessary to run the ship with one boiler in operation due to an
unexpected problem, operate the boiler paying attention to the following points.

1. Allowable Maximum Continuous Evaporation for One-boiler Operation

Allowable maximum continuous evaporation is 68 ton/h. Whether the
maximum continuous evaporation is reached or not should be judged by the
burner oil pressure or ACC oil flow meter. At the maximum continuous
evaporation, oil pressure 1.7 MPa and oil flow is about 5,021kg/h with three
burners in use

2. Instructions for One-Boiler Operation at Maximum Evaporation

1) Pay attention to the condition of combustion and adjust air flow
properly. The fan is operating near the maximum load, so take care that
black smoke is not emitted during load changes.

2) Make boiler load changes as slowly as possible.

3) When cleaning burner tips, reduce boiler load beforehand. When only
one burner is in service, the maximum evaporation of the boiler is 25 t/h,
so reduce the boiler load below this before cleaning burner tips. If the
boiler load is not reduced, steam pressure decreases.

4) Pay attention to steam temperature rise. Reduce the boiler load if steam
temperature is 515C or higher with STC control valve fully opened.

3. Instructions for Boiler out of Operation

1) Completely isolate the boiler out of operation from the boiler in
operation. Particularly when making repairs, check main steam stop
valve, feed water valve, ACC steam pressure detecting root valve,
auxiliary steam desuperheated steam outlet valve, drain valve, chemical
dosing valve and other lines which are connected to the other boiler.

2) When the boiler is shut down for a long time, it should be preserved by
the wet lay-up method.

LNGC GRACE ACACIA

Illustration 6.2.2a Operation of Stand by FDF

No.2
Main Boiler
No.3 Feed Draft Fan
No.2 Feed Draft Fan
E
c
o
n
o
m
i
z
e
r
S
.
A
.
H
S
.
A
.
H
E
c
o
n
o
m
i
z
e
r
No.1 Feed Draft Fan
No.1
Main Boiler
LNGC GRACE ACACIA

6.2.2 Operation of Stand by FDF

1. Introduction

When a fan cannot be used for some reason, it is necessary to fire two boilers
with stand-by fan. If one of the fans fails for some reason, the boiler on the
same ship side is shut down by the fuel oil emergency shut-off equipment. On
the other hand, the boiler in normal operation receives ACC signals to take
over the load of the boiler which was shut down, so if the fan failure alarm
sounds, the load on the main engine should be reduced immediately. If stand-
by fan operation is found necessary as the result of an investigation of the
cause, operation should be made in accordance with the following procedure.

1) Close the outlet damper of the fan which failed.

2) Open the common duct damper of failed boiler side. Operate stand-by
F.D. fan. The fuel oil emergency shut-off valve for the shut-down boiler
is now ready to open.

3) Select stand-by fan mode.

4) Switch ACC from auto to manual. Fuel oil auto/manual switch and fan
auto/manual switch should be put in manual mode for both No.1 and
No.2 boilers.

5) Perform furnace purge of the shut-down boiler. Open the air slide of the
base burner, put the burner wind box air pressure at about 20 mmAq
and purge for at least 5 minutes. Pay attention to air flow adjustment so
that the boiler in normal operation is not shout of air.

6) Fully open the boiler starting valve.

7) Open the fuel oil emergency shut-off valve.

8) Light off the boiler which is shut down. After lighting off, adjust oil
pressure to about 0.4MPa and raise steam pressure at the same
combustion rate until the pressure reaches the same pressure as the
other boiler. Take care so that pressure raising rate is not higher than the
pressure raising curve.

9) Start two-boiler operation. When the pressure of the boiler has reached
the same pressure as the other boiler, start two-boiler operation and
close the superheater starting valve.

10) Put the fuel auto/manual switch in auto position for both boilers.
Switching should be made after boiler load has become steady.

11) Increase the main engine load gradually.

NOTE
1. The fan is operated near the maximum capacity and air pressure
s low, so draft loss is liable to occur. So increase the frequency
of soot blowing for the main boiler and economizer to 3~4 times
a day.

2. The steam outlet valve of the shut-down valve of the shut-down
boiler need not be operated at all.

3. Cleaning of burner tip. Change the burner to gas burner for each
boi l er and cl ean i t . Shut down one bur ner at a t i me
simultaneously for each boiler and after cleaning, light off one
burner at a time simultaneously for each boiler. Note that if the
number of burners in use is different between two boilers, air
distribution becomes uneven, causing problems in air flow
adjustment.

LNGC GRACE ACACIA

Illustration 6.2.3a Boiler Emergency Operation Panel

NO.2 BOILER
NO.1 BOILER
ABC EMERG CONTROL
BMS EMERG CONTROL
NO.R EMERG
37B
38B
NO.R BURN
PURGE
IGNITER
NO.2 BURNER
OFF ON
F O SHUT V/V
CLOSE OPEN
F O V/V
CLOSE OPEN
F O V/V
CLOSE OPEN
F O V/V
CLOSE OPEN
IGNITER
OFF ON
IGNITER
OFF ON
45B
44B
43B
34B
EMERGENCY OPERATION
BASE BURNER
42B
41B
40B
NO.3 BURNER
48B
47B
46B
PURGE FINISH
ABC EMERG CONTROL
NO.R EMERG
BMS EMERG CONTROL
NO.R BURN
PURGE
IGNITER
OFF ON
IGNITER
OFF ON
IGNITER
OFF ON
39B
37A
38A
NO.2 BURNER
45A
36A
43A
34A
EMERGENCY OPERATION
BASE BURNER
42A
40A
NO.3 BURNER
48A
46A
PURGE FINISH
39A
F O V/V
CLOSE OPEN
F O V/V
CLOSE OPEN
F O V/V
CLOSE OPEN
F O SHUT V/V
CLOSE OPEN
47A 41A 44A
36B
LNGC GRACE ACACIA

6.2.3 Emergency Operation

1. Loss of Water

1) In case the water level falls below the visible range of the water gauge
due to failure of the feed water supply or neglect of the operator, close
the fuel supply valves of the burners-immediately.

2) When the feed water is nor operating for a long time, close the feed stop
valves and the main and auxiliary steam valves. Secure the burners and
forced draft fan. Open the starting valve and gradually reduce the steam
pressure.

3) Do not attempt to add water until the boiler is cooled down sufficiently so
that there is no likelihood of damage due to water coming in contact with
overheated pressure parts.

2. Loss of Fire

1) Close burner valves immediately.

2) Reduce the burner air pressure.

3) Before relighting any burner, allow the furnace to clear of combustion
gases from any unburned oil.

4) Use a igniter to relight the burners. Do not attempt to light up from hot
brickwork.

3. Tube Failure

1) Shut off the fuel supply to the burners immediately. If the tube failure
has resulted from low water in the boiler, close the feed stop valve & the
main and auxiliary steam stop valves. No water should be fed to the
boiler.

2) If the tube failure was not caused by low water, maintain the water in the
boiler at normal level is possible until the boiler has been cooled. Secure
the main and the auxiliary steam valves. Open the starting valve of
superheater outlet.

3) In either case keep the forced draft fan running and adjust the damper to
maintain sufficient air flow to carry the escaping steam out through the
stack.

4) Do not blow down the boiler unless the casualty is such that it might
endanger the fire room personal.

5) After the pressure has decreased and the fires are cut, stop the boilers
and close all possible sources of air flow into the boiler furnace. Allow
the boiler to cool off slowly.

4. Failure of Forced Draft

1) Stop the fuel supply to the burners immediately.

2) Restart the fan and purge furnace of gases. Close all burner air registers.

3) Light up the burners one at a time, using a igniter. Do not attempt to
keep burners in service until the fan is being restarted as the economiser
and air preheater will be badly fouled with soot in a short time and may
result in a soot fire in them which can cause considerable damage.
LNGC GRACE ACACIA

Illustration 6.3a HP and LP Turbine Solo Running Operation

TO OPERATATE H.P TURBINE ALONE TO OPERATATE L.P TURBINE ALONE
Procedure for Fitting Emergency Exhaust Pipe
(To Operate HP Turbine Alone)
1.Remove crossunder pipe and expansion joint.
2.Install blind flange on LP turbine steam inlet.
3.Remove blind flange on emergency exhaust inlet.
4.Install emergency exhaust pipe, orifice and
expansion joint in position as shown on the drawing.
Emergency
Exhaust
Pipe
Blind Flange
Orifice
L.P TURBINE H.P TURBINE
L.P TURBINE H.P TURBINE
Installation of Emergency Steam Pipe
(To Operate LP Turbine Alone)
1.Remove crossunder pipe and expansion joint.
2.Disconnet ahead stop valve leak-off steam pipes and
then remove press. gauge pipe and ahead stop valve
3.Install stop vlave fixing device on ahead nozzle control
valve steam inlet flange.
4.Install blind flange on HP turbine exhaust mouth.
5.Install braket on the top of HP turbine exhaust chamber
6.Install ahead stop valve in altered direction as indicated
on the drawing. then connect the leak-off steam connection
pipes and press. gause pipe
7.Install emergency steam pipe, ofifice and diffuser in positon
as shown on drawing.
Crossunder
Pipe
Expansion
Joint
Stop valve
Fixing device
Blind Flange
Bracket
Emergency
Steam
Pipe
Diffuser

LNGC GRACE ACACIA

6.3 H.P. and L.P. Turbine Solo Running Operation
(Emergency Operation)

1. General

if either the high pressure or low pressure turbine becomes
inoperative for some reason, the other turbine can be kept running
after disconnecting the unavailable turbine and exchanging the inlet
or cross-over piping to emergency piping. In emergency operation,
special attention must be given to the emergency piping.

2. HP Turbine Solo Operation

1) If the LP turbine becomes inoperative, disconnect the coupling between
the turbine and the first pinion by removing the reamer bolts from
sleeve of LP turbine flexible coupling

2) Install the emergency operating pipe between HP turbine and LP turbine.
(Main condenser) as illustration 6.3a To Operate HP Turbine Alone

3) The astern guard valve will be closed manually.

CAUTION
The astern turbine can not be used.

4) The ahead stop valves will be opened manually and the turbine
operation will be carried out by manipulating the ahead nozzle valve.

5) To operate only the HP turbine, use desuperheated steam as main steam.

6) During the HP turbine solo operation, turn the LP turbine 180 once
every six hours via the flexible-coupling flange to prevent the deflection
of the LP turbine rotor.

7) During the HP turbine solo operation. Use the water spray in the L.P.
turbine exhaust chamber to prevent the overheat of exhaust casing.

8) H.P. turbine solo operation is to be limited to protect the reduction gear
teeth from overloading. The H.P. turbine output is limited by the amount
of desuperheated steam available.

9) Keep the H.P. turbine exhaust chamber pressure below the normal
operating pressure level.

3. L.P. Turbine Solo Operation

1) If the H.P. turbine become inoperative, disconnect the coupling between
H.P. turbine and the first pinion by removing the reamer bolts from the
sleeve of turbine flexible coupling.

2) Disconnect and remove the pipings for warming-up system fitted
around H.P. turbine and insert blank flanges

3) Install the emergency steam pipe between H.P. turbine chest and L.P.
turbine. In this propulsion unit, the ahead stop valve, which is normally
installed at the H.P. turbine, has also function as blank flange to block
steam flowing into H.P. turbine. As illustration 6.3a. To Operate LP
Turbine Alone

4) The Insert blank flanges at the proper flanged connections in the
packing steam and leak-off steam piping to the H.P. turbine so that
steam supply can be blocked.

5) Operate the ahead turbine by means of the ahead stop valve and operate
the astern turbine by manipulating the astern maneuvring valve ant the
engine side.

6) L.P. turbine solo operation is to be limited to protect the reduction gear
teeth from overloading.(Equivalent power and rpm to 70% MCR
revolution at ahead operation)

CAUTION
The chest pressure of the L.P. turbine should not exceed 0.3MPa

CAUTION
All piping units for turbine warming-up system installed at HP
turbine should be removed and proper blind flanges should be
inserted in the emergency operation(For LP turbine solo operation
only)

4. Manual Operation (In Case of Emergency)

If the control mechanism of the ahead nozzle control valves and astern
maneuvring valve becomes inoperative for reason such as lack of control oil
pressure, these valves should be operated by means of emergency handwheels.

LNGC GRACE ACACIA

6.4 Restore Engine Room Plant from Dead Ship Condition

Start boiler forced draft fan.
With all required vents and drains open, commence
to flash the boiler.
Ensure that the furnace is adequately purged prior
to ignition.
(Note The boiler should be flashed up manually
from the local station.)
If the boiler has been shut down for a long period,
allow for low fuel pressure to enable heat and boiler
pressure to rise slowly.
Start engine room fans.
Start boiler forced draft fan.
With all required vents and drains open, commence
to flash the boiler.
Ensure that the furnace is adequately purged prior
to ignition.
(Note The boiler should be flashed up manually
from the local station.)
If the boiler has been shut down for a long period,
allow for low fuel pressure to enable heat and boiler
pressure to rise slowly.
Start engine room fans.
Open boiler stop valves to:
The superheated steam system.
The desuperheated steam system.
The exhaust steam system.
The LP heating steam system
Start-up valve
Ensure all steam line drains are open.
Open the valves to the heating coils of one FO
settling tank, placing the coil drains to the
contaminated drains system.
Open boiler stop valves to:
The superheated steam system.
The desuperheated steam system.
The exhaust steam system.
The LP heating steam system
Start-up valve
Ensure all steam line drains are open.
Open the valves to the heating coils of one FO
settling tank, placing the coil drains to the
contaminated drains system.
Fill The condensate system feed water drains tank,
deaerator, LP feed heater and gland condenser.
Fill The condensate system feed water drains tank,
deaerator, LP feed heater and gland condenser.
Start FO service pump with a burner in a boiler,
Supply diesel oil to the burner with atomising air.
Start FO service pump with a burner in a boiler,
Supply diesel oil to the burner with atomising air.
Shut drum vent when steam issues from it, at
approximately 0.2MPa.
Close superheater and desuperheater drain valves
except superheater outlet valve and open main stop
valve at approximately 0.25MPa.
Shut drum vent when steam issues from it, at
approximately 0.2MPa.
Close superheater and desuperheater drain valves
except superheater outlet valve and open main stop
valve at approximately 0.25MPa.
Shore Supply Available
Establish shore supply.
Shore Supply Available
Establish shore supply.
Dead Ship Condition
Dead Ship Condition
Start the emergency generator, and supply
emergency and main switchboards through the
respective breakers.
Start the emergency generator, and supply
emergency and main switchboards through the
respective breakers.
Supply main and emergency lighting throughout the
vessel.
Supply main and emergency lighting throughout the
vessel.
Put the fire detection system into operation.
Put the fire detection system into operation.
Put the sea water service system into operation.
Put the sea water service system into operation.
Put the fresh water cooling system into operation.
DO supply
Start Pre. LO pump.
Put the fresh water cooling system into operation.
DO supply
Start Pre. LO pump.
Start up the main diesel generator and shift
electric load to the main diesel generator and
stop emergency generator.
Start up the main diesel generator and shift
electric load to the main diesel generator and
stop emergency generator.
Put the instrument air system into operation
Put the general service air system into operation.
Put the DG starting air system into operation.
.
Put the instrument air system into operation
Put the general service air system into operation.
Put the DG starting air system into operation.
.
Fill a boiler to 100 mm above gauge bottom, using
the drain pumps (or direct drop from deaerator).
Fill a boiler to 100 mm above gauge bottom, using
the drain pumps (or direct drop from deaerator).
To Next Page

LNGC GRACE ACACIA


Start auxiliary sea water circulating pump to supply
atmospheric condenser. When boiler at
approximately 1.8MPa pressure, ensure the drains
pump system is operating to the deaerator.
Put one main feed pump into operation to maintain
the boiler level.
The turbine exhaust will be to the deaerator, steam
air heater and HP dump to atmospheric condenser.
Start auxiliary sea water circulating pump to supply
atmospheric condenser. When boiler at
approximately 1.8MPa pressure, ensure the drains
pump system is operating to the deaerator.
Put one main feed pump into operation to maintain
the boiler level.
The turbine exhaust will be to the deaerator, steam
air heater and HP dump to atmospheric condenser.
At 2.0MPa, start warming of main turbine generator.
At approximately 5.0MPa, start up on main turbo
generator.
The electrical load for diesel generator shifts to
main turbo generator.
Shut down the diesel generator and place on
standby.
At 2.0MPa, start warming of main turbine generator.
At approximately 5.0MPa, start up on main turbo
generator.
The electrical load for diesel generator shifts to
main turbo generator.
Shut down the diesel generator and place on
standby.
By manual operation of the burner registers, place
the No.1 unit in use.
When the fuel temperature is approximately 90C
open settling tank outlet valve and close the diesel
oil supply.
Allow the No.1 burner to operate, and continue to
raise the steam pressure in the boiler, on heavy fuel
oil.
By manual operation of the burner registers, place
the No.1 unit in use.
When the fuel temperature is approximately 90C
open settling tank outlet valve and close the diesel
oil supply.
Allow the No.1 burner to operate, and continue to
raise the steam pressure in the boiler, on heavy fuel
oil.
As the steam pressure rises, use the emergency
feed pump to maintain the boiler water level.
With boiler now being fired on heavy fuel oil, the
fuel pressure will require adjusting to maintain
pressure rise.
As the steam pressure rises, use the emergency
feed pump to maintain the boiler water level.
With boiler now being fired on heavy fuel oil, the
fuel pressure will require adjusting to maintain
pressure rise.
Start up all remaining auxiliaries-refrigeration
units/air condition units/not in use fans/galley and
accommodation supplies etc.
Start up all remaining auxiliaries-refrigeration
units/air condition units/not in use fans/galley and
accommodation supplies etc.
(Note ! If the vessel is in dry dock, or alongside a
shore installation, electric power maybe supplied
through the shore breaker.)
However, this is normally used for dry dock
purposes when separate arrangements are made
for cooling water supplies to air
compressors/refrigeration and air conditioning units.
(Note ! If the vessel is in dry dock, or alongside a
shore installation, electric power maybe supplied
through the shore breaker.)
However, this is normally used for dry dock
purposes when separate arrangements are made
for cooling water supplies to air
compressors/refrigeration and air conditioning units.
With the boiler superheater being circulated, as
steam being supplied to the feed pump and turbine
generator, all the boiler drains and vents can now
be closed.
Continue to raise steam pressure, with fuel control
on manual.
Check each system now in use, and gradually
change over all control systems to automatic and/or
remote.
Ensure systems and components that have been
used are placed back on stand-by condition or
isolated e.g. emergency feed pump, emergency
diesel generator etc.
With the boiler superheater being circulated, as
steam being supplied to the feed pump and turbine
generator, all the boiler drains and vents can now
be closed.
Continue to raise steam pressure, with fuel control
on manual.
Check each system now in use, and gradually
change over all control systems to automatic and/or
remote.
Ensure systems and components that have been
used are placed back on stand-by condition or
isolated e.g. emergency feed pump, emergency
diesel generator etc.
At a boiler pressure of 6.0MPa, close the boiler
start-up valve and ensure the boiler ACC steam
flow/pressure valves are open, and change over the
boiler master/fuel and air controllers to automatic.
The boiler should now be providing normal steam
pressure to turbo generator/main feed pump/and
fuel oil heating etc.
At a boiler pressure of 6.0MPa, close the boiler
start-up valve and ensure the boiler ACC steam
flow/pressure valves are open, and change over the
boiler master/fuel and air controllers to automatic.
The boiler should now be providing normal steam
pressure to turbo generator/main feed pump/and
fuel oil heating etc.
Vessel in Live Condition
Vessel in Live Condition
From Previous Page
LNGC GRACE ACACIA

Part 7 Steam Plant Heat Balance System
7.1 100% MCR FO Burning Condition................................................. 7 - 1
7.2 100% MCR DUAL Burning Condition........................................... 7 - 2
7.3 100% MCR BOIL OFF GAS Burning Condition ........................... 7 - 3
7.4 90% MCR FO Burning Condition (Guarantee Condition).............. 7 - 4
7.6 90% MCR DUAL Burning Condition............................................. 7 - 6
7.7 90% MCR BOIL OFF GAS Burning Condition ............................. 7 - 7
7.10 Cargo Unloading Condition (FO)................................................ 7 - 10
7.11 Cargo Loading Condition (FO) ................................................... 7 - 11
7.12 Hotel Load Condition (FO) ......................................................... 7 - 12

Part 7
Steam Plant Heat Balance System
LNGC GRACE ACACIA

7 - 1 Part 7 Steam Plant Heat Balance System

7.1 100% MCR FO Burning Condition
Deoiler
Inspection
Tank
Drain
Cooler
Drain Tank
No.2
Distilled
Plant
Main Pump
Vacuum Pump
Gland Steam
Condenser
Exhaust
Vent
1st Stage
Feed Water
Heater
3rd Stage
Feed Water
Heater
Make-up
M
Loss
Main Boiler
No.1
Distilled
Plant
F.O. Tank Heating
Boiler F.O. Heater
L.O. Purifier Heater
Calorifier
Forcing Vaporizer
Low Duty Heater
Air Conditioning Unit
M
L.P
Turbine
720 mmHg
Vacuum
Main
Condenser
H.P Turbine
Soot Blowers
Steam to Burners
Boiler Feed Water
Pump Turbine
Turbo
Generator
Deaerator
P 2.5
E 127.3
62.5/11
Q 0
Q 600
Q 2338
Q 555
Q 100
Q 102
Q 0
Q 0
Q 0
T 70
Q 2689
E 749.9
Q

3
0
9
5
E

6
6
8
.
5
Q

0
E

0
Q

1
1
7
4
3
0
T

1
4
5
Q

8
0
6
1
E

7
0
1
.
9
Q 4115
E 823.6
Q

5
5
0
9
E

7
2
4
.
2
Q

5
0
E

6
4
9
.
1
Q 0
7.08/2.8
Q 0
Q 3030
Q

3
0
3
0
Q 0
T 49.8
Q 50
T 52.1
Q 92935
Q 0
Q 4457
3.1/722
mmHg
Q 52
E 732.1
Q

1
2
6
4
2
T

9
0
Q

3
0
3
0
T

7
6
Q 88074
T 102.5
Q

3
6
0
4
E

1
3
8
.
7
Q 117430
E 129.0
Q 3603
E 138.7
Q

4
4
5
7
Q

3
6
0
4
Q 2689
E 749.9
Q 406
E 129
Q 1610
T 35
Q 2993
T 70
Q 102.0
T 100.1
Q 15672
T 87.2
Q 0
Q 0
Q 322
T 90
Q 20699
T 77.5
1
1
/
7
6
2
.
5
/
1
1
62.5/4.2
62.5/5.5
P 61
T 510
Q

1
1
2
6
5
P

1
.
4
9
Q 81670
E 545.3
Q 88074
T 33.6
E

6
3
9
.
2
Q

9
5
0
7
P

7
.
0
8
Q

1
3
0
E

7
4
0
Q

2
6
8
9
P

1
7
.
6
Q 90
E 791
Q 6354
E 581.9
Q 6444
E 823.6
P 61
T 510
Q 8061
Q 0
Q 0
17.6/11.5
Q

1
4
4
6
Q

1
4
4
6
E

7
0
1
.
9
Q 4063
E 732.1
P 2.8
E

7
4
9
.
9
Q 105261
E 823.6
P 61
T 510
Q 116830
P 62.5
Q 600
Q 0
Q

1
0
1
0
T 515
Key
Superheated Steam
Drain Line
Desuperheated Steam
Low Pressure Steam
Feed and Condensate
Design Base
M/T Nonextra Steam Rate : 2.35 kg/PS.H
Boiler Efficiency : 88.5 %
Turbo Generator Load : 1,593 kW
Evaporator Load : 60 Ton/Day
Sea Water Temperature : 27
Air Temperature : 38
F.O High Heat Value : 10,280 kcal/kg
Air Cond. Plant (Cooling) : In Use
Main Condenser : Scoop Cooling
Main Feed Water Pump : 175 m
3
/h x 865 MTH
Boil-off Rate : - %/Day
S.G. of Cargo : - kg/m
3
Q : kg/h
E : kcal/kg
P : kg/cm
2
A
T :
Ship Condition - 100% MCR (F.O Burning)
Main Turbine Shaft Horse Power - 40,000 SHP(PS) 88 rpm
Normal Fuel Rate - 211.2 G/PS H, 8,448 kg/h
LNGC GRACE ACACIA

7.2 100% MCR DUAL Burning Condition

Deoiler
Inspection
Tank
Drain
Cooler
Drain Tank
No.2
Distilled
Plant
Main Pump
Vacuum Pump
Gland Steam
Condenser
Exhaust
Vent
1st Stage
Feed Water
Heater
3rd Stage
Feed Water
Heater
Make-up
M
Loss
Main Boiler
No.1
Distilled
Plant
F.O. Tank Heating
Boiler F.O. Heater
Calorifier
Forcing Vaporizer
Low Duty Heater
M
L.P
Turbine
720 mmHg
Vacuum
Main
Condenser
H.P Turbine
Soot Blowers
Steam to Burners
Boiler Feed Water
Pump Turbine
Turbo
Generator
Deaerator
P 2.5
E 127.3
62.5/11
Q 0
Q 420
Q 2338
Q 270
Q 100
Q 102
Q 1560
Q 0
Q 0
T 70
Q 3797
E 749.9
Q

4
3
7
0
E

6
6
8
.
5
Q

0
E

0
Q

1
1
9
4
1
7
T

1
4
5
Q

8
1
4
2
E

7
0
1
.
9
Q 4165
E 823.6
Q

5
6
0
9
E

7
2
3
.
9
Q

5
0
E

6
4
9
.
1
Q 0
7.08/2.8
Q 0
Q 3030
Q

3
0
3
0
Q 0
T 49.7
Q 50
T 52.0
Q 92617
Q 0
Q 4477
3.1/722
mmHg
Q 52
E 731.9
Q

1
2
7
6
0
T

9
0
Q

3
0
3
0
T

7
6
Q 88842
T 102.5
Q

3
6
6
5
E

1
3
8
.
7
Q 119417
E 129.0
Q 3665
E 138.7
Q

4
4
7
7
Q

3
6
6
5
Q 3797
E 749.9
Q 573
E 129
Q 1442
T 35
Q 2708
T 70
Q 1662
T 90.7
Q 15790
T 87.3
Q 0
Q 0
Q 322
T 90
Q 21924
T 78.5
1
1
/
7
6
2
.
5
/
1
1
62.5/4.2
62.5/5.5
P 61
T 510
Q

1
1
3
6
3
P

1
.
4
9
Q 81254
E 545.3
Q 88842
T 33.6
E

6
3
9
.
2
Q

9
6
3
8
P

7
.
0
8
Q

1
3
0
E

7
4
0
Q

3
7
9
7
P

1
7
.
6
Q 90
E 791
Q 7538
E 584
Q 7628
E 823.6
P 61
T 510
Q 8142
Q 0
Q 0
17.6/11.5
Q

1
4
9
6
Q

1
4
9
6
E

7
0
1
.
9
Q 4113
E 731.9
P 2.8
E

7
4
9
.
9
Q 106182
E 823.6
P 61
T 510
Q 118997
P 62.5
Q 420
Q 0
Q

1
0
2
2
T 515
Key
Superheated Steam
Drain Line
Desuperheated Steam
Low Pressure Steam
Feed and Condensate
Design Base
F.G/F.O High Heat Value : 13,280/10,280 kcal/kg
3
/h x 865 MTH
Boil-off Rate : 0.15 %/Day
S.G. of Cargo : 470 kg/m
3
Q : kg/h
E : kcal/kg
P : kg/cm
2
A
T :
Ship Condition - 100% MCR (Dual Burning)
Normal Fuel Rate - F.O : 3,791.1 kg/h, F.G : 3,896.9 kg/h

LNGC GRACE ACACIA

7.3 100% MCR BOIL OFF GAS Burning Condition

Deoiler
Inspection
Tank
Drain
Cooler
Drain Tank
No.2
Distilled
Plant
Main Pump
Vacuum Pump
Gland Steam
Condenser
Exhaust
Vent
1st Stage
Feed Water
Heater
3rd Stage
Feed Water
Heater
Make-up
M
Loss
Main Boiler
No.1
Distilled
Plant
F.O. Tank Heating
Boiler F.O. Heater
Calorifier
Forcing Vaporizer
Low Duty Heater
M
L.P
Turbine
720 mmHg
Vacuum
Main
Condenser
H.P Turbine
Soot Blowers
Steam to Burners
Boiler Feed Water
Pump Turbine
Turbo
Generator
Deaerator
P 2.5
E 127.3
62.5/11
Q 0
Q 300
Q 2338
Q 0
Q 100
Q 102
Q 1560
Q 2784
Q 0
T 70
Q 5981
E 749.9
Q

6
8
8
4
E

6
6
8
.
5
Q

0
E

0
Q

1
2
1
4
7
2
T

1
4
5
Q

8
2
2
6
E

7
0
1
.
9
Q 4217
E 823.6
Q

5
7
5
8
E

7
2
3
.
5
Q

5
0
E

6
4
9
.
1
Q 0
7.08/2.8
Q 0
Q 3030
Q

3
0
3
0
Q 0
T 49.7
Q 50
T 52.0
Q 91950
Q 0
Q 4498
3.1/722
mmHg
Q 52
E 731.7
Q

1
2
7
5
1
T

9
0
Q

3
0
3
0
T

7
6
Q 88617
T 102.5
Q

3
7
2
8
E

1
3
8
.
7
Q 121472
E 129.0
Q 3728
E 138.7
Q

4
4
9
8
Q

3
7
2
8
Q 5981
E 749.9
Q 903
E 129
Q 1335
T 35
Q 2438
T 70
Q 4446
T 90.3
Q 15781
T 87.3
Q 0
Q 0
Q 322
T 90
Q 24322
T 79.6
1
1
/
7
6
2
.
5
/
1
1
62.5/4.2
62.5/5.5
P 61
T 510
Q

1
1
3
3
3
P

1
.
4
9
Q 80617
E 545.3
Q 88617
T 33.6
E

6
3
9
.
2
Q

9
8
1
9
P

7
.
0
8
Q

1
3
0
E

7
4
0
Q

5
9
8
1
P

1
7
.
6
Q 90
E 791
Q 7950
E 585
Q 8040
E 823.6
P 61
T 510
Q 8226
Q 0
Q 0
17.6/11.5
Q

1
5
9
3
Q

1
5
9
3
E

7
0
1
.
9
Q 4165
E 731.7
P 2.8
E

7
4
9
.
9
Q 107880
E 823.6
P 61
T 510
Q 121172
P 62.5
Q 300
Q 0
Q

1
0
3
5
T 515
Key
Superheated Steam
Drain Line
Desuperheated Steam
Low Pressure Steam
Feed and Condensate
Design Base
F.G High Heat Value : 13,280 kcal/kg
3
/h x 865 MTH
3
Q : kg/h
E : kcal/kg
P : kg/cm
2
A
T :
Ship Condition - 100% MCR (B.O.G Burning)
LNGC GRACE ACACIA

7.4 90% MCR FO Burning Condition (Guarantee Condition)

Deoiler
Inspection
Tank
Drain
Cooler
Drain Tank
No.2
Distilled
Plant
Main Pump
Vacuum Pump
Gland Steam
Condenser
Exhaust
Vent
1st Stage
Feed Water
Heater
3rd Stage
Feed Water
Heater
Make-up
M
Loss
Main Boiler
No.1
Distilled
Plant
F.O. Tank Heating
Boiler F.O. Heater
Calorifier
Forcing Vaporizer
Low Duty Heater
M
L.P
Turbine
720 mmHg
Vacuum
Main
Condenser
H.P Turbine
Soot Blowers
Steam to Burners
Boiler Feed Water
Pump Turbine
Turbo
Generator
Deaerator
P 2.5
E 127.3
62.5/11
Q 0
Q 610
Q 340
Q 485
Q 100
Q 102
Q 0
Q 0
Q 0
T 70
Q 901
E 744.1
Q

1
0
2
7
E

6
6
8
.
5
Q

0
E

0
Q

1
0
3
0
5
8
T

1
4
5
Q

7
1
3
9
E

6
9
7
Q 3768
E 823.6
Q

5
2
2
5
E

7
2
2
.
9
Q

5
0
E

6
4
8
.
6
Q 0
6.23/2.8
Q 0
Q 3030
Q

3
0
3
0
Q 0
T 50.8
Q 50
T 53.4
Q 83259
Q 0
Q 3948
3.1/722
mmHg
Q 52
E 733.4
Q

1
0
5
6
7
T

9
0
Q

3
0
3
0
T

7
6
Q 78343
T 99
Q

3
1
9
1
E

1
3
8
.
7
Q 103058
E 129.0
Q 3191
E 138.7
Q

3
9
4
8
Q

3
1
9
1
Q 901
E 744.1
Q 126
E 129
Q 1529
T 35
Q 925
T 70
Q 102.0
T 100.1
Q 13597
T 86.9
Q 0
Q 0
Q 322
T 90
Q 16475
T 77.6
1
1
.
5
/
76
2
.
5
/
1
1
62.5/4.2
62.5/5.5
P 61
T 510
Q

9
6
9
9
P

1
.
3
2
Q 73560
E 544
Q 78343
T 32.6
E

6
3
5
.
9
Q

8
6
4
8
P

6
.
2
3
Q

1
3
0
E

7
4
0
Q

9
0
1
P

1
5
.
5
Q 90
E 791
Q 4733
E 585.7
Q 4823
E 823.6
P 61
T 510
Q 7139
Q 0
Q 0
15.5/11.5
Q

1
5
0
9
Q

1
5
0
9
E

6
9
7
Q 3716
E 733.4
P 2.8
E

7
4
4
.
1
Q 92938
E 823.6
P 61
T 510
Q 102448
P 62.5
Q 610
Q 0
Q

9
1
9
T 515
Key
Superheated Steam
Drain Line
Desuperheated Steam
Low Pressure Steam
Feed and Condensate
Design Base
Air Cond. Plant (Cooling) : No Use
3
/h x 865 MTH
3
Q : kg/h
E : kcal/kg
P : kg/cm
2
A
T :
Ship Condition - 90% MCR (F.O Burning), Guarantee Condicion
Normal Fuel Rate - 210 G/PS H, 7,560 kg/h

LNGC GRACE ACACIA


Deoiler
Inspection
Tank
Drain
Cooler
Drain Tank
No.2
Distilled
Plant
Main Pump
Vacuum Pump
Gland Steam
Condenser
Exhaust
Vent
1st Stage
Feed Water
Heater
3rd Stage
Feed Water
Heater
Make-up
M
Loss
Main Boiler
No.1
Distilled
Plant
F.O. Tank Heating
Boiler F.O. Heater
Calorifier
Forcing Vaporizer
Low Duty Heater
M
L.P
Turbine
720 mmHg
Vacuum
Main
Condenser
H.P Turbine
Soot Blowers
Steam to Burners
Boiler Feed Water
Pump Turbine
Turbo
Generator
Deaerator
P 2.5
E 127.3
62.5/11
Q 0
Q 610
Q 2338
Q 500
Q 100
Q 102
Q 0
Q 0
Q 0
T 70
Q 2666
E 744.1
Q

3
0
4
0
E

6
6
8
.
5
Q

0
E

0
Q

1
0
5
9
5
1
T

1
4
5
Q

7
3
3
1
E

6
9
7
Q 3834
E 823.6
Q

5
4
7
7
E

7
2
1
.
9
Q

5
0
E

6
4
9
.
1
Q 0
6.23/2.8
Q 0
Q 3030
Q

3
0
3
0
Q 0
T 50.7
Q 50
T 53.3
Q 82609
Q 0
Q 4051
3.1/722
mmHg
Q 52
E 733.1
Q

1
0
7
4
2
T

9
0
Q

3
0
3
0
T

7
6
Q 78936
T 99
Q

3
2
8
0
E

1
3
8
.
7
Q 105951
E 129.0
Q 3280
E 138.7
Q

4
0
5
1
Q

3
2
8
0
Q 2666
E 744.1
Q 374
E 129
Q 1548
T 35
Q 2938
T 70
Q 102.0
T 100.1
Q 13772
T 87
Q 0
Q 0
Q 322
T 90
Q 18682
T 76.8
1
1
/
7
6
2
.
5
/
1
1
62.5/4.2
62.5/5.5
P 61
T 510
Q

9
7
7
1
P

1
.
3
2
Q 72838
E 544
Q 78936
T 32.6
E

6
3
5
.
9
Q

9
0
2
6
P

6
.
2
3
Q

1
3
0
E

7
4
0
Q

2
6
6
6
P

1
5
.
5
Q 90
E 791
Q 6048
E 581.8
Q 6138
E 823.6
P 61
T 510
Q 7331
Q 0
Q 0
15.5/11.5
Q

1
6
9
5
Q

1
6
9
5
E

6
9
7
Q 3782
E 733.1
P 2.8
E

7
4
4
.
1
Q 94431
E 823.6
P 61
T 510
Q 105341
P 62.5
Q 610
Q 0
Q

9
3
8
T 515
Key
Superheated Steam
Drain Line
Desuperheated Steam
Low Pressure Steam
Feed and Condensate
Design Base
3
/h x 865 MTH
3
Q : kg/h
E : kcal/kg
P : kg/cm
2
A
T :
Normal Fuel Rate - 211.7 G/PS H, 7,621.2 kg/h

LNGC GRACE ACACIA

7.6 90% MCR DUAL Burning Condition

Deoiler
Inspection
Tank
Drain
Cooler
Drain Tank
No.2
Distilled
Plant
Main Pump
Vacuum Pump
Gland Steam
Condenser
Exhaust
Vent
1st Stage
Feed Water
Heater
3rd Stage
Feed Water
Heater
Make-up
M
Loss
Main Boiler
No.1
Distilled
Plant
F.O. Tank Heating
Boiler F.O. Heater
Calorifier
Forcing Vaporizer
Low Duty Heater
M
L.P
Turbine
720 mmHg
Vacuum
Main
Condenser
H.P Turbine
Soot Blowers
Steam to Burners
Boiler Feed Water
Pump Turbine
Turbo
Generator
Deaerator
P 2.5
E 127.3
62.5/11
Q 0
Q 420
Q 2338
Q 230
Q 100
Q 102
Q 1560
Q 0
Q 0
T 70
Q 3789
E 744.1
Q

4
3
2
0
E

6
6
8
.
5
Q

0
E

0
Q

1
0
7
8
2
9
T

1
4
5
Q

7
4
0
7
E

6
9
7
Q 3878
E 823.6
Q

5
5
7
5
E

7
2
1
.
6
Q

5
0
E

6
4
9
.
1
Q 0
6.23/2.8
Q 0
Q 3030
Q

3
0
3
0
Q 0
T 50.5
Q 50
T 53.1
Q 82259
Q 0
Q 4069
3.1/722
mmHg
Q 52
E 732.9
Q

1
0
8
4
4
T

9
0
Q

3
0
3
0
T

7
6
Q 79612
T 99
Q

3
3
3
8
E

1
3
8
.
7
Q 107829
E 129.0
Q 3338
E 138.7
Q

4
0
6
9
Q

3
3
3
8
Q 3789
E 744.1
Q 531
E 129
Q 1370
T 35
Q 2658
T 70
Q 1662
T 90.7
Q 13873
T 86.9
Q 0
Q 0
Q 322
T 90
Q 19885
T 78
1
1
.
5
/
76
2
.
5
/
1
1
62.5/4.2
62.5/5.5
P 61
T 510
Q

9
8
5
5
P

1
.
3
2
Q 72404
E 544
Q 79612
T 32.6
E

6
3
5
.
9
Q

9
1
5
6
P

6
.
2
3
Q

1
3
0
E

7
4
0
Q

3
7
8
9
P

1
5
.
5
Q 90
E 791
Q 7158
E 583.2
Q 7248
E 823.6
P 61
T 510
Q 7407
Q 0
Q 0 Q

1
7
4
9
Q

1
7
4
9
E

6
9
7
Q 3826
E 732.9
P 2.8
E

7
4
4
.
1
Q 95334
E 823.6
P 61
T 510
Q 107409
P 62.5
Q 420
Q 0
Q

9
4
9
T 515
Key
Superheated Steam
Drain Line
Desuperheated Steam
Low Pressure Steam
Feed and Condensate
Design Base
F.G/F.O High Heat Value : 13,280/10,280 kcal/kg
3
/h x 865 MTH
3
Q : kg/h
E : kcal/kg
P : kg/cm
2
A
T :
Ship Condition - 90% MCR (Dual Burning)
Normal Fuel Rate - F.O : 3,037.1 kg/h, F.G : 3,896.9 kg/h

LNGC GRACE ACACIA

7.7 90% MCR BOIL OFF GAS Burning Condition

Deoiler
Inspection
Tank
Drain
Cooler
Drain Tank
No.2
Distilled
Plant
Main Pump
Vacuum Pump
Gland Steam
Condenser
Exhaust
Vent
1st Stage
Feed Water
Heater
3rd Stage
Feed Water
Heater
Make-up
M
Loss
Main Boiler
No.1
Distilled
Plant
F.O. Tank Heating
Boiler F.O. Heater
Calorifier
Forcing Vaporizer
Low Duty Heater
M
L.P
Turbine
720 mmHg
Vacuum
Main
Condenser
H.P Turbine
Soot Blowers
Steam to Burners
Boiler Feed Water
Pump Turbine
Turbo
Generator
Deaerator
P 2.5
E 127.3
62.5/11
Q 0
Q 300
Q 2338
Q 0
Q 100
Q 102
Q 1560
Q 2784
Q 0
T 70
Q 6037
E 744.1
Q

6
8
8
4
E

6
6
8
.
5
Q

0
E

0
Q

1
0
9
8
4
9
T

1
4
5
Q

7
4
9
2
E

6
9
7
Q 3927
E 823.6
Q

5
7
2
5
E

7
2
1
.
2
Q

5
0
E

6
4
9
.
1
Q 0
6.23/2.8
Q 0
Q 3030
Q

3
0
3
0
Q 0
T 50.6
Q 50
T 53.2
Q 81523
Q 0
Q 4091
3.1/722
mmHg
Q 52
E 732.7
Q

1
0
8
2
6
T

9
0
Q

3
0
3
0
T

7
6
Q 79296
T 99
Q

3
4
0
1
E

1
3
8
.
7
Q 109849
E 129.0
Q 3401
E 138.7
Q

4
0
9
1
Q

3
4
0
1
Q 6037
E 744.1
Q 847
E 129
Q 1262
T 35
Q 2438
T 70
Q 4446
T 90.3
Q 13856
T 86.9
Q 0
Q 0
Q 322
T 90
Q 22324
T 79.3
1
1
/
7
6
2
.
5
/
1
1
62.5/4.2
62.5/5.5
P 61
T 510
Q

9
8
1
5
P

1
.
3
2
Q 71708
E 544
Q 79296
T 32.6
E

6
3
5
.
9
Q

9
3
4
2
P

6
.
2
3
Q

1
3
0
E

7
4
0
Q

6
0
3
7
P

1
5
.
5
Q 90
E 791
Q 7538
E 584
Q 7628
E 823.6
P 61
T 510
Q 7492
Q 0
Q 0
15.5/11.5
Q

1
8
5
0
Q

1
8
5
0
E

6
9
7
Q 3875
E 732.7
P 2.8
E

7
4
4
.
1
Q 97032
E 823.6
P 61
T 510
Q 109549
P 62.5
Q 300
Q 0
Q

9
6
2
T 515
Key
Superheated Steam
Drain Line
Desuperheated Steam
Low Pressure Steam
Feed and Condensate
Design Base
Boiler Efficiency : 84 %
F.G High Heat Value : 13,280 kcal/kg
3
/h x 865 MTH
3
Q : kg/h
E : kcal/kg
P : kg/cm
2
A
T :
Ship Condition - 90% MCR (B.O.G Burning)

LNGC GRACE ACACIA


Deoiler
Inspection
Tank
Drain
Cooler
Drain Tank
No.2
Distilled
Plant
Main Pump
Vacuum Pump
Gland Steam
Condenser
Exhaust
Vent
1st Stage
Feed Water
Heater
3rd Stage
Feed Water
Heater
Make-up
M
Loss
Main Boiler
No.1
Distilled
Plant
F.O. Tank Heating
Boiler F.O. Heater
Calorifier
Forcing Vaporizer
Low Duty Heater
M
L.P
Turbine
720 mmHg
Vacuum
Main
Condenser
H.P Turbine
Soot Blowers
Steam to Burners
Boiler Feed Water
Pump Turbine
Turbo
Generator
Deaerator
P 2.5
E 127.3
62.5/11
Q 0
Q 580
Q 2238
Q 325
Q 100
Q 102
Q 0
Q 0
Q 0
T 70
Q 2748
E 691.7
Q

2
8
6
5
E

6
6
8
.
5
Q

2
7
4
8
E

6
9
1
.
7
Q

6
9
7
7
3
T

1
4
5
Q

4
9
4
9
E

6
9
1
.
7
Q 3154
E 823.6
Q

4
9
1
1
E

7
1
9
.
9
Q

5
0
E

6
4
9
.
1
Q 0
4.2/2.8
Q 1809
Q 3030
Q

3
0
3
0
Q 0
T 60.8
Q 50
T 64.8
Q 49792
Q 0
Q 2768
3.1/722
mmHg
Q 52
E 736.4
Q

4
6
1
1
T

9
0
Q

3
0
3
0
T

7
6
Q 50730
T 84.6
Q

2
1
8
1
E

1
3
8
.
7
Q 69773
E 129.0
Q 2181
E 138.7
Q

2
7
6
8
Q

2
1
8
1
Q 0
E 0
Q 117
E 129
Q 1290
T 35
Q 2763
T 70
Q 102.0
T 100.1
Q 7641
T 84.4
Q 0
Q 0
Q 322
T 90
Q 12118
T 73.4
1
1
/
7
6
2
.
5
/
1
1
62.5/4.2
62.5/5.5
P 61
T 510
Q

4
9
2
3
P

0
.
7
8
Q 44869
E 552
Q 50730
T 32.6
E

6
3
4
.
5
Q

0
P

0
Q

1
3
0
E

7
4
0
Q

0
P

0
Q 90
E 791
Q 5811
E 581.9
Q 5901
E 823.6
P 61
T 510
Q 0
Q 4949
Q 1809 Q

0
Q

1
8
0
9
E

0
Q 3102
E 736.4
P 2.8
E

0
Q 49922
E 823.6
P 61
T 510
Q 59687
P 62.5
Q 10086
Q 0
Q

7
1
0
T 515
Key
Superheated Steam
Drain Line
Desuperheated Steam
Low Pressure Steam
Feed and Condensate
Design Base
3
/h x 865 MTH
3
Q : kg/h
E : kcal/kg
P : kg/cm
2
A
T :
Main Turbine Shaft Horse Power - 20,000 SHP(PS) 69.8 rpm

LNGC GRACE ACACIA


Deoiler
Inspection
Tank
Drain
Cooler
Drain Tank
No.2
Distilled
Plant
Main Pump
Vacuum Pump
Gland Steam
Condenser
Exhaust
Vent
1st Stage
Feed Water
Heater
3rd Stage
Feed Water
Heater
Make-up
M
Loss
Main Boiler
No.1
Distilled
Plant
F.O. Tank Heating
Boiler F.O. Heater
Calorifier
Forcing Vaporizer
Low Duty Heater
M
L.P
Turbine
720 mmHg
Vacuum
Main
Condenser
H.P Turbine
Soot Blowers
Steam to Burners
Boiler Feed Water
Pump Turbine
Turbo
Generator
Deaerator
P 2.5
E 127.3
62.5/11
Q 0
Q 500
Q 2338
Q 235
Q 100
Q 102
Q 0
Q 0
Q 0
T 70
Q 2655
E 692.9
Q

2
7
7
5
E

6
6
8
.
5
Q

2
6
5
5
E

6
9
2
.
9
Q

5
0
8
7
2
T

1
4
5
Q

3
6
8
6
E

6
9
2
.
9
Q 2858
E 819.6
Q

4
0
0
5
E

7
2
1
.
5
Q

5
0
E

6
4
9
.
1
Q 0
4.2/2.8
Q 4229
Q 3030
Q

3
0
3
0
Q 0
T 72.1
Q 0
T 77.7
Q 30299
Q 0
Q 2099
3.1/722
mmHg
Q 52
E 733.7
Q

2
0
9
9
T

9
0
Q

3
0
3
0
T

7
6
Q 36133
T 78.2
Q

1
5
8
7
E

1
3
8
.
7
Q 50872
E 129.0
Q 1587
E 138.7
Q

2
0
9
9
Q

1
6
8
7
Q 0
E 0
Q 120
E 129
Q 1091
T 35
Q 2673
T 70
Q 102.0
T 100.1
Q 5129
T 87.1
Q 0
Q 0
Q 322
T 90
Q 9317
T 71.0
1
1
/
7
6
2
.
5
/
1
1
62.5/4.2
62.5/5.5
P 61
T 502.9
Q

0
P

0
Q 30299
E 563.3
Q 36133
T 32.6
E

0
Q

0
P

0
Q

1
3
0
E

7
4
0
Q

0
P

0
Q 90
E 791
Q 5834
E 581.9
Q 5924
E 819.6
P 61
T 502.9
Q 0
Q 3686
Q 4229 Q

0
Q

4
2
2
9
E

0
Q 2806
E 733.7
P 2.8
E

0
Q 30429
E 819.6
P 61
T 502.9
Q 39802
P 62.5
Q 11070
Q 0
Q

5
9
1
T 502.9
Key
Superheated Steam
Drain Line
Desuperheated Steam
Low Pressure Steam
Feed and Condensate
Design Base
Main Condenser : Pump Cooling
3
/h x 865 MTH
3
Q : kg/h
E : kcal/kg
P : kg/cm
2
A
T :
Main Turbine Shaft Horse Power - 12,000 SHP(PS) 58.9 rpm

LNGC GRACE ACACIA

7.10 Cargo Unloading Condition (FO)

Deoiler
Inspection
Tank
Drain
Cooler
Drain Tank
No.2
Distilled
Plant
Main Pump
Vacuum Pump
Gland Steam
Condenser
Exhaust
Vent
1st Stage
Feed Water
Heater
3rd Stage
Feed Water
Heater
Make-up
M
Loss
Main Boiler
No.1
Distilled
Plant
F.O. Tank Heating
Boiler F.O. Heater
Calorifier
Forcing Vaporizer
Low Duty Heater
M
L.P
Turbine
720 mmHg
Vacuum
Main
Condenser
H.P Turbine
Soot Blowers
Steam to Burners
Boiler Feed Water
Pump Turbine
Turbo
Generator
Deaerator
P 2.5
E 127.3
62.5/11
Q 0
Q 540
Q 2338
Q 180
Q 100
Q 102
Q 0
Q 0
Q 0
T 70
Q 2618
E 689.5
Q

2
7
2
0
E

6
6
8
.
5
Q

2
6
1
8
E

6
8
9
.
5
Q

3
9
5
5
8
T

1
4
5
Q

2
9
4
0
E

6
8
9
.
5
Q 2715
E 811.5
Q

4
9
1
2
E

7
1
1
.
5
Q

5
0
E

6
4
9
.
1
Q 0
4.2/2.8
Q 2249
Q 0
Q

0
Q 0
T 32.6
Q 0
T 39.1
Q 0
Q 0
Q 1699
3.1/722
mmHg
Q 52
E 729.7
Q

1
6
9
9
T

9
0
Q

0
T

0
Q 27796
T 39.6
Q

1
2
4
1
E

1
3
8
.
7
Q 39558
E 128.3
Q 1241
E 138.7
Q

1
6
9
9
Q

1
2
4
1
Q 0
E 0
Q 102
E 128.3
Q 1060
T 35
Q 2618
T 70
Q 102.0
T 100.1
Q 1699
T 90
Q 0
Q 0
Q 282
T 90
Q 5761
T 69.4
1
1
/
7
6
2
.
5
/
1
1
62.5/4.2
62.5/5.5
P 61
T 488.5
Q

0
P

0
Q 0
E 0
Q 27796
T 32.6
E

0
Q

0
P

0
Q

0
E

0 Q

0
P

0
Q 180
E 791
Q 27796
E 602.5
Q 27976
E 811.5
P 61
T 488.5
Q 0
Q 2940
Q 2249 Q

0
Q

2
2
4
9
E

0
Q 2663
E 730.1
P 2.8
E

0
Q 0
E 0
P 0
T 0
Q 31211
P 62.5
Q 8347
Q 0
Q

5
2
0
T 488.5
Key
Superheated Steam
Drain Line
Desuperheated Steam
Low Pressure Steam
Feed and Condensate
Design Base
M/T Nonextra Steam Rate : - kg/PS.H
Evaporator Load : - Ton/Day
3
/h x 865 MTH
3
Q : kg/h
E : kcal/kg
P : kg/cm
2
A
T :
Ship Condition - Unloading (F.O Burning)
Main Turbine Shaft Horse Power - -SHP(PS) - rpm
Normal Fuel Rate - - G/PS H, 2,759.1 kg/h

LNGC GRACE ACACIA

7.11 Cargo Loading Condition (FO)

Deoiler
Inspection
Tank
Drain
Cooler
Drain Tank
No.2
Distilled
Plant
Main Pump
Vacuum Pump
Gland Steam
Condenser
Exhaust
Vent
1st Stage
Feed Water
Heater
3rd Stage
Feed Water
Heater
Make-up
M
Loss
Main Boiler
No.1
Distilled
Plant
F.O. Tank Heating
Boiler F.O. Heater
Calorifier
Forcing Vaporizer
Low Duty Heater
M
L.P
Turbine
720 mmHg
Vacuum
Main
Condenser
H.P Turbine
Soot Blowers
Steam to Burners
Boiler Feed Water
Pump Turbine
Turbo
Generator
Deaerator
P 2.5
E 127.3
62.5/11
Q 0
Q 500
Q 2338
Q 120
Q 100
Q 102
Q 0
Q 0
Q 0
T 70
Q 2580
E 685.4
Q

2
6
6
0
E

6
6
8
.
5
Q

2
5
8
0
E

6
8
5
.
4
Q

2
6
1
6
4
T

1
4
5
Q

2
0
5
1
E

6
8
5
.
6
Q 2602
E 801.8
Q

3
0
7
0
E

7
1
9
.
3
Q

5
0
E

6
4
9
.
1
Q 0
4.2/2.8
Q 520
Q 0
Q

0
Q 0
T 32.6
Q 0
T 43.1
Q 0
Q 0
Q 1224
3.1/722
mmHg
Q 52
E 726.2
Q

1
2
2
4
T

9
0
Q

0
T

0
Q 17296
T 43.7
Q

8
2
7
E

1
3
8
.
7
Q 26164
E 128.3
Q 827
E 138.7
Q

1
2
2
4
Q

8
2
7
Q 0
E 0
Q 80
E 128.3
Q 935
T 35
Q 2558
T 70
Q 102.0
T 100.1
Q 1224
T 90
Q 0
Q 0
Q 282
T 90
Q 5101
T 68.7
1
1
/
7
6
2
.
5
/
1
1
62.5/4.2
62.5/5.5
P 61
T 471.4
Q

0
P

0
Q 0
E 0
Q 17296
T 32.6
E

0
Q

0
P

0
Q

0
E

0 Q

0
P

0
Q 180
E 791
Q 17296
E 585.4
Q 17476
E 801.8
P 61
T 471.4
Q 0
Q 2051
Q 520 Q

0
Q

5
2
0
E

0
Q 2550
E 726.2
P 2.8
E

0
Q 0
E 0
P 0
T 0
Q 20513
P 62.5
Q 5651
Q 0
Q

4
3
5
T 471.4
Key
Superheated Steam
Drain Line
Desuperheated Steam
Low Pressure Steam
Feed and Condensate
Design Base
3
/h x 865 MTH
3
Q : kg/h
E : kcal/kg
P : kg/cm
2
A
T :
Ship Condition - Loading (F.O Burning)
Normal Fuel Rate - - G/PS H, 1,817.9 kg/h

LNGC GRACE ACACIA

7.12 Hotel Load Condition (FO)

Deoiler
Inspection
Tank
Drain
Cooler
Drain Tank
No.2
Distilled
Plant
Main Pump
Vacuum Pump
Gland Steam
Condenser
Exhaust
Vent
1st Stage
Feed Water
Heater
3rd Stage
Feed Water
Heater
Make-up
M
Loss
Main Boiler
No.1
Distilled
Plant
F.O. Tank Heating
Boiler F.O. Heater
Calorifier
Forcing Vaporizer
Low Duty Heater
M
L.P
Turbine
720 mmHg
Vacuum
Main
Condenser
H.P Turbine
Soot Blowers
Steam to Burners
Boiler Feed Water
Pump Turbine
Turbo
Generator
Deaerator
P 2.5
E 127.3
62.5/11
Q 0
Q 400
Q 2338
Q 60
Q 100
Q 102
Q 0
Q 0
Q 0
T 70
Q 2533
E 682.9
Q

2
6
0
0
E

6
6
8
.
5
Q

2
5
3
3
E

6
8
2
.
9
Q

1
2
8
0
5
T

1
4
5
Q

1
1
5
8
E

6
8
2
.
9
Q 2682
E 794.7
Q

1
3
9
1
E

7
1
8
.
8
Q

5
0
E

6
4
9
.
1
Q 0
4.2/2.8
Q 0
Q 0
Q

0
Q 0
T 32.6
Q 0
T 50.2
Q 0
Q 1239
Q 751
3.1/722
mmHg
Q 52
E 718.3
Q

7
5
1
T

9
0
Q

0
T

0
Q 6830
T 51.0
Q

4
0
7
E

1
3
8
.
7
Q 12805
E 128.3
Q 407
E 138.7
Q

7
5
1
Q

4
0
7
Q 0
E 0
Q 67
E 129
Q 751
T 35
Q 2498
T 70
Q 102.0
T 100.1
Q 751
T 90
Q 0
Q 20000
Q 192
T 90
Q 4294
T 67.9
1
1
/
7
6
2
.
5
/
1
1
62.5/4.2
62.5/5.5
P 61
T 459
Q

0
P

0
Q 0
E 0
Q 6830
T 32.6
E

0
Q

0
P

0
Q

0
E

0 Q

0
P

0
Q 90
E 791
Q 5591
E 583.3
Q 5681
E 794.7
P 61
T 459
Q 0
Q 1158
Q 0 Q

0
Q

0
E

0
Q 2630
E 718.3
P 2.8
E

0
Q 0
E 0
P 0
T 0
Q 8714
P 62.5
Q 4091
Q 0
Q

3
5
1
T 459
Key
Superheated Steam
Drain Line
Desuperheated Steam
Low Pressure Steam
Feed and Condensate
Design Base
3
/h x 865 MTH
3
Q : kg/h
E : kcal/kg
P : kg/cm
2
A
T :
Ship Condition - Hotel Load (F.O Burning)
Normal Fuel Rate - - G/PS H, 868.9 kg/h


Part 8 General Information
Part 8 : General Information
8.1 Maker List ......................................................................................... 8 - 1
8.2 Tank Capacity Plan and List.............................................................. 8 - 5
8.3 Lubrication Oil Chart ........................................................................ 8 - 7

Part 8
General Information

8 - 1 Part 8 General Information
Part 8: General Information

8.1 Maker List

No.
Equipment
Q'ty Specification Maker / Supplier Model Fax /Tel
1 Main Turbine
1
Type : Two Cyl Cross Compound
Marine steam turbine. Consisting of
HP Turbine & LP Turbine with built-
in Astern Turbine.
HHI-MHI
MS 40-2
F) +82-52-230-6894
T) +82-52-230-6820
2
Main
Condenser
1
Type : Single Pass-scoop cooled
Vacuum : 722MMHG
C.W. Temp : 27
C.W.QTY : 18,100M
3
/H
(By Scoop sys.)
HHI
F) +82-52-230-6894
T) +82-52-230-6820
3
Vacuum Pump
Unit
2
Type : Rotary Liquid Ring
Vacuum level : 735MMHGV
Seal Flow : 6.8 M
3
/H
NASH-Elmo
Korea
NASH-AT-
1006
F) +82-2-2636-9163
T) +82-2-2068-7047
4
External
Desuper heater
for dumping
steam line
2
Type : Water spray With Silencer
Inlet Steam Press x temp :
- 0.4MPa x 289
Cooling Water Press x temp :
- 0.95MPa x 32.6
Outlet Steam Press x temp :
- 0.4MPa x 160
NANSEI
(YARWAY)

F) +81-3-3355-0794
T) +81-3-3358-1044
5
External
desuper heater
for aux steam
line / Manual
type
1/1
Type : Water Spray
Inlet Steam Press x temp :
- 1MPax 349.2
Cooling Water Press x temp :
- 3MPa x 127
Outlet Steam Press x temp :
- 1MPa x 191
NANSEI
(YARWAY)

F) +81-3-3355-0794
T) +81-3-3358-1044
6
Main Boiler 2
Type : Two Drum Water Tube
Evaporation : 52,000kg/H(NOR)
70,000kg/H(MAX)
Mitsubishi Heavy
Ind. Ltd.
MB-4E-KS
F) +81-95-828-5091
T) +81-95-828-6641
7
Burner 3
Harmworthy Oil / Gas Combination
Proof
Fired Down ward firing.
Mitsubishi Heavy
Ind. Ltd.

F) +81-95-828-5091
T) +81-95-828-6641
8
Steam air
heater
2 Tubular extended surface type
Mitsubishi Heavy
Ind. Ltd.

F) +81-95-828-5091
T) +81-95-828-6641
9
Forced Draft
Fan
3 1,280M
3
/Min x 5.6kPa x 3sets
Mitsubishi Heavy
Ind. Ltd.

F) +81-95-828-5091
T) +81-95-828-6641
10
F.O Pump 3 12.6M
3
/Min x 2.8MPa x 2sets
Mitsubishi Heavy
Ind. Ltd.

F) +81-95-828-5091
T) +81-95-828-6641
11
F.O Heater 2 100% x 2sets
Mitsubishi Heavy
Ind. Ltd.

F) +81-95-828-5091
T) +81-95-828-6641
12
Soot Blower
LONG RETRA x 2sets
STAT. ROTARY x 8sets
Mitsubishi Heavy
Ind. Ltd.

F) +81-95-828-5091
T) +81-95-828-6641
13
Economizer 2 Tubular x Extended Surface Type
Mitsubishi Heavy
Ind. Ltd.

F) +81-95-828-5091
T) +81-95-828-6641
14
Propeller Shaft 1
Material : Solid Forged Steel (SF60)
Dia x Length (MM) : 795 x 10,563
HHI-EMD HHI / STD
F) +82-82-230-7692
T) +82-52-230-7324
15
Intermediate
Shatf
1
Material : Solid Forged Steel (SF60)
Dia x Length (MM) : 620 x 12,500
HHI-EMD
HHI / STD
F) +82-82-230-7692
T) +82-52-230-7324

No.
Equipment
16
Stern Tube
Seal
1
Aft : Air Guard.
Fwd : Stern guard.
Japan Marine.
Tec. Ltd

F) +81-76-451-3161
T) +81-76-451-3150
17
Stern Tube
Bush
1
Type : Oil Lub.
Dimension (I.D x O.D x length) :
Aft : 796.2 x 938 x 1,600
Fwd : 798.2 x 938 x 550
Japan Marine.
Tec. Ltd

F) +81-76-451-3161
T) +81-76-451-3150
18
Intermediate
Shaft Bearing
2
Type : Forced Lub.
Model Size : #630
Dimension (Id x length) :
625.7 x 490
Japan Marine.
Tec. Ltd

F) +81-76-451-3161
T) +81-76-451-3150
19
Shaft
Grounding
Device
1 Intermediate Shaft : Dia 620 K.C.KTD
F) +82-51-831-7726
T) +82-51-831-7720
20
Propeller
Shaft Nut
1
Type : Forged Steel Plain
Max Stroke : 36 MM
Working Pressure : 63MPa
HHI-EMD
F) +82-52-230-7692
T) +82-52-230-7324
21
Propeller 1
Type : F.P.P / KEYLESS
Material : NI-AL-BRONZE
Pitch(Mean) : 7,535.42 MM
Out Dia : 8.6M, No. of Blade : 6
HHI-EMD
F) +85-52-230-7692
T) +82-52-230-7324
22
Steering Gear 1
Type : VANE
M.W.T(at 35 deg) : 3500 KN-M
M.W.A : 45 deg under 12Knots
ROLLS-ROYCE
F) +47-56-30-8241
T) +47-56-57-1600
23
Diesel Engine
for Generator
2
Type : 4-Stroke, Trunk piston
Output : ABT. 2,890 PS
Revolution : 720 rpm
HHI-EMD 7L 27/38
F) +82-52-230-7696
T) +82-85-230-7272
24
Generator
(D/G)
2
Output : 1,950 kW
Voltage : AC 6,600V
Revolution : 720 rpm
HHI-EES
HSJ7 715-
10P
F) +82-52-230-6995
T) +82-52-230-6611
25
Turbine For
Generator
2
Type : Multi-Stage Impulse
Rated Output : 3,850 kW
Rated Speed(turbine/output):
8,145 : 1,800 rpm
SHINKO RG 92-2
F) +81-52-508-1020
T) +81-82-508-1000
26
Generator
(T/G)
2
Output : 3,850 kW
Voltage : AC 6,600V
Revolution : 1,800 rpm
HHI-EES
HSJ7 719
-4P
F) +82-52-230-6995
T) +82-52-230-6611
27
G/E Starting
Air
Compressor
2
Type : M.D. 2 stage Reciprocating,
Air cooled
Cap : 25M
3
/H
Disch. Press : 2.5MPa
JONGHAP AHV-20
F) +82-51-831-3772
T) +82-51-831-3277
28
Working Air
Compressor
1
Type : M.D. Rotary Screw, F.W
Cooled
Cap : 350M
3
/H
ATLAS COPCO
GA45WP
-150-60
F) +82-51-518-4392
T) +82-51-518-4393
29
Control Air
Compressor
2
Type : M.D. Rotary Screw, F.W
Cooled
Cap : 350M
3
/H
ATLAS COPCO
GA45WP
-150-60
F) +82-51-518-4392
T) +82-51-518-4393
30
G/E Starting
Air Reservoir
2
Type : Cylinderical
Volume : 0.5M
3
Press. : 2.5MPa
KANGRIM AR08AB6V
F) +82-55-269-7795
T) +82-55-269-7786


No.
Equipment
31
Working Air
Reservoir
1
Type : Cylinderical
Volume : 7.5M
3
Press. : 0.9MPa
KANGRIM AR27AA4V
F) +82-55-269-7795
T) +82-55-269-7786
32
Control Air
Reservoir
1
Type : Cylinderical
Volume : 7.5M
3
Press. : 0.9MPa
KANGRIM AR27AA4V
F) +82-55-269-7795
T) +82-55-269-7786
33 Air Dryer 2
Type : Absorption
Cap : ABT 250 NM
3
/H Free Air
KYUNG-NAM
KHDM
-350
F) +82-31-962-0180
T) +82-31-963-0080
34 Air Dryer 1
Type : Refrigerated
Cap : ABT 250 NM
3
/H Free Air
KYUNG-NAM
KADM
-300
F) +82-31-962-0180
T) +82-31-963-0080
35
Main Feed
Water Pump
And Turbine
2
Type : Turbine Driven
Horizontal Centrifugal
Cap : 170 M
3
/H x 865 MTH
SHINKO DMG125-3
F) +81-82-508-1020
T) +81-82-508-1000
36
Main S.W Circ.
Pump
1
Cap : 6,000/4,500 M
3
/H x 5/8 MTH
Motor : 1500 kW x 400 rpm
SHINKO
M.D.V.C
(CVF-
850M)
F) +81-82-508-1020
T) +81-82-508-1000
37
Aux. S.W Circ.
Pump
1
Cap : 6,000/4,500 M
3
/H x 5/8 MTH
Motor : 150 kW x 400 rpm
SHINKO
M.D.V.C
(CVF-
850LM)
F) +81-82-508-1020
T) +81-82-508-1000
38
Main Cooling
S.W. Pump
2
Cap :1,200 M
3
/H x 21 MTH
Motor : 110 kW x 1,200 rpm
SHINKO
M.D.V.C
(SVA400M)
F) +81-82-508-1020
T) +81-82-508-1000
39
Main Central
Cooling F.W.
Pump
2
Cap :1,100 M
3
/H x 30 MTH
SHINKO
M.D.V.C
(SVA350M)
F) +81-82-508-1020
T) +81-82-508-1000
40
Hot Water Circ.
Pump
2
Cap :2 M
3
/H x 10 MTH
Motor : 0.75 kW x 1,800 rpm
SHINKO
M.D.H.C.F
(HJ40-2M)
F) +81-82-508-1020
T) +81-82-508-1000
41
Main
Condensate
Pump
2
Cap :110 M
3
/H x 95 MTH
SHINKO
M.D.V.C
(EVZ
130M)
F) +81-82-508-1020
T) +81-82-508-1000
42
Condensate
drain Pump
3
Cap : 40 M
3
/H x 85 MTH
SHINKO
M.D.V.C
(EVZ
70MH)
F) +81-82-508-1020
T) +81-82-508-1000
43
Cold Start
Boiler Feed
Water Pump
1
Cap : 6 M
3
/H x 250 MTH
SHINKO
M.D.V.C
(SK40MC)
F) +81-82-508-1020
T) +81-82-508-1000
44
Bilge Fire &
General
Service Pump
2
Cap : 245/150 M
3
/H x 30/115 MTH
SHINKO
M.D.V.C-SP
Self priming
(RVP200-
2MS)
F) +81-82-508-1020
T) +81-82-508-1000
45
Fire Line
Pressuring
Pump
1
Cap : 2 M
3
/H x 50 MTH
SHINKO
M.D.H.C
(HJ40-2M)
F) +81-82-508-1020
T) +81-82-508-1000
46
Water Spray
Pump
1
Cap : 850 M
3
/H x 110 MTH
SHINKO
M.D.V.C
(KV300K)
F) +81-82-508-1020
T) +81-82-508-1000
47 Ballast Pump 3
Cap : 3,000 M
3
/H x 30 MTH
SHINKO
M.D.V.C-SP
(GVD500-
3M)
F) +81-82-508-1020
T) +81-82-508-1000
48
Distilling Plant
S.W. Feed
Pump
2
Cap : 90 M
3
/H x 43 MTH
SHINKO
M.D.V.C
(SVA125-
2M)
F) +81-82-508-1020
T) +81-82-508-1000
49 Aux L.O. Pump 2
Cap : 170 M
3
/H x 0.3MPa
SHINKO
M.D.V.C-
TM
DEEP
WELL
(SAG150)
F) +81-82-508-1020
T) +81-82-508-1000

No.
Equipment
50
Aux. Cent.
Cool F.W.
Boost Pump
2
Cap : 150 M
3
/H x 30 MTH
SHINKO
M.D.V.C
(SAG125M)
F) +81-82-508-1020
T) +81-82-508-1000
51
Oily Bilge
Pump
1
Cap : 5 M
3
/H x 0.4MPa
TAIKO
M.D.H.G(MONO)
(HNP401))
F) +81-820-53-1001
T) +81-820-52-3112
52
E/R Bilge
Pump
1
Cap : 10 M
3
/H x 45 MTH
SHINKO
M.D.V.
Piston
(VPS10)
F) +81-82-508-1020
T) +81-82-508-1000
53
Waste Oil
Transfer
Pump
1
Cap : 5 M
3
/H x 0.4MPa
TAIKO
M.D.H.G(MONO)
(HNP401))
F) +81-820-53-1001
T) +81-820-52-3112
54
Main L.O
Purifier
Supply Pump
2
Cap : 3 M
3
/H x 3 KDP
TAIKO
M.D.H.G
(NHG-3MT)
F) +81-820-53-1001
T) +81-820-52-3112
55
L.O. Transfer
Pump
1
Cap : 5 M
3
/H x 4 KDP
TAIKO
M.D.H.G
(NHG-5MT)
F) +81-820-53-1001
T) +81-820-52-3112
56
H.F.O.
Transfer
Pump
1
Cap : 50 M
3
/H x 4 KDP
TAIKO
M.D.V.G
(VG-50MAB)
F) +81-820-53-1001
T) +81-820-52-3112
57
M.D.O.
Transfer
Pump
1
Cap : 30 M
3
/H x 4 KDP
TAIKO
M.D.H.G
(HG-35MAB)
F) +81-820-53-1001
T) +81-820-52-3112
58
Incinerator
M.D.O Serv.
Pump
1
Cap : 2 M
3
/H x 2.5 KDP
TAIKO
M.D.H.G
(WL-4M)
F) +81-820-53-1001
T) +81-820-52-3112
59
Stern Tube
L.O. Pump
2
Cap : 1 M
3
/H x 2.5 KDP
TAIKO
M.D.H.G
(NHG-1MT)
F) +81-820-53-1001
T) +81-820-52-3112
60
M.D.O.
Purifier
Supply Pump
1
Cap : 3 M
3
/H x 3 KDP
TAIKO
M.D.H.G
(NHG-4MAB)
F) +81-820-53-1001
T) +81-820-52-3112
61
FO Additive
Dosing Pump
1
Cap : 2 M
3
/H x 3 KDP
TAIKO
M.D.H.G
(NHG-2.5MAB)
F) +81-820-53-1001
T) +81-820-52-3112
62
Main L.O.
Purifier
2
Type : Automatic, Self-cleaning,
Partial Disch. With Separate
Supply Pump
Cap : 3,000 L/H
Motor Output : 7.5 kW
Speed : 1,765 rpm
SAMGONG SJ30GH
F)+82-51-200-3046
T)+82-51-200-3040
63
M.D.O.
Purifier
1
Type : Automatic, Self-cleaning,
Total Disch. With Separate
Supply Pump
Cap : 3,000 L/H
Motor Output : 5.5 kW
Speed : 1,770 rpm
SAMONG SG20G
F)+82-51-200-3046
T)+82-51-200-3040
64
Central F.W.
Cooler
2
Type : S.W. Cooled
Heat Dissipation : 4,000,000
Kcal/h
Heat Transfer Area : 294.4 M
2

ALFA-LAVAL M30-FM
F) +82-2-3406-0701
T) +82-2-3406-0714
65
M/T L.O.
Cooler
2
Type : SUS Plate, F.W. Cooled
Heat Dissipation : 760,000
Kcal/h
2

ALFA-LAVAL M20-MFM
F) +82-2-3406-0701
T) +82-2-3406-0714
66
Stern Tube
L.O. Cooler
1
Type : SUS Plate, F.W. Cooled
Heat Dissipation : 5,000 Kcal/h
2

ALFA-LAVAL M6-MFM
F) +82-2-3406-0701
T) +82-2-3406-0714


No.
Equipment
67
D/G F.W.
Cooler
2
Type : S.W. Cooled
Heat Dissipation : 2,707,300 Kcal/h
2

ALFA-LAVAL M15-MFM8
F) +82-2-3406-0701
T) +82-2-3406-0714
68
Oil Heating
Drain Cooler
1
Type : S&T, F.W. Cooled
Heat Transfer Area : 3 M
2

DONGHWA
F) +82-51-970-1031
T) +82-51-970-1070
69
Aux.
Condenser
1
Type : S&T, S.W. Cooled
Heat Dissipation : 47,081,750
Kcal/h
2

DONGHWA
F) +82-51-970-1031
T) +82-51-970-1070
70
Main L.O.
Purifier
Hearter
2
Type : S&T, Steam Heated
2

DONGHWA
F) +82-51-970-1031
T) +82-51-970-1070
71
1
st
Stage
Feed Water
Heater

Type : S&T
2

DONGHWA
F) +82-51-970-1031
T) +82-51-970-1070
72
3
rd
Stage
Feed
Water Heater

Type : S&T
Heat Transfer Area : 43.1
DONGHWA
F) +82-51-970-1031
T) +82-51-970-1070
73 Deaerator 1
Type : Spray Scrubber Type
Cap : 30 M
3

Diposed Feed W. Qty :117,615
Disposed Feed Temp : 138.2
DONGHWA
F) +82-51-970-1031
T) +82-51-970-1070
74
F.W.
Generator
(Distilling
Plant)
2
Type :Cond. Water Cooled
(VSP-36-C125CC)
S.W. Cooled (VSP-36-C125SWC)
Cap : 60 ton/Day
Max. Salinity (ppm) : 1.5
ALFA-LAVAL
F) +45-39-53-6568
T) +45-39-53-6000
75
E/R Exhaust
Vent. Fan
2
M.D. Axial flow, Reversible.
Cap : 1,750M
3
/minx 15mmaq
Motor : 22kW x 1,175rpm
Hi-Press Korea
Co., Ltd
AQ-
1400/403
F) +82-55-346-3501
T) +82-55-346-3500
76
E/R Supply
Vent. Fan
4
M.D Axial flow, Non-Reversible.
Cap : 1,750M
3
/minx 50mmaq
Motor : 37kW x 1,175rpm
Hi-Press Korea
Co., Ltd
AQ-
1400/578
F) +82-55-346-3501
T) +82-55-346-3500
77
Boiler off leak
gas extraction
fan for fuel
gas pipe
2
M.D Centrifugal with Explosion
proof Elec. Motor.
Cap : 60M
3
/minx 40mmaq
Motor : 1.15kW x 1,123rpm
Hi-Press Korea
Co., Ltd
SLC-315
F) +82-55-346-3501
T) +82-55-346-3500
78
Exh. Fan for
Welding
Space
1
M.D Axial flow.
Cap : 30M
3
/minx 30mmaq
Hi-Pres Korea
Co., Ltd
ADW-
500/280
F) +82-55-346-3501
T) +82-55-346-3500
79
Exh. Fan for
Purifier Room
1
M.D Axial flow.
Cap : 150M
3
/minx 50mmaq
Hi-Pres Korea
Co., Ltd
AQ-560/380
F) +82-55-346-3501
T) +82-55-346-3500
80
Exh. Fan for
D/G Room
1
M.D Axial flow.
Cap. : 300M
3
/minx 50mmaq
Hi-Pres Korea
Co., Ltd
AQ-710/330
F) +82-55-346-3501
T) +82-55-346-3500
81
Exh. Fan for
Chemical
Store
1
M.D Axial flow.
Cap : 30M
3
/minx 40mmaq
Hi-Pres Korea
Co., Ltd
AQ-560/280
F) +82-55-346-3501
T) +82-55-346-3500
82
Exh. Fan for
L.O. Grease
store
1
M.D Axial flow.
Cap : 30M
3
/minx 40mmaq
Hi-Pres Korea
Co., Ltd
AQ-560/280
F) +82-55-346-3501
T) +82-55-346-3500
83
Boiler Seal
Air Fan
2
M.D Axial flow.
Cap : 8M
3
/minx 1,100mmaq
Hi-Pres Korea
Co., Ltd
HT 5-700/D
F) +82-55-346-3501
T) +82-55-346-3500

No.
Equipment
84
Incinerator
W.O. Tank
Exh. Fan
1
M.D Axial flow.
Cap : 8M
3
/min x 40mmaq
Hi-Pres Korea
Co., Ltd
ADW-
300/190
F) +82-55-346-3501
T) +82-55-346-3500
85 Dehumidifier 1
Type : M.D Horizontal,
Honeycomb
Desiccant.
Cap : Process air flow x
EXT.Press
50M
3
/Hx 360Pa
Reactivation flow x EXT.Press
35M
3
/Hx 100Pa
Munters
Korea
M-120
F) +82-2-865-8737
T) +82-2-865-8770
86 Incinerator 1
Type : Sludge Oil & Solid Waste
Burning
Cap : 700,000 KCAL/H
Hyundai-Atlas
Incinerator
MAXI150SL-
1 WS
F) +82-32-583-0674
T) +82-32-583-0671
87
Oil Bilge
Separator
1
TYPE : GRAVITY AND
FILTERING
Cap. : 5 M
3
/H
HANYOUNG
ENGINEERING
HYN05000
F) +82-55-345-1684
T) +82-55-345-2933
88
Viscorator For
Main Boiler
1 Type : Pneumatic control VAF
F) +31-78-617-7068
T) +31-78-618-3100
89
Flow Meter
For
G/E M.D.O.
1
Type: Positive Displacement
Flow Rate(L/H) :
Max:1,079, Nor:730, Min:180
Kinematic Viscosity:M.D.O. 13cst
@40
VAF
F) +31-78-617-7068
T) +31-78-618-3100
90
Flow Meter
For
G/E H.F.O.
1
Type: Positive Displacement
Flow Rate(L/H) :
Max:10,665, Nor:8,089,
Min:133
Kinematic Viscosity:H.F.O. 700cst
@50
VAF
F) +31-78-617-7068
T) +31-78-618-3100
91 Mineralizer 1
Type : Dolomite
Cap : 5,000 L/H
SAMKUN MIN-5000
F) +82-55-366-0129
T) +82-55-366-0130
92
Grease
Extractor
1
Type : Filter Cloth
Cap : 5000L/H
RWO BFG 4F
F) +49-421-537-05-
40
T) +49-421-53-70-50
93 M.G.P.S 1
Type : Ionizing Electrode
Cap : 18,000 M
3
/H(For Scoop)
1,700 M
3
/H(For General Service)
KC Ind.
F) +82-51-831-7726
T) +82-51-831-7720
94 Sterilizer 1
Type : Ultra Violet
Cap : 2,000 L/H
SAMKUN JSA-3000
F) +82-55-366-0129
T) +82-55-366-0130
95
Silver Ion
Sterilizer
1
Type : Silver Ion
Cap : 5,000 L/H
JOWA AB
F) +46-31-795-45-40
T) +46-31-795-00-44
96 Calorifier 1
Type : Steam Heated with Electric
Heating Coil (30kW x 2)
Flow Rate (L/H) : 2,000
Tank Cap.(L) : 1,500
Heating Range() : 10-70
KANGRIM
F) +82-55-269-7795
T) +82-55-269-7786
97
Sewage
Treatment
Plant
1
Type : Biological
Cap : 60 Persons / Day
HAMWORTH
KSE
ST3A
F) +44-1202-668793
T) +44-1202-662675

98
F.W.
Hydrophore
Unit
1
Type : Vertical Centrifugal
Pump : 10 M
3
/H x 70 MTH x 2 sets
Tank : 2,000 L x 1 Set
SHINKO UH202M
F) +44-1202-668793
T) +44-1202-662675


No.
Equipment
99
D.W.Hydrophore
Tank
1
Type : Vertical Centrifugal
Pump : 6 M
3
/H x 65 MTH x 2
sets
Tank : 1,000 L x 1 Set
SHINKO UH102M
F)+44-1202-668793
T)+44-1202-662675
100
Auto
Backflushing
Filter
1 Cap. : 290 M
3
/H BOLL & KIRCH
6.61.07GR20
DN200

101
Ferrousion
Generator
1 Cap. : 1200 M
3
/H
Yokohama
Denco Co.,ltd
FP-1200
F)+81-45-453-6143
T)+81-45-461-5401
102
Unit Cooler For
Workshop
1
Type : Package
Cap : Cooling Cap : 54,000
Kcal/h
Heating Cap : 43,000 Kcal/h
Hi-Pres
KOREA
HIP
-20WGDE
F) +82-55-346-3501
T) +82-55-346-3500
103
Unit Cooler For
Boiler Test
Room
1
Type : Package
Cap : Cooling Cap : 9,000
Kcal/h
Heating Cap : 8,600 Kcal/h
Hi-Pres
KOREA
HIP
-3WGE
F) +82-55-346-3501
T) +82-55-346-3500
104
MSBD / ECR Air
Cond. Plant
1
Type : Condensing & Central
Unit
Cap : ABT. 144,480 Kcal/h
Hi-Pres
KOREA

F) +82-55-346-3501
T) +82-55-346-3500
105 Lathe 1
Cap : Center Distance : 2,000
MM
Swing Over Bed : 580 MM
Motor(kW) : 7.5
GOMT
NSL 580
x 2000G
F) +82-42-936-8105
T) +82-42-936-8100
106 Drilling Machine 1
Type : Up-Right
Cap : Max. 50 MM Dia.
Motor(kW) : 2.2
YOUNGKWANG NBTG-540
F) +82-54-776-6455
T) +82-54-776-6456
107
Bench Drilling
Machine
1
Cap : Max. 16 MM Dia.
Motor(kW) : 0.75
YOUNGKWANG YKD-20
F) +82-54-776-6455
T) +82-54-776-6456
108
Pedestal
Grinding
Machine
1
Type : Double Wheel
CaP : 300 MM Dia. x 1Set
Heavy
150 MM Dia. x 1 Set - Fine
YOUNGKWANG
YKGV
-300 / 150
F) +82-54-776-6455
T) +82-54-776-6456
109 Pipe Bender 1
Type : Hydraulic Motor Driven
Cap : Pipe Dia. 4 Inch
YOUNGKWANG TPB-4
F) +82-54-776-6455
T) +82-54-776-6456
110
Pipe Threading
M/C
1 Cap. : Pipe Dia. 2inch YOUNGKWANG KSU 50A
F) +82-54-776-6455
T) +82-54-776-6456
111
Band Sawing
M/C
1
Stroke : 150MM
Tuba Dia. : 4inch
YOUNGKWANG KDBS-200
F) +82-54-776-6455
T) +82-54-776-6456
112
Plasma Cutting
M/C
1 Cap : 16 MM YOUNGKWANG TKP-90P
F) +82-54-776-6455
T) +82-54-776-6456
113 Gas Welder 1
Type : Central Installation
Oxygen Bottle : 10 EA
Acetylene Bottle : 5 EA
Unitor
KOREA

F) +82-51-728-3848
T) +82-51-728-4900
114
Ballast Stripping
Eductor
2
Type : Water Jet Stripping
Driving Power : 245 M
3
/H x
1.1MPa
Suction Capacity : 300 M
3
/H
Teamtec
F) +47-37-19-98-90
T) +47-37-19-98-00
115 Cuno Filter 1 Cap. : 4.5 M
3
/H Cuno Filteration 6SL2-KR
F)+65-6863-8218
T)+65-6863-8283
116 Space Heater 10 Cap. : 25,000 Kcal/H Dongwha Entec. DH-2
F)+82-51-970-1031
T)+82-51-970-1070


8.2 Tank Capacity Plan and List

Cargo Tanks
Capacities Centre of Gravity
Max.
F.S.M.
(m
4
)
Compartment
Location Frame
Number
Volume
100% (m
3
)
Volume
98.0% (Ton)
L.C.G. From
Mid (Mid)
V.C.G. Above
B.L. (Mid)

No. 1 CARGO TK
No. 2 CARGO TK
No. 3 CARGO TK
No. 4 CARGO TK
118.1 - 128.9
103.1 - 116.9
88.1 - 101.9
74.1 - 86.9
24619.3
43233.3
43233.3
38644.1
11339.6
19913.3
19913.3
17799.5
79.57
38.00
-10.19
-56.01
17.797
16.662
16.662
16.662
103566
206520
206520
184617
Total 149730.0 68965.7

Water Ballast Tanks S.G.=1.025
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight
100% (Tons)
L.C.G. (m) V.C.G. (m)
Max.
F.S.M.
(m
4
)

FWD W.B. TK (P)
FWD W.B. TK (S)
No. 1 W.B. TK (P)
No. 1 W.B. TK (S)
No. 2 W.B. TK (P)
No. 2 W.B. TK (S)
No. 3 W.B. TK (P)
No. 3 W.B. TK (S)
No. 4 W.B. TK (P)
No. 4 W.B. TK (S)
A.P. TK

130.0 - 154.0
130.0 - 154.0
117.0 - 130.0
117.0 - 130.0
102.0 - 117.0
102.0 - 117.0
87.0 - 102.0
87.0 - 102.0
73.0 - 87.0
73.0 - 87.0
-6.1 - 17.0
2009.7
2009.7
6161.4
6161.4
6367.6
6367.6
6459.6
6459.6
5604.5
5604.5
2320.6
2060.0
2060.0
6315.5
6315.5
6526.8
6526.8
6621.1
6621.1
5744.6
5744.6
2378.7
107.08
107.08
76.63
76.63
36.39
36.39
-11.57
-11.57
-56.92
-56.92
-131.40
12.198
12.198
10.769
10.769
8.903
8.903
8.805
8.805
9.072
9.072
14.291
1361
1361
10884
10884
27780
27780
28957
28957
23824
23824
44268
Total 55526.4 56914.6

Fresh Water Tanks S.G.=1.000
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight
100%
(Tons)
L.G. (m) V.C.G. (m)
Max.
F.S.M.
(m
4
)
DISTILLED W. TK (P)
DISTILLED W. TK (S)
DRINKING W. TK (P)
DOMESTIC F.W. TK (S)
-6.1 - 10.0
-6.1 - 10.0
10.0 - 17.0
10.0 - 17.0
268.4
268.4
197.1
197.1
268.4
268.4
197.1
197.1
-134.77
-134.77
-126.61
-126.61
18.943
18.943
18.863
18.863
305
305
374
374
Total 931.1 931.0

Fuel Oil Tanks S.G.=0.97
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight
95% (Tons)
L.C.G. (m) V.C.G. (m)
Max.
F.S.M.
(m
4
)

FWD H.F.O BUNKER TK (P)
FWD H.F.O BUNKER TK (S)
AFT H.F.O BUNKER TK (P)
ATF H.F.O BUNKER TK (S)
HFO. SETT. TK (P)
HFO SETT. TK (S)
LOW SULPHUR FUEL TK (P)
LOW SULPHUR FUEL TK (S)

130.0 - 154.0
130.0 - 154.0
65.0 - 73.0
63.0 - 73.0
55.0 - 65.0
53.0 - 63.0
49.0 - 55.0
49.0 - 53.0
2570.1
2599.4
355.7
465.5
542.2
537.6
295.9
207.6
2395.4
2368.4
327.8
428.9
499.6
495.4
272.7
191.3
106.80
106.88
-82.47
-83.37
-89.48
-91.07
-95.78
-96.70
12.685
12.685
17.966
17.965
18.005
18.063
18.009
18.337
758
745
23
34
51
51
31
20
Total 7574.0 6979.5


Diesel Oil Tanks S.G.=0.850
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight
95% (Tons)
L.C.G. (m) V.C.G. (m)
Max.
F.S.M.
(m
4
)

M.D.O. STOR. TK (S)
G / E M.D.O. SERV. TK (S)
IGG M.D.O SERV. TK. (P)

45.0 - 49.0
45.0 - 49.0
45.0 - 50.0
140.7
67.1
83.9
113.6
54.2
67.8
-99.90
-99.90
-99.50
15.813
23.613
23.613
20
20
26
Total 291.7 235.6

Lubricating Oil Tanks S.G.=0.900
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight
95% (Tons)
L.C.G. (m) V.C.G. (m)
Max.
F.S.M.
(m
4
)

M.L.O. SUMP. TK (C)
M.L.O SETT. TK (S)
M.L.O STOR. TK (S)
M.L.O GRAV. TK (S)
G/T L.O. SETT. TK (P)
G/T L.O. STOR. TK (P)
G/E L.O. SETT. TK (S)
G/E L.O. STOR. TK (S)
S/T L.O. SUMP TK (S)

32.0 - 37.0
38.0 - 41.0
35.0 - 38.0
41.0 - 43.0
41.0 - 43.0
41.0 - 43.0
41.0 - 43.0
41.0 - 43.0
21.0 - 24.0
69.9
106.5
106.5
28.1
16.9
16.7
16.9
16.7
5.4
59.8
91.1
91.1
2 4.0
1 4.4
1 4.3
1 4.4
1 4.3
4.6
-109.94
-105.90
-108.30
-103.90
-103.90
-103.90
-103.90
-103.90
-119.44
2.746
20.461
20.461
16.765
23.627
23.598
23.627
23.598
2.163
102
15
15
5
1
1
1
1
1
Total 383.6 327.9

Miscellaneous Tanks S.G.=1.000
Compartment
Location
Frame
Number
Volume
100% (m
3
)
Weight
100% (Tons)
L.C.G. (m) V.C.G. (m)
Max.
F.S.M.
(m
4
)

C.W.TK
BILGE HOLDING TK
H.F.O. OVERFLOW TK
OILY BILGE TK
CLEAN DRAIN TK
SLUDGE TK

8.6 - 17.0
17.0 - 28.0
28.0 - 31.0
57.0 - 73.0
31.0 - 38.0
33.0 - 41.0
70.7
119.2
47.9
87.6
38.2
14.0
70.7
119.2
47.9
87.6
38.2
14.0
-125.80
-118.32
-113.87
-85.22
-109.39
-108.12
4.916
1.724
2.608
8.517
2.766
9.356
47
206
240
22
19
9
Total 339.5 339.5


8.3 Lubrication Oil Chart
NO. EQUIPMENT (MAKER/TYPE) Q'TY APPLICATION POINT KIND OF LUB. OIL
AMOUNT
(PER SET)
UNIT REMARK OR CHANGE INTERVAL
1 SYSTEM OIL MOBIL DTE OIL HEAVY 120 M
3
INCL. SUMP TK + GRAV. TK
2 NASH VACUUM PUMP UNIT MOBIL GREASE XHP 222 0.1 KG INITIALLY FILLED
1 TURNING GEAR MOBILE GEAR 629 10 L INITIALLY FILLED
1 GLAND CONDENSER MOBIL GREASE XHP 222 0.05 KG INITIALLY FILLED
1 Main Turbine
1 CONTROL UNIT RESERVOIR MOBIL DTE OIL HEAVY 300 L
2 L.O SUMP TANK MOBILE GARD 412 5,450 L INITIALLY FILLED
2
D/G Engine
2 GOVERNOR OIL MOBIL RARUS SHC 1026 4.6 L INITIALLY FILLED
2 GEAR COUPLING MOBILE GEAR 636 3 L
2 L.O TANK (TURBINE BED) MOBIL DTE OIL HEAVY MEDIUM 4800 L
3
GENERATOR TURBINE
2 GOVERNOR MOBIL DTE OIL HEAVY MEDIUM 4 L
4
G/E STARTING AIR COMPERSSOR 2 BREATHER PIPE OR SIDE COVER
MOBIL RARUS 427 /
MOBIL RARUS 827
41.6 L MOBIL RARUS 827 TO BE USED AFTER RUNNING IN ABOUT 300HRS
3 GEAR AND BEARING MOBIL RARUS SHC 1025 60.0 L
5 CONTROL/WORKING AIR COMPRESSOR
3 MOTOR BEARING MOBIL GREASE XHP 222 LITTLE L
INITIAL FILLING BY ATLAS COPCO OIL OTHER OIL USED AFTER
TAKING FOLLOWING PRECAUTIONS.
- THE PREVIOUS USED OIL SHOULD FIRST BE DRAINED AND
THE SYSTEM FLUSHED.
- THE OIL FILTER SHOULD BE REPLACED.
BOILER FEET
2 BOILER FEET MOBIL GREASE XHP 222 0.08 KG
8 CHECK VALVE(1B, 4B, 11B, 12B) MOBIL GREASE XHP 222 0.4 KG
4 GLOBE/ANGLE VALVE(3B, 13B) MOBIL GREASE XHP 222 0.2 KG
2 G. CHECK VALVE(71B) MOBILUX EP 0 3.5 KG
2 ANGLE VALVE(131B) MOBILUX EP 0 3 KG
2 GATE VALVE(132B) MOBIL GREASE XHP 222 0.2 KG
VALVES
2 G. CHECK VALVE(141B, 145B) MOBIL GREASE XHP 222 0.4 KG
6 ACCESSORIES
LONG RETRACTABLE
TYPE SOOT BLOWER
2 GEAR MOTOR MOBILUX EP 0 1 KG


AMOUNT
(PER SET)
TRIGGER PIN & GEAR MOBIL GREASE XHP 222 0.4 KG
LONG RETRACTABLE
TYPE SOOT BLOWER
TRAVELLING HEAD & FEED SCREW MOBILUX EP 0 1.6 KG
GEAR & CHAIN MOBIL GREASE XHP 222 1.6 KG
ROTARY TYPE
SOOT BLOWER
REDUCTION GEAR MOBIL TEMP SHC 100 9.6 KG
COUPLING MOBIL GREASE XHP 222 2.1 KG
INLET VANE CONTROL LEVER MOBIL GREASE XHP 222 0.06 KG
FORCED DRAFT
FAN
BEARING MOBIL GREASE XHP 222 0.5 KG
FUEL OIL PUMP
BEARING MOBIL GREASE XHP 222 0.12 KG
DAMPER BEARING MOBIL GREASE XHP 222 0.04 KG
AIR DUCT DAMPER
WORM-GEAR ROD MOBIL GREASE XHP 222 0.01 KG
CHEMICAL INJECTION
EQUIP.
PUMP CASE MOBIL DTE OIL HEAVY 8.4 L
N2H4 INJECTION EQUIP.
PUMP CASE MOBIL DTE OIL HEAVY 8.4 L
2 GREASE CASE CASTROL SPHEEROL SX2 9 KG
2 F.O RESERVOIR ETHYLENE GLYCOL 5 L
1 SEAT POT FOR VALVE (232B-P, S) ETHYLENE GLYCOL 3.60 L
6
ACCESSORIES
FEED WATER MOTOR
VLAVE
6 SEAT POT FOR VALVE (232B) ETHYLENE GLYCOL 5 L
M.D.O
1 SPINDLE MOBIL GEAR 629 6.3 L INITIALLY FILLED (CPL 100)
7 PURIFIER
MAIN L.O
2 SPINDLE MOBIL GEAR 629 12.6 L INITIALLY FILLED (CPL 100)
2 L.O TANK MOBIL DTE OIL HEAVY MEDIUM 760 L
8 BOILER F.W. PUMP TRUBINE
2 GOVERNOR MOBIL DTE OIL HEAVY MEDIUM 2.0 L


AMOUNT
(PER SET)
MAIN & AUX S.W
CIRC. P/P
2 PUMP COUPLING SIDE BEARING MOBIL GREASE XHP 222 0.5 KG INITIALLY FILLED
MAIN CONDENSATE
PUMP
CONDENSATE
DRAIN PUMP
DUMP DRAIN PUMP
PUMP END SIDE BEARING MOBIL GREASE XHP 222 0.1 KG INITIALLY FILLED
WATER SPRAY PUMP
PUMP SIDE GEAR COUPLING MOBIL GEAR 636 0.2 L
BALLAST PUMP
COLD START
BOILER F.W. PUMP
1 CRANK CASE MOBIL DTE OIL HEAVY MEDIUM 0.1 L
1 COUNTER / CRANK SHAFT BEARING MOBIL GREASE XHP 222 0.1 KG INITIALLY FILLED
9 E/R CENT. PUMP
E/R BILGE PUMP
OIL BOX OR GEAR CASE MOBIL DTE OIL HEAVY MEDIUM 0.3 L
H.F.O. TRANS.
PUMP
1 OILER MOBIL DTE OIL HEAVY MEDIUM 0.3 L
WASTE OIL TRANS PUMP
1 GREASE POINT MOBIL GREASE XHP 222 0.2 KG
M.D.O. TRANS.
PUMP
GREASE POINT MOBIL GREASE XHP 222 0.3 KG
INCIN. MDO SERVICE
PUMP
OILY BILGE PUMP 1 GREASE POINT MOBIL GREASE XHP 222 0.2 KG
FO ADDITIVE PUMP
M.D.O. PUIR.
SUPPLY PUMP
10 E/R GEAR PUMP

1 WO PUMP GEAR BOX MOBIL GEAR 630 0.3 L
11
INCINERATOR
1 MILL PUMP SEAL BOX MOBIL DTE 16M 0.7 L

AMOUNT
(PER SET)
PURI. ROOM EXH.
FAN
1 GREASE NIPPLE FOR SHAFT BEARING MOBILITH SHC 460 0.2 KG INITIALLY FILLED
D/G ROOM EXH. FAN 1 GREASE NIPPLE FOR SHAFT BEARING MOBILITH SHC 460 0.2 KG INITIALLY FILLED
12 E/R FAN
E/R FAN 6 GREASE NIPPLE FOR SHAFT BEARING MOBILITH SHC 460 1.8 KG INITIALLY FILLED
13 MSBD / ECR AIR COND. PLANT 2 COMPRESSED CRANK CASE MOBIL ARCTIC EAL 100 60 L
FOR WORKSHOP 1 COMPRESSOR CRANK CASE MOBIL ARCTIC EAL 32 7.6 L INITIALLY FILLED
14 UNIT COOLER
FOE BOILER TEST ROOM 1 COMPRESSOR CRANK CASE MOBIL ARCTIC EAL 32 1 L INITIALLY FILLED
1 HEAR STOCK & GEAR BOX MOBIL DTE 13M 10 L INITIALLY FILLED
15 LATHE
APRON AND ETC. MOBIL DTE 13M 2 L INITIALLY FILLED
1
COLUMN SIDE, SPINDLE & TABLE /
HEAR GEAR BOX
MOBIL DTE 13M 3 L INITIALLY FILLED
DRILLING MACHINE
1 COLUMN GEAR MOBIL GREASE XHP 222 0.2 KG INITIALLY FILLED
1 SLEEVE, BAND GEAR BOX & SPINDLE MOBIL DTE 13M 0.3 L INITIALLY FILLED
BENCH DRILLING
MACHINE
1 COLUMN GEAR MOBIL GREASE XHP 222 0.2 KG INITIALLY FILLED
HYD. PIPE BENDER 1 OIL TANK MOBIL DTE 13M 11.0 L INITIALLY FILLED
PIPE THREADING
MACHINE
1
GEAR BOX, SHAFT MOBIL GREASE XHP 222 0.2 KG
INITIALLY FILLED
MOBIL DTE 13M 0.3 L INITIALLY FILLED
16 WORKSHOP MACHINERTY
BAND SAWING
MACHINE

1
FRAME / GEAR COVER, ROD & HYDRO.
PUMP
MOBIL DTE 16M 0.2 L INITIALLY FILLED
MAIN L.O. SYSTEM MOBIL DELVAC 1 /5W-40 114 L
W / W GOVERNOR MOBIL DELVAC 1 /5W-40 3 L INITIALLY FILLED 17 EMCY GENERATOR 1
HYDRAULIC STARTER MOBIL DTE 11M 30 L INITIALLY FILLED
MAIN GENERATOR FOR D/G 2 SLEEVE BEARING MOBILGRAD 412 2 L/MIN
18
MAIN GENERATOR FOR T/G 2 SLEEVE BEARING MOBIL DTE OIL HEAVY MEDIUM 4 L/MIN


AMOUNT
(PER SET)
FOR MAIN & AUX
S.W. CIRC. P/P
2 BOTTOM SIDE / TOP SIDE MOBIL GREASE XHP 222 0.9 / 1.3 KG
FOR EMCY FIRE
PUMP
FOR WATER
SPRAY PUMP
FOR BALLAST
PUMP
3 BOTTOM SIDE / TOP SIDE MOBIL GREASE XHP 222 0.5 / 1 KG
FOR BOILER F.W PUMP 1 DE SIDE / NDE SIDE MOBIL GREASE XHP 222 0.1 / 0.1 KG
19 ELECTRIC MOTOR
FOR OTHER CENT.
PUMPS
DE SIDE / NDE SIDE MOBIL GREASE XHP 222 A LITTLE KG
PUMP, SYLINDER & PIPE MOBIL SHC 536 3860 L
20 STEERING GEAR 1
HYD. OIL STORAGE TANK MOBIL SHC 536 3000 L
21 PROPELLER BONNET 1 BONNET INSIDE MOBIL GREASE XHP 222 220 KG
22 INTER. SHAFT BEARING 2 BERATING & OIL BATH MOBIL DTE OIL HEAVY 60 L
FWD / AFT SEAL CHAMBER MOBIL DTE OIL HEAVY 10 L
FWD SEAL TANK MOBIL DTE OIL HEAVY 15 L
23

STERN TUBE SEAL
(AFT & FWD)
1
PIPE LINE MOBIL DTE OIL HEAVY 20 L
STERN TUBE INSIDE
MOBIL DTE OIL HEAVY
1650 L
S/T L.O. TANK
MOBIL DTE OIL HEAVY
180 L
S/T L.O. SUMP. TANK
MOBIL DTE OIL HEAVY
5,400 L
24 STERN TUBE BEARING & SYSTEM 1
PIPE LINE
MOBIL DTE OIL HEAVY
100 L
25 HYD. NUT FOR PROP. SHAFT 1 HYD. POWER PUMP
MOBIL DTE 13M
18 L INITIALLY FILLED
26 MAIN AIR COND. PLANT 2 COMPRESSOR CRANK CASE MOBIL ARCTIC EAL 100 150 L
27
AUX. AIR COND. PLANT
2 COMPRESSOR CRANK CASE MOBIL ARCTIC EAL 100 65 L
28 PROV. REF. PLANT 2 COMPRESSOR CRANK CASE MOBIL ARCTIC EAL 68 12 L


NO. EQUIPMENT (MAKER/TYPE)
Q'TY APPLICATION POINT KIND OF LUB. OIL AMOUNT UNIT REMARK OR CHANGE INTERVAL
1 GEAR CASE OFTRACTION MOBIL GEAR 630 6.0 L INITIALLY FILLED
GUIDE RAILS MOBIL DTE 13M 2 L INITIALLY FILLED
BEARING PARTSOF TRACTION MACH. MOBIL GREASE XHP 222 0.3 KG INITIALLY FILLED
CAGE DOOR & SAFETY DEVICE MOBIL DTE 13M 2 L INITIALLY FILLED
GOVERNOR & GOV. TENSION SHEAVE MOBIL DTE 13M 2 L INITIALLY FILLED
29 CREW ELEVATOR
AROUND ENTRANCE DOOR MOBIL DTE 13M 2 L INITIALLY FILLED
1 HYD. POWER PACK MOBIL AERO HF 1,000 L
1 ACCUMULATOR UNIT FOR POWER UNIT MOBIL AERO HF 280 L
3 ACCUMULATOR FOR ESD VALVE MOBIL AERO HF 92 L
8 SOLENOID VALVE BOX MOBIL AERO HF 60 L
2 HAND PUMP MOBIL AERO HF 13 L
CARGO VALVE
HYD PIPE LINE MOBIL AERO HF 1,228 L
1 HYD. POWER PACK MOBIL AERO HF 1,000 L
1 ACCUMULATOR UNIT FOR POWER UNIT MOBIL AERO HF 5 L
1
SOLENOID VALVE BOX
MOBIL AERO HF 2 L
1 SOLENOID VALVE BOX MOBIL AERO HF 2.5 L
9 / 64 HAND PUMP / ACTUATOR MOBIL AERO HF 13 L
30
CATGO &
BALLAST VALVE,
REMOTE
CONTROL SYSTEM
BALLAST / FO / BILGE /
SHIPSIDE SIDE
HYD PIPE LINE MOBIL AERO HF 1,264 L
4 STEAM HEATER MOBIL THERM 603 1,680 L MAKER : BP
4 GEAR BOX BEARINGS MOBIL DTE 846 28.0 L MAKER : BP
2 HD MOTOR MOBIL DTE 16M 12.0 L
31
HD / LD CARGO COMP.
2 LD MOTOR MOBIL DTE 16M 9.0 L
32 N2 GENERATOR 2 SCREW AIR COMPRESSOR OIL SUMP. MOBIL RARUS SHC 1025 68 L

AMOUNT
(PER SET)
8 HYD. ACTUATOR CYLINDER (HQ25) MOBIL DTE 11M 1 L
33 CRYOGENIC BALL VALVE
1 HYD. ACTUATOR CYLINDER (HQ50) MOBIL DTE 11M 3 L
6 HYD. ACTUATOR CYLINDER (ACTO200) MOBIL DTE 11M 2 L
19 HYD. ACTUATOR CYLINDER (ACTO400) MOBIL DTE 11M 18.5 L
34 CRYOGENIC B / F VALVE
5 TRANSMITTER MOBIL DTE 13M 6.5 L
5 ACTUATOR MOBIL DTE 13M 2.0 L
35 MANUAL HYD. OPERATING UNIT
PIPE MOBIL DTE 13M 12.0 L
36
FWD H.F.O. TRANS. PUMP

37
HOLD BILGE PUMP

7 OILER MOBIL DTE 13M 1.4 L INITIALLY FILLED
2 AIR BLOWER MOTOR MOBIL GREASE XHP 222 0.1 KG
2 AIR BLOWER MOBIL DTE BB 8.0 L
F.O.P. MOTOR MOBIL GREASE XHP 222 0.04 KG
1 COMP. FOR IG CHILLER UNIT MOBIL ARCTIC EAL 100 50.0 L
1 GLYCOL CIRC. PUMP IG CHILLER MOBIL GREASE XHP 222 0.04 KG
38
INERT GAS GENERATOR

1 FAN FOR IG DRYER MOBIL GREASE XHP 222 0.04 KG
DRIVING RECUCER MOBIL SHC 630 6.0 L INITIALLY FILLED
1
AIR UNIT MOBIL SHC 524 0.2 L NITIALLY FILLED
39 EMCY TOWING SYSTEM
2 GREASE POINT MOBILITH SHC 460 0.5 KG NITIALLY FILLED


AMOUNT
(PER SET)
ENCLOSED GEAR MOBIL SHC 632 180 KG INITIALLY FILLED
GREASE NIPPLE MOBILITH SHC 460 12 KG INITIALLY FILLED
CLOSED GEAR MOBIL SHC 632 130 L
WINDLASS
(W1, W2)
2
HYDRAULICS AND PIPES MOBIL SHC 526 630 L
CLOSED GEAR MOBIL SHC 632 1,029 KG
GREASE NIPPLE MOBILITH SHC 460 42 KG INITIALLY FILLED
CLOSED GEAR MOBIL SHC 632 1,029 L
MOORING WINCH
(M1 M7)

7
HYDRAULICS AND PIPES MOBIL SHC 526 1,155 L
40 DECK MACHINERY
SERVO PUMP UNIT 1 OIL TANK MOBIL DTE 11M 78 L
HEADTANK MOBIL SHC 626 960 L

PIPES MOBIL SHC 626 120 L
SIDE OF COUPLING CASING MOBILGREASE XHP 222 2 KG
41 BOW THRUSTER 1
THRUSTER MOTOR MOBILGREASE XHP 222 0.3 KG INITIALLY FILLED
(LIFTING POST)
ELEC. MOTOR ROOM FAN
MOBILITH SHC 460 0.2 KG INITIALLY FILLED
CARGO COMP. ROOM FAN MOBILITH SHC 460 0.2 KG INITIALLY FILLED
PIPE DUCT FAN MOBILITH SHC 460 0.2 KG INITIALLY FILLED
42 VENT FAN 1
PASSAGE WAY FAN MOBILITH SHC 460 0.2 KG INITIALLY FILLED
HOSTING WINCH MOBIL SHC 630 6 L
AIR MOTOR FOR HOISTING MOBIL SHC 524 0.3 L
WIRE ROPE MOBILARMA 798 20 KG
43 ACCOMMODATION LADDER 2
GREASE POINT MOBILITH SHC 460 10 KG
ROPE LADDER HOISTING MOBIL SHC 630 3 L
44 PILOT LADDER REEL 2
AIR MOTOR FOR HOISTING MOBIL SHC 524 0.3 L


AMOUNT
(PER SET)
ENCLOSED GEAR MOBIL SHC 630 44 L
WIRE ROPE MOBILARMA 798 10 KG
45 LIFE BOAT DAVIT & WINCH 2
BEARINGS MOBILITH SHC 460 4 KG INITIALLY FILLED
2 HYDRAULIC OIL ON SYSTEM MOBIL DTE 13M 1,800 L
4 SLEW GEAR BOX OIL MOBIL SHC 630 40 L
INITIALLY FILLED
2 WINCH GEAR BOX OIL MOBIL SHC 630 5.0 L
INITIALLY FILLED
- WIRE ROPE MOBILARMA 798 20.0 KG
INITIALLY FILLED
- ROLLER / BALL BEARING MOBILITH GREASE XHP 222 20.0 KG
INITIALLY FILLED
- PLAIN BEARING BROZE MOBILITH GREASE XHP 222 10.0 KG
INITIALLY FILLED
46 HOSE HANDLING CRANE
- OPEN GEAR MOBILITH 375 NC 10 KG
INITIALLY FILLED
2 HYDRAULIC OIL ON SYSTEM MOBIL DTE 13M 1,000 L
4 SLEW GEAR BOX OIL MOBIL SHC 630 28.0 L INITIALLY FILLED
2 WINCH GEAR BOX OIL MOBIL SHC 630 3.0 L
INITIALLY FILLED
- WIRE ROPE MOBILARMA 798 20.0 KG
INITIALLY FILLED
- ROLLER / BALL BEARING MOBILITH GREASE XHP 222 20.0 KG
INITIALLY FILLED
- PLAIN BEARING BROZE MOBILITH GREASE XHP 222 10.0 KG
INITIALLY FILLED
47
PROVISION CRANE
(PORT & STBD SIDE)
- OPEN GEAR MOBILITH GREASE XHP 222 10 KG
INITIALLY FILLED
AIR WINCH MOBIL SHC 630 3 L INITIALLY FILLED
HOISTING ROPE MOBILARMA 798 5 KG INITIALLY FILLED
BEARING MOBILITH SHC 460 4 KG
48 EMCY CARGO PUMP HANDLING UNIT 2
FILTER & OILER UNIT MOBIL DTE 13M 0.4 L INITIALLY FILLED
GEAR BOX FOR REDUCER MOBIL SHC 630 60 L
4
MOTOR BEARING MOBILITH SHC 460 0. 8 KG
49
CAPSTAN
1 OILER SET MOBIL SHC 524 2.8 L

AMOUNT
(PER SET)
GEAR BOX FOR REDUCER MOBIL SHC 630 4.6 L
2
MOTOR BEARING MOBILITH SHC 460 0.4 KG
50

FIRE WIRE REEL
1 OILER SET MOBIL SHC 524 1.4 L
WINCH GEAR BOX MOBIL SHC 630 1 L
FALL WIRE ROPE MOBILARMA 798 2.0 KG
MOTOR BEARING MOBILITH SHC 460 0.4 KG
51 REMEDY HANDLING DAVIT & PORTABLE DAVIT
2
OILER SET MOBIL DTE 13M 1.4 L
ENGINE OIL MOBIL DELVC 1/5W-40 7.0 L
GEAR BOX MOBIL DELVC 1/5W-40 2.2 L 52 LIFE BOAT
2
STERN TUBE MOBIL DET OIL HEAVY 0.2 KG

Machinery Operating Manual Transfer

Transféré par

Informations du document

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

Machinery Operating Manual Transfer

Transféré par

Droits d'auteur :

Formats disponibles

LNGC GRACE ACACIA

Machinery Operating Manual

Steam Trap With Strainer

Vous aimerez peut-être aussi