Maersk Kiera Machinery Final Draft November 2011

Issue: Final Draft - November 2011 IMO No: 9431305

Machinery Operating Manual Maersk Kiera

Produced by: Worldwide Marine Technology LimitedEmail: [email protected]

Front Matter - Page 1 of 8

LIST OF CONTENTS

Issue and Updates

Introduction

Machinery Symbols and Colour Scheme

Electrical and Instrumentation Symbols

Section 1: Operational Overview

1.0 EngineRoomArrangement 1.1 ToBringVesselintoLiveCondition 1.2 ToPrepareMainPlantforInPortCondition 1.3 ToPrepareMainPlantforManoeuvringinPort 1.4 ToChangeMainPlantfromManoeuvringtoFullAway 15 ToPrepareforUnmannedOperation 1.6 ToChangefromUnmannedtoMannedOperation 1.7 ToChangefromFullAwaytoManoeuvringCondition 1.8 ToSecureMainPlantatFinishedwithEngines 1.9 ToSecureMainPlantforDryDock 1.10 TankCapacityTables

Illustrations

1.0.1a EngineRoomArrangement-LowerFloor 1.0.1b EngineRoomArrangement-LowerPlatform 1.0.1c EngineRoomArrangement-UpperPlatform 1.0.1d EngineRoomArrangement-SteeringFlatandCasing 1.0.1e EngineRoomArrangement-SideElevation

Section 2: Main Engine and Auxiliary Systems2.1 Main Engine and Propulsion Systems

2.1.1 MainEngineSpecification 2.1.2 MainEngineManoeuvringControl 2.1.3 MainEngineProtectionSystem 2.1.4 MainEngineDigitalGovernor

Illustrations

2.1.1a MainEngine 2.1.1b MainEnginePistonCoolingFlowPath 2.1.1c MainEngineManoeuvringControlandStartSystem 2.1.2a MainEngineManoeuvringControlandSafetySystem 2.1.2b MainEngineManoeuvringControlandStartSystem 2.1.2c EngineSideControlPanel 2.1.2d EngineControlRoomTelegraphUnit 2.1.2e ManoeuvringSystemPanels 2.1.3a MainEngineProtectionSystem 2.1.3b EngineProtectionSystemPanel 2.1.4a DigitalGovernorSystem

2.2 Boilers and Steam Systems

2.2.1 GeneralDescription 2.2.2 Oil-FiredAuxiliaryBoiler 2.2.3 Oil-FiredBoilerControlSystem 2.2.4 Oil-FiredBoilerSootblowers 2.2.5 CompositeBoiler 2.2.6 CompositeBoilerControlSystem 2.2.7 CompositeBoilerSootblower 2.2.8 EngineRoomSteamSystem 2.2.9 DeckSteamSystem

Illustrations

2.2.2a Oil-FiredBoiler 2.2.2b BoilerFiringRate 2.2.3a BoilerControlPanel 2.2.3b BoilerAir/OilCombustionControlPanel 2.2.4a Oil-FiredBoilerSootblower 2.2.5a CompositeBoiler 2.2.6a CompositeBoilerControlPanel 2.2.7a CompositeBoilerSootblower 2.2.8a EngineRoomSteamSystem 2.2.9a DeckSteamandCondensateSystem

2.3 Condensate and Feed Water Systems

2.3.1 CondensateSystem 2.3.2 HeatingDrainSystem 2.3.3 DeckCondensateSystem 2.3.4 BoilerFeedWaterSystem

Illustrations

2.3.1a EngineRoomCondensateSystem 2.3.2a EngineRoomHeatingDrainSystem 2.3.2b BypassingtheAtmosphericCondenser 2.3.3a DeckSteamandCondensateSystem 2.3.4a BoilerFeedWaterSystem

2.4 Sea Water Systems

2.41 MainandAuxiliarySeaWaterSystem 2.4.2 SeaWaterServiceSystem 2.4.3 EngineRoomBallastSystem 2.4.4 FreshWaterGeneratorSystem

Illustrations

2.4.1a SeaWaterCoolingSystem 2.4.1b BackflushingCentralCoolers 2.4.2a AuxiliarySeaWaterSystem 2.4.3a EngineRoomBallastSystem 2.4.4a FreshWaterGeneratorSystem

2.5 Fresh Water Cooling Systems

2.5.1 MainEngineJacketCoolingWaterSystem 2.5.2 CentralCoolingWaterSystem

Illustrations

2.5.1a HighTemperatureCoolingWaterSystem 2.5.2a LowTemperatureCoolingWaterSystem

2.6 Heavy Fuel Oil and Diesel Oil Service Systems

2.6.1 MainEngineFuelOilServiceSystem 2.6.2 GeneratorEngineFuelOilServiceSystem 2.6.3 AuxiliaryBoilerFuelOilServiceSystem 2.6.4 CompositeBoilerFuelOilServiceSystem 2.6.5 EmergencyGeneratorFuelOilSystem 2.6.6 InertGasGeneratorFuelOilSystem 2.6.7 FuelOilDrainSystem 2.6.8 LowSulphurFuelOperations 2.6.9 AirPollution

Illustrations

2.6.1a Viscosity-TemperatureChart 2.6.1b MainEngineFuelOilSystem 2.6.2a GeneratorEngineFuelOilSystem 2.6.3a BoilerFuelOilSystem 2.6.4a CompositeBoilerFuelOilServiceSystem 2.6.5a EmergencyGeneratorFuelSystem 2.6.6a InertGasGeneratorFuelOilSystem 2.6.7a FuelOilDrainSystem 2.6.7b SludgeDischargeSystem

2.7 Fuel Oil and Diesel Oil Transfer Systems

2.7.1 FuelOilandDieselOilBunkeringandTransferSystem 2.7.2 FuelOilandDieselOilSeparatorSystem 2.7.3 WasteOilandSludgeSystem

Illustrations

2.7.1a FuelOilBunkeringSystem 2.7.1b FuelandDieselOilTransferSystem 2.7.2a HeavyFuelandDieselOilSeparatorSystem 2.7.2b HeavyFuelOilSeparatorControlPanel 2.7.3a WasteOil/SludgeTransferSystem





2.8 Lubricating Oil Systems

28.1 MainEngineLubricatingOilSystem 2.8.2 SternTubeLubricatingOilSystem 2.8.3 LubricatingOilSeparatorSystem 2.8.4 LubricatingOilFillingandTransferSystem 2.8.5 LubricatingOilDrainSystem

Illustrations

2.8.1a LubricatingOilServiceSystem 2.8.2a SternTubeLubricatingOilSystem 2.8.2b SternTubeAirSealControlPanel 2.8.3a LubricatingOilSeparatingSystem 2.8.3b LubricatingOilSeparatorControlPanel 2.8.4a LubricatingOilTransferSystem 2.8.4b LubricatingOilBunkeringSystem 2.8.5a LubricatingOilDrainSystem

2.9 Bilge Systems

2.9.1 EngineRoomBilgeandBilgeOilSeparatorSystem 2.9.2 ForwardBilgeSystem

Illustrations

2.9.1a EngineRoomBilgeSystem 2.9.1b BilgeOil/WaterSeparator 2.9.2a ForwardBilgeSystem

2.10 Compressed Air Systems

2.10.1 StartingAirSystem 2.10.2 WorkingAirSystem 2.10.3 ControlAirSystem

Illustrations

2.10.1a StartingAirSystem 2.10.1b AirCompressorControlPanel 2.10.2a WorkingAirSystem 2.10.2b DeckWorkingAirSystem 2.10.3a ControlAirSystem

2.11 Steering Gear and Bow Thrust

2.11.1 SteeringGear 2.11.2 BowThrustUnit

Illustrations

2.11.1a SteeringGearHydraulicSystem 2.11.1b IsolationFlowChart 2.11.2a BowThrustHydraulicSystem 2.11.2b BowThrustControlPanels

2.12 Electrical Power Generators

2.12.1 DieselGenerators 2.12.2 EmergencyDieselGenerator

Illustrations

2.12.1a ControlRoomGeneratorControlPanel 2.12.1b GeneratorEngineLocalControlPanelandGaugeBoard 2.12.2a EmergencyDieselGeneratorControlPanel

2.13 Electrical Power and Distribution

2.13.1 ElectricalEquipmentOverview 2.13.2 MainSwitchboardandGeneratorOperation 2.13.3 EmergencySwitchboardandGeneratorOperation 2.13.4 ElectricalDistribution 2.13.5 ShorePower 2.13.6 MainAlternators 2.13.7 EmergencyAlternator 2.13.8 PreferentialTrippingandSequentialRestarting 2.13.9 UPSandBatterySystems 2.13.10 CathodicProtectionSystemandMGPSSystem 2.13.11 CargoPumpElectricalControlSystem

Illustrations

2.13.1a MainElectricalNetwork 2.13.2a GeneratorandSynchronisingPanels 2.13.3a EmergencySwitchboardPanels 2.13.4a Main440Vand220VDistribution 2.13.4b Emergency440Vand220VDistribution 2.13.5a ShorePower 2.13.6a MainAlternator 2.13.7a EmergencyAlternator 2.13.8a PreferentialTripping 2.13.8b SequentialRestart 2.13.9a BatteryChargerandDischargeBoard 2.13.10a CathodicProtectionSystem 2.13.10b MarineGrowthPreventionSystem 2.13.11a CargoPumpControlConsole

2.14 Accommodation Systems

2.14.1 DomesticFreshWaterSystem 2.14.2 DomesticRefrigerationSystem 2.14.3 AccommodationAirConditioningSystem 2.14.4 MiscellaneousAirConditioningUnits 2.14.5 SewageTreatmentSystem 2.14.6 GarbageManagement

Illustrations

2.14.1a EngineRoomFreshWaterServiceSystem 2.14.2a DomesticRefrigerationSystem 2.14.3a AccommodationAirConditioningPlant 2.14.3b AirConditioningVentDuctArrangement 2.14.5a SewageTreatmentSystem 2.14.5b SewageTreatmentUnit 2.14.6a RegulationsforGarbageDisposalatSea

2.15 Inert Gas System

2.15.1 InertGasGenerator 2.15.2 Operation 2.15.3 OxygenAnalyser

Illustrations

2.15.1a InertGasSystem-Deck 2.15.1b InertGasGenerator 2.15.2a InertGasGeneratorControlPanels 2.15.2b InertGasCapacityRegulatorandERPanelNo.5

2.16 Hydraulic Oil Systems

2.16.1 DeckMooringHydraulics 2.16.2 HydraulicValveSystem 2.16.3 MainEngineTopHydraulicBracingSystem

Illustrations

2.16.1a DeckHydraulicPowerSystem 2.16.2a HydraulicValveRemoteControlSystem 2.16.2b EmergencyPortableHydraulicHandpump 2.16.2c HydraulicValvePowerPack 2.16.3a MainEngineTopHydraulicBracingSystem





Section 3: Main Machinery Control System

3.1 Main Machinery Control System

3.1.1 MainMachineryControlandAlarmSystem 3.1.2 OperatorStations 3.1.3 Trending 3.1.4 ScreenDisplays 3.1.5 AlarmHandling 3.1.6 UnmannedService/MannedHand-over

Illustrations

3.1.1a IntegratedManagementSystemLayout 3.1.1b AlarmandMonitoringSystemGroupDisplay 3.1.1c DutyAlarmPanels 3.1.2a OperatorPanel 3.1.2b ChannelPropertiesandSystemStatus 3.1.4a MonitoringandControlSystemDisplay 3.1.6a AlarmSystemStatus

3.2 Engine Control Room, Console and Panels

3.2.1 EngineControlRoom 3.2.2 EngineControlConsole

Illustrations

3.2.1a EngineControlRoomArrangement 3.2.2a EngineControlRoomConsole

3.3 Frequency Converter Room 3.3.1 CargoPumpControlConsole

Illustrations

3.3.1a FrequencyConverterRoomArrangement

3.3.1ba CargoPumpControlConsole

Section 4: Emergency Systems

4.1 Fire Hydrant System

Illustration

4.1a EngineRoomFireHydrantSystem 4.1b FireHydrantSystem-Deck

4.2 CO2 Fire Fighting System

Illustration

4.2a CO2FireFightingSystem

4.3 Quick-Closing Valves and Fire Dampers

Illustration

4.3a Quick-ClosingValveSystem

4.4 Water Mist Fire Extinguishing System

Illustration

4.4.a LocalWaterMistFireExtinguishingSystem

Section 5: Emergency Procedures

5.1 FloodingintheEngineRoom

Illustrations

5.1a EngineRoomBilgeSystem 5.1b EmergencyBilgeSuction 5.1c FloodingintheEngineRoom

5.2 Emergency Operation of the Main Engine

Illustration

5.2a EmergencyControlStation

5.3 Emergency Steering

5.4 Emergency Fire Pump

5.5 Fire in the Engine Room





Issue and Update Control

Thismanualisprovidedwithasystemofissueandupdatecontrol.Controllingdocumentsensuresthat:

Documentsconformtoastandardformat;

Amendmentsarecarriedoutbyrelevantpersonnel;

Each document or update to a document is approved beforeissue;

Ahistoryofupdatesismaintained;

Updatesareissuedtoallregisteredholdersofdocuments;

Sectionsareremovedfromcirculationwhenobsolete.

Documentcontrolisachievedbytheuseofthefooterprovidedoneverypageandtheissueandupdatetablebelow.

In the right-hand corner of each footer are details of the pages, the sectionnumberand thepagenumberof the section. In the left-handcornerof eachfooteristheissuenumber.

Detailsofeachsectionaregiven in the firstcolumnof the issueandupdatecontroltable.Thetablethusformsamatrixintowhichthedatesofissueoftheoriginaldocumentandanysubsequentupdatedsectionsarelocated.

Theinformationandguidancecontainedhereinisproducedfortheassistanceof certificated officers who by virtue of such certification are deemedcompetenttooperatethevesseltowhichsuchinformationandguidancerefers.Anyconflictarisingbetweentheinformationandguidanceprovidedhereinandtheprofessional judgement of such competent officersmust be immediatelyresolvedbyreferencetotheCompanyTechnicalOperationsOffice.

Thismanualwasproducedby:

WORLDWIDE MARINE TECHNOLOGY LIMITED.

Foranynewissueorupdatecontact:

TheTechnicalDirector

WorldwideMarineTechnologyLimited

DeeHouse

Parkway,Zone2

DeesideIndustrialPark

Flintshire

CH52NS.

UnitedKingdom

e-mail:[email protected]

ISSUES & UPDATES TABLE WILL BE INSERTED HERE WHEN MANUAL REACHES ISSUE 1 STATUS





INTRODUCTION

General

Although the ship is supplied with shipbuilders plans and manufacturersinstruction books, there is no single handbook which gives guidance onoperatingcompletesystemsasinstalledonboard,asdistinctfromindividualitemsofmachinery.

Thepurposeofthismanualistofillsomeofthegapsandtoprovidetheshipsofficers with additional information not otherwise available on board. It isintendedtobeusedinconjunctionwiththeotherplansandinstructionbooksalreadyonboardandinnowayreplacesorsupersedesthem.

Informationpertinenttotheoperationofthisvesselhasbeencarefullycollatedin relation to the systems of the vessel and is presented in two on boardvolumesconsistingofaDECKOPERATINGMANUALandMACHINERYOPERATINGMANUAL.

TheDeckOperatingManualandtheMachineryOperatingManualaredesignedtocomplementMARPOL73/78,ISGOTTandCompanyRegulations.

ThevesselisconstructedtocomplywithMARPOL73/78.TheseregulationscanbefoundintheConsolidatedEdition,1991andintheAmendmentsdated1992,1994and1995.

Officers should familiarise themselveswith the contentsof the InternationalConventionforthePreventionofPollutionfromShips

ParticularattentionisdrawntoAppendixIVofMARPOL73/78,theformofBallastRecordBook.ItisessentialthatarecordofrelevantballastoperationsarekeptintheBallastRecordBookanddulysignedbytheofficerincharge.

Inmanycasesthebestoperatingpracticecanonlybelearnedbyexperience.Wheretheinformationinthismanualisfoundtobeinadequateorincorrect,details should be sent to the companysTechnicalOperationsOffice so thatrevisionsmaybemadetomanualsofothershipsofthesameclass.

Safe Operation

Thesafetyoftheshipdependsonthecareandattentionofallonboard.Mostsafety precautions are a matter of common sense and good housekeepingandaredetailedinthevariousmanualsavailableonboard.However,recordsshow that even experienced operators sometimes neglect safety precautionsthroughover-familiarityandthefollowingbasicrulesmustberememberedatalltimes.

Never continue to operate any machine or equipment whichappearstobepotentiallyunsafeordangerousandalwaysreportsuchaconditionimmediately.

Make a point of testing all safety equipment and devicesregularly.

Alwaystestsafetytripsbeforestartinganyequipment.

Never ignore any unusual or suspicious circumstances, nomatterhowtrivial.Smallsymptomsoftenappearbeforeamajorfailureoccurs.

Never underestimate the fire hazard of petroleum products,especiallyfueloilvapour.

Never start a machine remotely from the control roomwithout checking visually if the machine is able to operatesatisfactorily.

Inthedesignofequipmentandmachinery,devicesareincludedtoensurethat,asfaraspossible,intheeventofafaultoccurring,whetheronthepartoftheequipment or the operator, the equipment concerned will cease to functionwithoutdangertopersonnelordamagetothemachine.Ifthesesafetydevicesareneglected,theoperationofanymachineispotentiallydangerous.

Description

Theconceptofthismanualistoprovideinformationtotechnicallycompetentshipsofficers,unfamiliartothevessel,inaformthatisreadilycomprehensibleandtherebyaidingtheirunderstandingandknowledgeofthespecificvessel.Specialattentionisdrawntoemergencyproceduresandfirefightingsystems.

Themanual consists of a number of parts and sections which describe thesystems and equipment fitted and their method of operation related to aschematicdiagramwhereapplicable.

Thevalvesandfittingsidentificationsusedinthismanualarethesameasthoseusedbytheshipbuilder.

Illustrations

Allillustrationsarereferredtointhetextandarelocatedeitherinthetextwhensufficientlysmallorabovethetextonaseparatepage,sothatboththetextandillustrationareaccessiblewhenthemanualislaidfaceup.

Whentextconcerninganillustrationcoversseveralpages,theillustrationmaybeduplicatedaboveeachpageoftext.

Where flows are detailed in an illustration, these are shown in colour. Akey of all colours and line styles used in an illustration is provided on theillustration.

Detailsofcolourcodingused in the illustrationsaregiven in the illustrationcolourscheme.

Symbolsgiveninthemanualadheretointernationalstandardsandkeystothesymbolsusedthroughoutthemanualaregivenonthesymbolspages.

Notices

Thefollowingnoticesoccurthroughoutthismanual:

WARNING

Warnings are given to draw readers attention to operations where DANGER TO LIFE OR LIMB MAY OCCUR.

CAUTIONCautions are given to draw readers attention to operations where DAMAGE TO EQUIPMENT MAY OCCUR.

Note: Notesaregiven todrawreadersattention topointsof interestor tosupplysupplementaryinformation.

Safety Notice

It has been recorded by International Accident Investigation Commissionsthatadisproportionatenumberofdeathsandserious injuriesoccuronshipseachyearduringdrillsinvolvinglifesavingcraft.Itisthereforeessentialthatall officers and crewmake themselves fully conversant with the launching,retrievalandthesafeoperationofthelifeboats,liferaftsandrescueboats.




Front Matter - Page of 8

P2P1

S

M

A

S

Discharge / Drain

Remote Operated EmergencyShut-Off Valve

Ball Valve

Deck Stand (Manual)

Air Horn

NOorNC

Normally Open orNormally Closed

LOorLC

Locked Open orLocked Closed

Float Valve

Rose Box

Simplex Strainer

Duplex Strainer

Y-Type Strainer

Hopper Without Cover

Vent Pipe / Gooseneck

Steam Trap Without Strainer

Flow Meter

Observation Glass

Water Separator

Air Trap / Deaerating Valve

Gear or Screw Type Pump

Centrifugal Pump

Blind (Blank) Flange

Orifice

Flexible Hose

Stop Valve

Angle Stop Valve

Gate Valve

Screw-Down Non-ReturnValve

Angle Screw-Down Non-Return Valve

Lift Check Non-Return Valve

Self-Closing Valve

Quick-Closing Valve(Wire Operated)

Quick-Closing Valve(Pneumatic Operated)

Safety / Relief Valve

Angle Safety / Relief Valve

Storm Valve With Handwheel

Flow Control Valve

Swing Check Non-ReturnValve

Regulating Valve

Hose Valve

Pressure Reducing Valve

2-Way Cock

3-Way Cock (L-Type)

3-Way Cock (T-Type)

Mud Box

Spool Piece

Overboard Discharge

Tank Penetration

Air ControlValve

Temperature ControlValve (With Handwheel)

3-Way Temperature ControlValve (With Handwheel)

Non-Return Ball Valve

Butterfly Valve

Solenoid Valve

Hand Pump

Eductor (Ejector)

Suction Bellmouth

Steam Trap With Strainer

Wax Expansion TemperatureControl Valve

3-Way Wax ExpansionTemperature Control Valve

Pipe Head for Sounding orFilling

Sounding Head with Self-Closing Cap and SamplingCock (Self-Closing)

Vent Pipe withFlame Screen

Spectacle Flange( Open, Closed)

Filter Regulating ValveWith Strainer

Machinery Symbols and Colour Scheme

Domestic Fresh Water

HT Cooling Water

LT Cooling Water

Hydraulic Oil

Sea Water

Feed Water

Fire/Wash Deck Water

CO2

Marine Diesel Oil

Fuel Oil

Steam

Compressed Air

Condensate

Bilge / Drain

Electrical Signal

Instrumentation

Lubricating Oil

Viscosity Controller

Inert Gas

Solenoid Actuator

Cylinder Piston Actuator

Hydraulic Operated Valve

Electric Motor Driven

Air Actuator

Solenoid Valve

Self-Closing Drain Valve

Suction Bellmouth

Pressure Retaining Valve

Thermal Expansion Valve




Front Matter - Page of 8

ASTP Auto Control Start / Stop

AST Auto Control Start

ASP Auto Control Stop

ACH Auto Changeover

COS Changeover Switch

CP Compound Gauge

DPI Differential Pressure Indicator

DPS Differential Pressure Switch

DPT Pressure Transmitter

ESD Emergency Shutdown

ESLD Emergency Slowdown

FD Flow Detector

FS Flow Switch

FT Flow Transmitter

FCO Flow Counter (Flow Meter)

FLG Float Type Level Gauge

HDPA High Differential Pressure Alarm

H2O Hydrometer

IL Indicator Lamp

LAC Level Automatic Control

LAH Level Alarm High

LAHH Level Alarm High High

LAL Level Alarm Low

LI Level Indicator

LIC Level Indicating Controller

LS Level Switch

LT Level Transmitter

PAC Pressure Automatic Control

PAH Pressure Alarm High

PAL Pressure Alarm Low

PDS Pressure Differential Switch

PI Pressure Indicator (Gauge)

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

RI RPM Indicator

RCO RPM Counter

RX Revolution Transmitter

RC Revolution Controller

RSTP Remote Control Start / Stop

RST Remote Control Start

RSP Remote Control Stop

SAH Salinity Alarm High

SI Salinity Indication (Salinometer)

SX Salinity Transmitter

SM Smoke Indication

SMX Smoke Transmitter

TAC Auto Temperature Control

TAH Temperature Alarm High

TAL Temperature Alarm Low

TM Torque Meter

TI Temperature Indicator (Thermometer)

TIC Temperature Indicating Controller

TIAH Temperature Indicator Alarm High

TIAL Temperature Indicator Alarm Low

TIAHL Temperature Indicator Alarm High Low

TM Torque Meter

TR Temperature Recorder

TS Temperature Switch

TT Temperature Transmitter

VAH Viscosity Alarm High

VAL Viscosity Alarm Low

VCA Vacuum Alarm

VCI Vacuum Indicator (Gauge)

VCT Vacuum Transmitter

VI Viscosity Indicator

VT Viscosity Transmitter

XS Auxiliary Unspecified Switch

ZI Position Indicator

ZS Limit Switch

Automatic Trip

Interlock

Electrical and Instrumentation Symbols

Fuse

Normally Closed Switch

Making Contact

Making Contact

Making Contact

Breaking

Breaking

Breaking

Making Contact

Breaking

Pushbutton Switch(Alternative)

Pushbutton Switch(Alternative)

Normally Open Switch

Battery Charger (Rectifier)

Inverter

Battery

10A

With TimeLimit inClosing

With TimeLimit inOpening

FlickerRelay

AuxiliaryRelayContact

Low Level Start for PumpLST

High Level Stop for PumpHSP

Low Pressure AlarmLPA

Low Level AlarmLLA

High Level Alarm

Low Temperature Alarm

Temperature Display withRecording

HLA

High Diff. Pressure AlarmHDA

Low Salinity AlarmDAH

High Salinity AlarmSAH

Emergency Alarm StopES

Diff. Pressure IndicatorDP

Temperature TransmitterTT

Manometer

Level Switch

Pressure Switch

ThermometerT

P

LI

Level TransmitterLT

Pressure TransmitterPT

Vacuum GaugePV

Pressure GaugePI

Temperature ControllerTC

Trip

I

P S

Pressure TransmitterP T

Temperature TransmitterT R

Temperature SwitchT S

Float SwitchF S

L S

Limit Switch

High Temperature Alarm

Transmitter

Automatic Start and Stop

Automatic Stop

Automatic Change

HTA

LTA

TR

Level Gauge/Indicator

Issue: Final Draft - November 2011 IMO No: 9431305Produced by: Worldwide Marine Technology Limited

Email: [email protected]

ANYTHING TO UPDATE?Itisimportantthatthismanualiskeptuptodateasalivedocument.Ifyoubelievethereareanyerrorsoromissionsinthismanual,

oryouareawareofchangestotheequipmentorsystemsonboardthenpleasecontactthepublishers:

WMT Limited, Dee House, Parkway, Zone 2, Deeside Industrial Estate, Deeside, Flintshire CH5 2NSTel: +44 (0)1244 287 850 Fax: +44(0)1244 288 609 Email: [email protected]

THIS PAGE IS INTENTIONALLY BLANK




Section 1 - Page 1 of 18

SECTION 1: OPERATIONAL OVERVIEW

1.0 Engine Room Arrangement

1.1 To Bring Vessel into Live Condition

1.2 To Prepare Main Plant for In Port Condition

1.3 To Prepare Main Plant for Manoeuvring in Port

1.4 To Change Main Plant from Manoeuvring to Full Away

1 5 To Prepare for UMS Operation

1.6 To Change from UMS to Manned Operation

1.7 To Change from Full Away to Manoeuvring Condition

1.8 To Secure Main Plant at Finished with Engines

1.9 To Secure Main Plant for Dry Dock

1.10 Tank Capacity Tables





No.2 Heavy FuelOil Tank (Port)

No.2 Heavy FuelOil Tank (Starboard)

Void Space

Void Space

No.7 Water BallastTank (Port)

No.7 Water BallastTank (Starboard)

No.1Heavy Fuel OilTank (Port)

LO Drain Tank

No.1Heavy Fuel OilTank (Starboard)

SeaChest(Port)

Floor Side Line

SeaChest

(L)

FODrainTank

Clean BilgeWater Tank

Dirty BilgeW. Tank

FOOverflow

Tank

Stern Tube LOSump Tank

Aux. Engine LOOverflow Tank

Stern Tube ForwardSeal LO Tank

Sound.Tank

LO Sump Tank

Lower Platform Line

Inner Bottom Line

Illustration 1.0a Engine Room Arrangement - Lower Floor

1

24 10

18

67 9

1221 22

25

29

30

115 8

13 1516 20

2427

2623

28 31

32

36

35

34 41

40

39

38

42

433337

19

1 Torque Meter

Shaft Earthing Device2

3 Aft Sealing Air Space Control Unit

4

5

6 No.2 Feed Pump for Auxiliary Boiler

7 No.1 Feed Pump for Auxiliary Boiler

45L Foam Fire Extinguisher

Stern Tube LO Pump

8 Stern Tube LO Circulation Pumps

9 No.2 Feed Pump for Composite Boiler

10 No.1 Main LO Pump

No.2 Main LO Pump

No.1 Feed Pump for Composite Boiler

Feed Pump for Auxiliary Engine LO Purifier

11

12

13

14 Sewage Emergency Transfer Pump

15 No.1 Feed Pump for LO Purifier

16 No.2 Feed Pump for LO Purifier

17 Daily Bilge Pump

18 Main Engine

19 Chemical Cleaning Tank

20 Air Cooling Clean Pump

21 Stuffing Box LO Drain Tank

Scavenger Box Drain Tank22

23 Sea Water Pump for Fresh Water Generator

24

25

26 Inert Gas Scrubber Sea Pump

27 No.1 Deck Seal Water Pump

LO Transfer Pump

Bilge Oil Water Separator

28 No.2 Deck Seal Water Pump

29 FO Transfer Pump

30 DO Transfer Pump

Sludge Pump

Main Engine Top Bracing Power Station

No.2 Bilge, Ballast, Fire and General Service Pump

31

32

33

34 Tank Cleaning Pump

35 No.1 Central Cooler

36 No.2 Central Cooler

37 No.1 Bilge, Ballast, Fire, General Service Pump

38 No.1 Main Cooling Sea Water Pump



41

42

43 MGPS Control Box

Tank Cleaning Pump

Cathodic Protection Unit

Key

Exit

17

14

3

1.0 ENGINE ROOM ARRANGEMENT





Illustration 1.0b Engine Room Arrangement - Lower Platform

Lower Platform Side Line

Upper PlatformSide Line

Store Room

DirtyBilge Water

Settling TankNo.2 Heavy FuelOil Tank (Port)

Heavy FuelSettling Tank

Heavy FuelService Tank

LS Heavy FuelService Tank

LS Heavy FuelSettling Tank

MGOService Tank

No.2 HeavyFuel Oil Tank(Starboard)

MGO Tank

Void Space

Storage Cupboards

Void Space

No.7 WaterBallast Tank(Port)

No.1 HeavyFuel Oil Tank(Port)


LO SludgeTank

FO SludgeTank

Separator Flat

No.7 WaterBallast Tank(Starboard)

2

13

1

24

25

2926

27

30

3119

18

17

11

12

3

5

7

6 8

9 1014

15

20

21

22

23

36 37

35

34

33

32

4546

5657

55

54

53

52

51

50

4849

47

38

44

43

42

41

40

39

16

4

1 Rack for Spare ME Fuel Valves

No.1 Auxiliary Engine and Alternator2

3 No.2 Auxiliary Engine and Alternator

4

5

6 Auxiliary Air Receiver

7 Water Mist Fire Fighting Unit

No.3 Auxiliary Engine and Alternator

Control Air Dryer

8 Emergency Air Compressor

9 No.2 Main Air Receiver

10 No.1 Main Air Receiver

Main Engine Exhaust Valve Grinding Machine

Store Room Crane Beam

Auxiliary Engine Crane Beam

No.1 Main Air Compressor

11

12

13

14

15 No.2 Main Air Compressor

16 Air Compressor LO Storage Tank

17 Sewage Treatment Unit

18 Atmospheric Condenser

19 Condensate Tank and Inspection Tank

20 Main Engine LO Auto. Filter/Bypass Filter

21 Main Engine LO Cooler

Fresh Water Generator22

23 Fresh Water Generator Treatment Unit

24

25

26 Auxiliary Boiler FO Heater

27 Composite Boiler FO Heater

Aux. Engine MGO/MDO Cooler

Main Engine MGO/MDO Cooler

44 Auxiliary Engine LO Separator

45 Exhaust Fan for Separator Flat

46 Cleaning Silk for Separator

47 DO Separator Heater

48 DO Separator Feed Pump

No.1 FO Separator Heater49

50 No.1 FO Separator Feed Pump

51

52

53 No.1 Heater for LO Separator

54 No.2 Heater for LO Separator

No.2 FO Separator Heater

No.2 FO Separator Feed Pump

55

56 LO Separator Crane Beam

57 Sludge Pump

Heater for Auxiliary Engine LO Separator

28 Composite Boiler FO Supply Unit

29 Auxiliary Boiler FO Supply Unit

30 Main Engine Fuel Oil Unit

Auxiliary Engine DO Supply Pump

No.1 LT Fresh Water Cooling Pump

No.2 LT Fresh Water Cooling Pump

31

32

33

34 No.3 LT Fresh Water Cooling Pump

35 Main Engine Jacket Water Preheater

36 No.2 Main Engine HT Fresh Water Cooling Pump

37 No.1 Main Engine HT Fresh Water Cooling Pump

38

39

Separator Crane Beam

DO Separator

40 No.1 FO Separator

41

42

43 No.2 Main Engine LO Separator

No.2 FO Separator

No.1 Main Engine LO Separator

Key

SewageWasteTank 28





Upper PlatformSide Line

Upper DeckSide Line

Steering FlatSide Line

Illustration 1.0c Engine Room Arrangement - Upper Platform

1

3 4

11

13

12

14

21 16

22

27

36

37

4443

45

50

53

51

54 5556

52

57

4748

49

38

30

2324

3231

39

4042

41

34

33

26

25

1917

2018

46

28

29

15

6

87

10

2

5

9

WC

Frequency Converter Room

Engine Control Console

Store Room

Workshop

Elec.Workshop

35

No.2 Heavy FuelOil Tank (Port)

Heavy FuelSettling Tank

Heavy FuelService Tank

LS Heavy FuelService Tank

LS Heavy FuelSettling Tank

MGOService Tank

ME LO Storage Tank

ME LO Settling Tank

Aux. Engine LO Storage Tank

No.1 Cylinder OilStorage Tank

No.2 Cylinder OilStorage Tank


MGO Tank

Void Space

Void Space

No.7 WaterBallast Tank(Port)

No.1 HeavyFuel Oil Tank(Port)


No.7 WaterBallast Tank(Starboard)

1 No.1 Refrigeration Compressor

No.2 Refrigeration Compressor2

3 No.1 Transformer

4

5

6 Electrical Test Panel

7 Vice

No.2 Transformer

Refrigeration Control Panel

8 Workbench

9 Drawer Units

10 Tool Cabinet

AC Unit in Frequency Converter Room

Main Switchboard

Engine Control Room Air Conditioning Unit

Engine Control Console

11

12

13

14

15 Soot Collection Tank

16 135L Foam Fire Extinguisher

17 Engine Room Crane

18 Drinking Water Fountain

19 Washbasin

20 Welding Table Exhaust Fan

21 Auxiliary Boiler

Spare ME Cylinder Cover22

23 Spare ME Cylinder Liner

24

25

26 Pedestal Grinder

27 Auxiliary Boiler Combustion Air Fan

Workroom Crane Beam

Curtain for Welding Area

44 Remote Valve Hydraulic Power Pack

45 No.1 AC Unit Fresh Water Cooling Booster Pump

46 No.2 AC Unit Fresh Water Cooling Booster Pump

47 No.1 Air Conditioning Compressor

48 Cylinder Oil Measuring Tank

Cylinder Oil Transfer Pump49

50 Domestic Hot Water Calorifier

51

52

53

54 Domestic Fresh Water Steriliser

Fresh Water Hydrophore Tank Unit

No.2 Air Conditioning Compressor

Working Air Compressor

55

56 Working Air Dryer

57 Working Air Receiver

Rehardening Filter

28 No.1 Spare ME Exhaust Valve

29 No.2 Spare ME Exhaust Valve

30 Spare ME Piston

Tool Panel

Lathe

AC Unit in Workshop

31

32

33

34 Drilling Machine

35 Composite Boiler Waste Oil Service and Settling Tanks

36 Composite Boiler Waste Oil Supply Unit

37 Soot Collection Tank

38

39

Ship Side Valve Remote Operation

Test Unit for Main Engine Fuel Valves

40 Tool Panel

41

42

43 Stern Tube LO Gravity Tank

Vice

Workbench

Steering FlatSide Line

Key

9





MainEngineExhaust

MainEngineExhaust

Composite BoilerSpark Arrester

Engine RoomVent Outlet

Louvres

D Deck

C Deck

MainEngineExhaust

No.3 AuxiliaryEngine Silencer

Spark Arrester ofAuxiliary Boiler

MainEngineExhaust

E Deck

ReversibleVent Fan

Oil TankVent Box

Auxiliary Boiler Uptake

Auxiliary Boiler Uptake

AuxiliaryEngine Flue

CompositeBoiler Uptake

MainEngineExhaust

F Deck Funnel Top

No.3 No.1

No.4 No.2

B Deck

Auxiliary BoilerUptake

Composite Boiler

Composite Boiler

Auxiliary Boiler

A Deck

Control Panel

Composite BoilerChemical Treatment

Unit

Auxiliary BoilerChemical Treatment

Unit

Auxiliary BoilerControl Panel

Ignition Pumps

Upper Deck

Fresh WaterExpansion Tank

Illustration 1.0d Engine Room Arrangement - Steering Flat and Casing

EmergencyFire Pump

Space(Under)

Hatch(Above)

BilgeWell

HandPump

OilTank

Steering Gear

HydraulicPower Packfor LifeboatWinch

Shelf

Shelf Shelf

ReversibleVent Fan

Vent Fan

Vent Fan

HydraulicPower Packfor Mooring

Winch

StoreRoom

Inert Gas Fan Room Inert Gas Generator Room

GarbageRoom

CompositeBoiler Uptake

Fan Room

Fan Room




Section 1 - Page of 18

1

2

3

5

7

9 10

11

12

8

6

Illustration 1.0e Engine Room Arrangement - Side Elevation

10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42

Inner Bottom

Floor

Lower Platform

Upper Platform

Upper Deck

A Deck

B Deck

C Deck

D Platform in Funnel

E Platform in Funnel

F Platform in Funnel

Top of Funnel

1 Spark Arrester for Composite Boiler

2 Spark Arrester for Auxiliary Boiler

3 Silencer for Auxiliary Engine

4

Auxiliary Boiler5

Engine Room Crane6

No.2 Auxiliary Engine7

DO Separator8

Torque Meter9

Shaft Earthing Device10

No.1 Main LO Pump11

Main Engine: 6S50MC-C

WorkshopEngine Control Room

Clean BilgeWater Tank

LO Sump TankFO Overflow

TankFO Drain

Tank

No.1 HFO Tank

FO Sump Tank

Engine Room Arrangement(Elevation looking to Port)

12

Composite Boiler

4

Void

Key




Section 1 - Page of 18

1.1 TO BRING VESSEL INTO LIVE CONDITION

DEAD SHIP CONDITION

No Shore Supply Available

Ensure that the emergency generatorfuel tank level is adequate.

2.12.2

Start the emergency generator. 2.12.2

Supply power to the 440V and 220V switchboards. 2.13

Start a generator engine LO priming pump. 2.12.1

Start the emergency air compressor and top-upthe emergency air reservoir if required.

Start the generator engine DO supply pump. 2.6.2

2.10.1

Prepare a diesel generator for starting.Start a diesel generator. 2.12 .1

Isolate the sequential restart system.All ancillary equipment set to manual to avoid alow pressure automatic start.Supply the emergency 440V switchboard.Supply the emergency 220V switchboard.

2.13

Establish shore supply.Check phase sequence, voltage andfrequency.

Start up the instrumentation air system. 2.10.3

Ensure the deck foam system is ready for use.

Line up the fire pumps for operation. 4.1

Supply power to emergency switchboard from MSB.Restore emergency switchboard services. 2.13.1

4.24.4

2.14.3

Start the IGS deck seal supply pump.Pressurise the fire main. 4.1

Reset the preference trips. 2.13.5

Prepare the low temperature FW cooling systems.Start the duty low temperature CFW pump.

Disconnect the shore supply. 2.13.2

Place the emergency generator on standby. 2.13.4

2.5.2

Prepare the SW cooling system.Start the duty SW cooling water pump.

2.4.2

Ensure the CO2 and water mist systems areready for use.

Start the engine room and accommodationventilation fans. Start the air conditioning system.

Shore Supply Available

2.13.3

4.1





Start the sewage treatment plant. 2.14.5

Put the starting and working air systems intooperation.

2.10.12.10.2

Pump any bilges to the dirty bilge tank as required. 2.9.1

Put all ancillary equipment on standby.Restore the sequential restart system.Put the remaining diesel generators on standby.

One diesel generator in use with the other diesel generators on standby.The emergency generator is on standby.The boiler and steam system is shut down.The SW and CFW systems are in use.The domestic services are in use.

PLANT IS NOW IN LIVE CONDITION

From Previous Page

2.14.1

Put the refrigeration system into operation. 2.14.2

Put the domestic FW system into operation.





1.2 TO PREPARE MAIN PLANT FOR 'IN PORT' CONDITION

PLANT IS IN LIVE CONDITION

One diesel generator in use with the other dieselgenerators on standby.The emergency generator is on standby.The boiler and steam systems are shut down.The SW and CFW systems are in use.The domestic services are in use.

Prepare and flash-up the auxiliary boiler, usingdiesel oil and air atomising. 2.2.1

Start a boiler feed water pump.Line-up the distilled water make-up system. 2.3.3

Change the boiler to operate on HFO andatomising steam. 2.2.1

Start the duty main engine jacket CFW pump.Supply steam to the jacket CFW heater. 2.5.1

Supply steam to the HFO tanks and trace heating.Supply steam to the boiler FO heaters.Start the boiler duty FO pump and circulate fuel.

2.2.4

Supply steam to the steam system. 2.2.4

Put the boiler on automatic operation. 2.2.2

Run up the HFO separator system. 2.7.2

Change diesel generator to run on HFO 2.6.2

.

Supply steam to the main engine HFO heater.Start the main HFO supply and circulating pumps.Start the viscosity controller.Circulate HFO until the MDO has been expelled.

2.6.1

PLANT IS 'IN PORT' CONDITION

One diesel generator is in use with the other dieselgenerators on standby.The emergency generator is on standby.The boiler and steam systems are in use.The diesel generator is running on HFO.The main engine JCW system is in a warm condition.The main engine is being circulated with hot HFO.

Maintain the standby generators in a warmcondition.






Start the LO separator systems. 2.8.3

Ensure that the cylinder oil measuring tank is full. 2.8.1

Start the duty main engine LO pump, place theother pump on standby, heat the sump if necessary. 2.8.1

Start the remaining diesel generators and connectto the main switchboard. 2.12.1

Start both steering gear motors.Carry out the steering gear tests. 2.11

2.1.1

Close the bow thrust breaker and prepare for use.Test the pitch control. 2.13.9

Put the starting air systems into use, supply startingair and control air to the main engine. 2.11.1

Obtain clearance from the bridge, turn the mainengine over on starting air from local control stand. 2.1.1

Check the bridge and engine room clocks andcommunications. 2.1.2

Put the auxiliary blowers to AUTO. 2.1.1

Change control to the engine control room. 2.1.2

Change control to bridge control. 2.1.2

Ensure all standby pumps are on auto. 3.1.7

Close the indicator cocks.From the local control stand, turn the main engine until it fires in the ahead direction only.Close the turbocharger drains.

2.3

PLANT IN 'MANOEUVRING' CONDITION

Three diesel generators are in use.The emergency generator is on standby.The boiler and steam systems are in use.The diesel generators are running on HFO.The main engine is heated and ready for use on bridge control.The main engine is being circulated with hot FO.Both steering gears are in use.The deck machinery is ready for use.The bow thrust is ready for service.

Start the duty camshaft LO pump, place theother pump on standby. 2.8.1

the other diesel generators on standby.The emergency generator is on standby.The boiler and steam systems are in use.The diesel generator is running on HFO.The main engine JCW system is in a warm condition.The main engine is being circulated with hot HFO.

Obtain clearance from the bridge and turn theengine two or three revolutions while manuallyoperating the cylinder oil pumps.Take out the turning gear.

One diesel generator in use,

1.3 TO PREPARE MAIN PLANT FOR MANOEUVRING IN PORT





1.4 TO CHANGE MAIN PLANT FROM MANOEUVRING TO FULL AWAY

PLANT IN MANOEUVRING CONDITION

Three diesel generators are in use.The emergency generator is on standby.The boiler and steam systems are in use.The diesel generators are running on HFO.The main engine is heated and ready for use on bridge control.The main engine is being circulated with hot FO.Both steering gears are in use.The deck machinery is ready for use.The bow thrust is in service.

Isolate the bow thrust when no longer required.

Shut down the main engine jacket heating system. 2.5.1

2.2.3Operate the auxiliary boiler sootblowers.

2.1.2

Ensure the auxiliary blowers stop automatically. 2.1.2

2.13.9

Place the main engine on the automatic run-upprogram.

Shut down the deck machinery plant and hydraulicpower pack pumps.

Stop one steering gear motor. 2.11

Transfer and separate HFO as required. 2.7.2

Operate the turbocharger cleaning system ifrequired.

Shut down generators until only one is in use.Place the remaining two generators on standby. 2.13. 3

When the main engine load-up program is complete, check that the pressures and temperatures stabilise. 2.1.2

Start up the evaporator system but do not fill thefresh water tanks while in coastal waters. 2.4.4

Reduce the level in the dirty bilge tank through theOWS when legislation limits permit.Reduce the bilge levels through the OWS.

2.9

VESSEL IS FULL AWAY ON BRIDGE CONTROL

When the bridge notifies engine control room of Full Away,record the following:

Time.Main engine revolution counter. HFO and MDO tank levels. HFO and MDO counters.

2.1.1





All strainers and filters of running and standby machinery are in a clean condition.

Engine room and steering gear compartment WTdoors, stores hatch and funnel dampers are shut.

All combustible material stored in a safe place.

All ventilation fans running as required.

ECR air conditioning operating correctly.

2.14.6

2.2.2Exhaust gas boiler operating.

All parameters are within normal range.

Loose items are secured.

Workshop welding machine plug is removed.

Check that the acetylene and oxygen cylinder andpipeline valves are closed.

3.1

2.14.4

PLANT IN 'MANNED' CONDITION

1.5 TO PREPARE FOR UNMANNED OPERATION

All alarms and safety cut-outs are operational.

Smoke and fire sensors are operational.

All bilges are dry and high level alarms are operational.

All piping systems are tight and not temporarilyrepaired.

Ensure all FO, LO and fresh water tanks/sumpsare adequately full.

All standby pumps and machinery systemsare on automatic start, with the sequential restartsystem operational.

The emergency diesel generator is on standby.

The stopped diesel generators are on standby.

Compressed air receivers are fully charged.

Separator feed inlets are suitably adjusted.

2.9.1

4.1Cargo

3.1

2.10

2.7.2

2.12.2

2.12.1

2.13.5

Control is on the bridge and duty officer is informed of commencement time of UMS.

Duty officer should be aware of location of the duty engineer.

Watchkeeper control switch is set to the duty engineer's cabin.

The engine room is NOT to be left unmanned formore than 8 hours.

PLANT IN UMS CONDITION

3.1

2.1.2Main engine on bridge control.





PLANT IN 'UMS' CONDITION

Notify the bridge of manned condition.

Inform the bridge why engine room is manned ifoutside normal hours.

Switch watchkeeping control to the ECR.

Hand over to incoming duty engineer and inform them of any abnormalities.

Examine the latest parameter printout.

Discuss any defects with the senior engineer,who will decide if they warrant inclusion in the work list. The duty engineer should be aware ofall maintenance work being carried out, and informed of any changes that occur during theday.

PLANT IN 'MANNED' CONDITION

1.6 TO CHANGE FROM UNMANNED TO MANNED OPERA-





2.9

2.14.5

2.1.1

2.11

2.6.1

2.4.4

1.7 TO CHANGE FROM FULL AWAY TO MANOEUVRING CONDITION

VESSEL IS FULL AWAY ON BRIDGE CONTROL

Prepare the sewage treatment system for portoperation.

2.13.3Start the standby diesel generators and connect tothe main switchboard.

30 minutes before end of passage, bridge beginsto reduce speed.

Start the second steering gear motor.Carry out steering gear tests.

If required to manoeuvre on MDO, begin change-over 1 hour before end of passage (EOP).

Shut down the evaporator plant.

2.2Start the auxiliary boiler.

Ensure that the engine room bilges are empty anddirty bilge tank level is lowered of any water.

2.5.1Supply steam to main engine JCW heater.

2.1.1

2.1.2

2.13.9

Bridge informs engine control room of EOP.

Prepare and start the hydraulic power pack systemfor deck machinery use.

Check bridge/engine room clocks andcommunications.

Record the following:Time.Main engine revolution counter. HFO and MDO tank levels. HFO and MDO counters. Fresh water tank levels.

Ensure bow thrust is ready for service.

Three diesel generators are in use.The emergency generator is on standby.The auxiliary boiler is in use.The diesel generators are running on HFO.Both steering gears motors are in operation.Deck machinery is ready for use.The bow thrust is available.

PLANT IN 'MANOEUVRING' CONDITION2.10.1Prepare the main starting air compressors for use.Check the starting air system drains for watercontent.

Operate the main engine turbocharger washingsystem if required.





Three diesel generators are in use.The emergency generator is on standby.The auxiliary boiler is in use.The diesel generators are running on HFO.Both steering gears motors are in operation.Deck machinery is ready for use.The bow thrust is in use.

1.8 TO SECURE MAIN PLANT AT FINISHED WITH ENGINES

PLANT IN 'MANOEUVRING' CONDITION

Bridge notifies engine control room of FWE.

Switch over to engine room control. 2.1.2

Stop the auxiliary blowers. 2.1.1

Stop the steering gear motors. 2.11

Maintain the JCW temperature for normal port stay. 2.5.1

Isolate the starting air system.Engage the turning gear.Open the indicator cocks.Open turbocharger drains.Vent the main engine starting air and control airsystems.

2.1.1

Maintain the LO pumps in operation according to therequirements of notice of the main engine.Maintain LO sump temperature using the LO purifier.

2.1.1

Prepare the plant for IGG operations if required. 2.15

Three diesel generators will remain in use ifcargo pumps or thrusters are required. 2.12.1






the diesel generator until cool.

1.9 TO SECURE MAIN PLANT FOR DRY DOCK

y.

Shut down the sea water cooling systems. 2.4.1

Shut down the auxiliary boiler.

put into a wet lay-up condition.2.2.1Allow to cool naturally, drain if required for

maintenance OR

Stop the last diesel generator. 2.13.3

Shut down the boiler feed pumps and condensatesystem. Isolate the distilled water tanks. 2.3

Circulate the boiler FO system with MDO, shutdown the boiler FO pumps. 2.6.3

Establish lighting and ventilation and any otheressential services.

2.13


2.12.1Shut down the diesel generators until only one isin use. Set the emergency generator to manual.

Ensure all tanks are at the required levels togive the vessel the necessary trim, draught andstability for entering dry dock.

Shut steam off the JCW heaters. Allow the JCW pumps to run until the main engine has cooled. 2.5.1

Transfer the main engine LO sump to the LOsettling tank via the separator. 2.8.4

Shut down the LO separator system. 2.8.3

Shut down HFO separator system. 2.7.2

The main engine should have been manoeuvred onMDO, if not, change over to MDO and circulate FOback to HFO tank, until the pipeline has beenflushed with MDO. Stop the main engine FOpumps and viscosity controllers.

2.1.1

Shut down the deck machinery system.

Change the diesel generator to run on MDO. 2.6.2

Shut down the stern tube LO systems. 2.8.2

Change the domestic water heating to electric. 2.14.1

Shut down air conditioning and refrigerationsystems until shore side CW supply is established.

2.14.22.14.3

Shut down the fire pumps.Pressurise the fire main from shore CW supply. 4.1

Isolate the sequential restart system. 2.13.5

Establish shore power. 2.13.2 Check the phase sequence, voltage and frequency.

Shut down the control and working air systems. 2.10.2

Secure the CO2 system.

The dry dock can now be emptied.

Restart the LT system cooling pump and circulatethe diesel generator until cool.

PLANT SECURED FOR DRY DOCK

4.2

2.5.2





1.10 TANK CAPACITY TABLES

Engine Room Tank Capacity Tables

HEAVY FUEL OIL TANKS DENSITY 0.991

Tank Frames

Capacity Centre of GravityMoment(Imax)

m4

Volume100%

m3

LCG fromAft Perp.

m

TCG fromCentreline

m

VCG aboveBaseline

mNo.1HFOTankPort 40-45 387.6 32.02 5.29 9.29 403.6

No.1HFOTankStarboard 40-45 382.1 32.05 -5.30 9.37 403.6

No.2HFOTankPort 36-42 278.7 29.21 8.90 9.27 159.24

No.2HFOTankStarboard 36-42 244.4 29.86 -9.54 9.24 137.58

HFOSettlingTank 36-40 30.2 27.99 9.95 12.36 0.73

HFOServiceTank 36-40 30.2 27.99 8.55 12.36 0.73

LSHFOServiceTank 36-40 30.2 27.99 7.15 12.36 0.73

LSHFOSettlingTank 36-40 30.2 27.99 5.75 12.36 0.73

FOSludgeTank 39-42 6.8 29.72 1.38 8.62 10.70

FOOverflowTank 37-42 19.4 29.10 1.14 1.46 23.82

FODrainTank 34-37 8.6 26.12 1.43 1.50 5.82

TOTAL 1448.4 30.53 0.80 9.40

LUBRICATING OIL TANKS DENSITY 0.900

Tank Frames


m4

Volume100%

m3

LCG fromAft Perp.

m

TCG fromCentreline

m

VCG aboveBaseline

mLOSludgeTank 39-42 5.5 29.72 -2.10 8.62 5.59

LOSumpTank 22-32 16.4 19.20 0.0 1.13 7.10

LODrainTank 37-40 6.6 28.39 -1.90 1.47 1.85

MainEngineLOStorageTank 30-34 32.2 23.20 -9.16 14.52 17.39

AuxiliaryEngineLOTank 30-34 12.2 23.20 -11.94 14.52 0.95

MainEngineLOSettlingTank 25-30 14.0 19.60 -7.85 14.52 0.91

No.1CylinderOilStorageTank 25-30 26.2 19.60 -9.86 14.52 6.03

No.2CylinderOilStorageTank 25-30 15.2 19.60 -11.94 14.52 1.18

TOTAL 128.3 30.53 -7.91 11.89

DIESEL OIL TANKS DENSITY 0.900

Tank Frames


m4

Volume100%

m3

LCG fromAft Perp.

m

TCG fromCentreline

m

VCG aboveBaseline

mDOTank 36-42 99.8 28.80 -7.85 12.01 8.78

DOServiceTank 36-42 49.9 28.80 -5.75 12.01 1.10

TOTAL 149.8 28.80 -7.15 12.01

MISCELLANEOUS TANKS DENSITY 1.025

Tank Frames


m4

Volume100%

m3

LCG fromAft Perp.

m

TCG fromCentreline

m

VCG aboveBaseline

mDirtyBilgeWaterTank 20-42 47.2 23.72 3.24 1.32 25.68

CleanBilgeWaterTank 12-20 32.0 11.24 0.00 1.29 26.36

SewageWaterTank 22-25 41.5 16.41 10.83 10.34 24.71

DirtyBilgeWaterSettlingTank 20-22 8.7 14.40 9.25 10.21 0.37

TOTAL 129.4 17.66 5.28 4.80





Cargo and Ballast Tank Capacity Tables

CARGO TANKS DENSITY 1.000

Tank Frames


m4

Volume100%

m3

Massm/ton

LCG fromAft Perp.

m

TCG fromCentreline

m

VCG aboveBaseline

m

No.1CargoTankPort 209-238 2718.9 2718.9 156.87 4.54 10.20 1499.65

No.1CargoTankStarboard 209-238 2713.3 2713.3 156.92 -4.54 10.19 1483.10











SlopTankPort 45-65 1789.5 1789.5 39.03 4.82 9.89 1365.50

SlopTankStarboard 45-65 2280.6 2280.6 40.14 -5.63 9.87 1823.04

ResidualTank 56-65 537.4 537.4 44.12 8.65 9.84 110.59

TOTAL 45316.0 45316.0 98.50 9.73

FRESH WATER TANKS DENSITY 1.000

Tank Frames


m4

Volume100%

m3

LCG fromAft Perp.

m

TCG fromCentreline

m

VCG aboveBaseline

m

BoilerWaterTankPort 5-12 45.1 5.10 6.44 15.21 7.68

FreshWaterTankPort 2-12 136.7 3.94 9.94 15.16 177.66

FreshWaterTankStarboard 2-12 181.8 4.23 -9.07 15.17 310.83

TOTAL 363.6 4.23 0.00 15.17

WATER BALLAST TANKS DENSITY 1.025

Tank Frames


m4

Volume100%

m3

Massm/ton

LCG fromAft Perp.

m

TCG fromCentreline

m

VCG aboveBaseline

m

ForePeakTank 238-254 1566.9 1606.1 172.44 -0.00 10.54 5107.32

No.1BallastTankPort 209-238 1300.5 1333.0 158.44 7.55 7.03 2220.29

No.1BallastTankStarboard 209-238 1164.6 1193.7 158.36 -8.42 7.61 1378.30













AftPeakTankPort -05-09 493.4 505.7 2.47 5.36 10.95 1517.97

AftPeakTankStarboard -05-09 484.4 496.6 2.56 -5.45 10.95 1444.82

TOTAL 18162.7 18616.8 101.87 0.00 6.45



Section 2.1 - Page 1 of 32

SECTION 2: MAIN ENGINE AND AUxILIARY SYSTEMS

2.1 Main Engine and Propulsion Systems

2.1.1 Main Engine Specification

2.1.2 Main Engine Manoeuvring Control

2.1.3 Main Engine Protection System

2.1.4 Main Engine Digital Governor





Fuel Oil

Hydraulic ExhaustValve Actuator

Piston Cooling LO Supply

ExhaustManifold

Air Cooler

Connecting Rod

Main BearingLO Supply

Jacket High TemperatureCooling Inlet

Electric Auxiliary Scavenge Air Blower

Crankcase Relief Valve

Exhaust ValveHousing

Camshaft

Scavenge Ports

Piston Rod

Stuffing Box

Crosshead Guide Shoe

Crosshead Guide

Holding Down Bolts

Illustration 2.1.1a Main Engine

Cylinder Cover

Fresh Water

Lubricating Oil

Scavenge Air

Combustion Gas

Enlarged View of Piston Crown LOCooling Arrangement

zz

Crankpin

Crankshaft

Stay Bolts

Key

DALIAN MAN B&W 6S50MC





2.1 MAIN ENGINE AND PROPULSION SYSTEMS

2.1.1 MAIN ENGINE SPECIFICATION

Main Engine

Designer: MANB&W,Copenhagen,Denmark

Manufacturer: DalianMarineDiesel(DMD)Co.Ltd.,China

Model: 6S50MC-C(Mark-VII)

No.ofsets: 1

Type: Two-stroke,single-acting,directreversible,crossheaddieselenginewithoneconstantpressureturbochargerandchargeaircooler

Numberofcylinders: 6

Cylinderbore: 500mm

Stroke: 2,000mm

Output(MCR): 9,480kWat127rpm

Output(CSR): 8,058kWat120.3rpm

Barredspeedrange: 59to71rpm

Specificfuelconsumption: 176g/kWperhour

129.7g/bhpperhour

Turbocharger

Designer: ABBTurboSystemsLtd.,Baden,Switzerland

Manufacturer: ABBJianglinTurboSystemsCo.Ltd.,China

No.ofsets: 1

Type: TPL77-B12

Auxiliary Blowers

Manufacturer: JinZhouAirConditioningEquipmentPlant,China

No.ofsets: 2

Model: JC53A-60

Capacity: 1.92/3.90m3/second

Motormanufacturer: ABB

Motortype: M2QA200L2B,3,540rpm,42.6kW

Introduction

Thevesselisequippedwithasinglemaindieselengine,asdescribedabove,directly coupled to a fixed pitch propeller.The engine is usually controlledremotely from either theECRor the bridge. In the event of control systemfailuretheenginemaybeoperatedfromthelocal/emergencycontrolstation.

DescriptionBedplate and Main Bearings

Thebedplateisfabricatedinsections,consistingofweldedlongitudinalcrossgirderswithcaststeelbearingsupports.Hydraulicallytensionedholdingdownboltssecurethebedplatetothehull,withtheenginesittingonresinchocks.Theoilpanismadeofsteelplateandisattachedbelowthebedplatetocollecttheoilfromtheforcedlubricatingoilandpistoncoolingoilsystem.Themainbearingsarethick-walledsteelshellslinedwithwhitemetal.Thebottomshellscan be turned into and out of the bearing housing for inspection bymeansofspecial tools.Theshellsaresecuredby thebearingcapandhydraulicallytensionedstuds.Thecamshaftchaindriveisintegratedwiththethrustbearingattheafterendoftheengine.

Crankshaft

Thecrankshaftisofthesemi-builttype,madefromforgedorcaststeelthrows,which are made in sections and then shrunk together. At the aft end, thecrankshaftisprovidedwithaflangefortheturningwheel.

Axial Vibration Damper

Theengineisfittedwithanaxialvibrationdampertocounteractheavyaxialvibrationswhichmight cause adverse forces and vibrations. The damper ismountedat the forwardendof thecrankshaftandconsistsofapistonandasplithousing.Thepiston isacollaron thecrankshaft journal locatedwithinthehousingwhichformstwochambers.LubricatingoilsuppliedfromthemainLO system fills the chambers,which are connected bybores equippedwithflowrestrictors.Axialmovementofthecrankshaftisdampenedbyresistancetotheoilflowingthroughthebores.

Thrust Bearing

The thrust bearing is of the B&W-Michell type and is integrated with thebedplate and comprises a crankshaft thrust collar, white metal faced thrustpadsandforeandaftthrustshoes.Thethrustshaftisanintegratedpartofthecrankshaftandissupportedbymainbearingsoneitherside.Propeller thrustis transferred from the thrust collar to the thrustpads and then to the thrustshoeattachedtothebedplate.Thebedplatetransfersthethrust tothehulloftheship.

Turning Gear and Turning Wheel

The toothed turningwheel is bolted to the aft end of the crankshaft and isdrivenbytheturninggearwithaslidingpinionontheoutputshaft.Theturninggearbeingdrivenbyanelectricmotorthroughchaindriveandreducinggear,themotorisfittedwithanelectromagneticbrake.Apneumaticblockingdeviceprevents the main engine from starting when the turning gear is engaged.Engagementanddisengagementoftheturninggeariscarriedoutmanually.

Frame Box

The framebox isof sectionalweldeddesign,plates fixed to thebox frame,and together with the bedplate form the crankcase. Crankcase relief valvesforeachcylinderunitareontheexhaustside,andonthecamshaftside,largehingeddoorsprovideaccessfor inspectionandmaintenanceof thebearings.The crosshead guides are attached to the frame box. Stay bolts secure thebedplate,frameboxandcylinderframetogethertoformtheengine.Thestayboltsaretensionedhydraulically,witheachboltbracedtopreventtransverseoscillations.Thestayboltstransmittheforcesactingonthecylindercoverstothebedplate.Ahydraulictopbracingsystemtransferstransversethrusttotheshipsstructure.

Gallery Arrangement

The engine is providedwith gallery brackets, gratings, stanchions and rails.The brackets are placed at such a height that the best possible overhaulingand inspection conditions are achieved. Somemain pipes of the engine aresuspendedfromthegallerybrackets.Theuppergallerybracketsonthecamshaftsideareprovidedwithoverhaulingholesforstowingpistons.

Cylinder Frame, Cylinder Liner and Stuffing Box

Thecastcylinderframesectionssupportthecylinderliners,thesectionsbeingbolted together to form the cylinder block, which together with the linersformsthecoolingwaterspace.At thecamshaftdriveend thecylinderframeis bolted to theupperpart of the chainwheel frame.The scavenge space isbetween the cylinderblockand the crankcase.On the camshaft side, accesscovers are provided for cleaning the scavenge spaces and inspection of thelinersandpistons/pistonrodsthroughthescavengeports.Thecamshaftbearinghousings, lubricators, and gallery brackets are all bolted onto the cylinderframesections.Asarethetelescopicpipeunitsfittedtosupplyoiltothepistonsand crossheads.A piston rod stuffing box is fitted for each cylinder unit atthebottomof the scavengespace.Thestuffingbox isprovidedwith sealingringsforscavengeairisolation,andwithoilscraperringstopreventoilfromenteringthescavengeairspaceandtostopanyoil/sludgeinthescavengespacefromenteringtheenginesump.ThespacebetweenthesealsdrainsthroughaninspectionfunneltothestuffingboxLOdraintank.Thecylinderlinerismadeofalloyedcastironandissuspendedinthecylinderframe,withalow-situatedflange.Theupperpartofthelinerissurroundedbythecoolingwaterjacket,thelowersectionofthelinerincorporatesthescavengeports.Thelineralsohasdrilledholesforcylinderlubrication.

Cylinder Cover

Thesteelcylindercoversareforgedinonepiecewithboresforcoolingwatercirculation.A central bore to locate the exhaust valve,with other bores forthe fuelvalves,warning reliefvalve,air startvalveand indicatorvalve.Thecylindercover isattached to thecylinder framewith studs.Theelasticityofthesestudsissuchthatintheeventofexcessivecylinderpressuretheheadwilllift,relievingthepressureandthenreseat.





Exhaust Valve and Valve Operating Gear

The exhaust valve consists of a cast iron water-cooled housing with gaschannel,valveseat,spindleguide,andavalvespindle.Thesteelvalveseatiswater-cooledandhasahardenedseatingsurfaceforthevalvespindle.Thevalvespindleismadeofheatresistantsteelandisprovidedwithasmallvanewheelonwhichtheexhaustgasactsduringoperation,causingthespindletorotateasmallamounteachtimetheexhaustvalveopens.Thevalverotationreducestheriskoflocaloverheatingandreducesdepositsontheseatingfaces.Thespindleguide is sealed by compressed air supplied through the valve housing. Thevalveoperatingsystemconsistsofhydraulicactuator,high-pressurepipe,andspindleoperatingcylindermountedontopofthevalvehousing.Thehydraulicactuator is driven by a cam located on the camshaft. The hydraulic systemopenstheexhaustvalve,whiletheclosingoftheexhaustvalveiscarriedoutvia the spring air acting on the underside of the closing piston; the closingactionisdampedbymeansofanoilcushionontopofthespindle.

Fuel Injection Valves, Starting Valve, Warning Valve and Indicator Valve

Eachcylindercoverisequippedwithtwonon-cooledfueloilinjectionvalves,oneair startvalve,onepressurewarningvalveandone indicatorvalve.Theopening of the fuel injection valves is controlled by the fuel oil pressuregenerated by the fuel pump; the injector valves are closed by a spring.Anautomaticventslideallowsthecirculationoffueloilthroughthefuelvalvesand high pressure pipes. This vent slide prevents the engine cylinder frombeingfilledupwithfueloilintheeventthatthevalvespindlestickswhentheengine isstopped.Theairstartvalve isopenedbypilotcontrolair fromthestartingairdistributor; thevalveisclosedbyaspring.Thepressurewarningvalveisspring-loaded.Theindicatorvalveallowscylinderpressurereadingstobetakeninservice.Oneindicatordriveisfittedateachcylinder,consistingofacamonthecamshaft,aspring-loadedspindlewithrollerandeyeforattachingtheindicatorcordaftertheindicatorhasbeenmountedontheindicatorvalve.Thespindlemovementcorrespondstothemovementofthepistonintheunit.

Connecting Rod

Theconnectingrodismadeofforgedsteelandisprovidedwithbearingcapsforthecrossheadandcrankpinbearings.Thecrossheadandcrankpinbearingcaps are secured to the connecting rodbyhydraulically tensioned studs andnuts.Thecrossheadbearingconsistsofasetofthinwalledsteelshells,linedwithwhitemetal.Thecrossheadbearingcapisonepiece,withanangularcut-outforthepistonrod.Thecrankpinbearingisprovidedwiththinwalledsteelshells,linedwithwhitemetal.Lubricatingoilissuppliedthroughductsinthecrossheadandintheconnectingrod,tosupplythecrankpinbearing.

Piston, Piston Rod and Crosshead

Thepistonconsistsofcrownandskirt.Thecrownismadeofheatresistantsteeland has four chrome-plated ring grooves,The skirt is providedwith bronzewearbandsandisboltedtotheundersideofthepistoncrown,withinnerandouterOringssealingbetweenthecrownandpistonrod.Thepistonrodisof

forgedsteelwithacentralborewhich, inconjunctionwithacentralcoolingoilpipe,formstheinletandoutletforpistoncoolingoil.Thecrossheadisofforgedsteelandhascaststeelguideshoeswithwhitemetalrunningsurfaces.Brackets for the oil inlet telescopic pipe and outlet to the slotted pipe aremountedonthecrosshead.Theslottedpipecollectscoolingoilfromthepistonformonitoringandisboltedtotheframebox.

Fuel Injection Pump and Fuel Oil High Pressure Pipes

There is one fuel injection pump for each cylinder, consisting of a pumphousing with pump barrel, plunger and suction shock absorber. To preventfueloilfromcontaminatingthecamshaftlubricatingoil,sealsarefittedinthepumpbase.Thepumpisoperatedbythefuelcamontherotatingcamshaft,theamountoffuelinjectedbeingcontrolledbyturningtheplungerwithatoothedrack connected to a governor through the regulating shaft. The fuel pumpsincorporateVariable Injection Timing (VIT) for optimum economy at partload,theregulatingshaftpositionbeingthecontrolparameter.Adjustmentofthepumpleadismadebyraisingthefuelpumpbarrelbymeansofatoothedrack,varyingthepointatwhichthespillportiscoveredandchangingthestartof injection.Eachpump is fittedwith a puncturevalvewhichquickly stopsinjectionduringstoppingandemergencyshutdown.Thefueloilhigh-pressurepipesaresheathedwithprotectivehose,butareneitherheatednorinsulated.Anyleakageintothesheathisledtoacollectingtankatthesideofeachpump,these tanks are fitted with a float operated alarm switch.When the switchisactivated,asignal is sent to theEMS2200alarmandmonitoringsystem.Thealarmsystem initiates theoperationof thepuncturevalveon the topoftheinjectionpump.Whenthepuncturevalveoperatesthefueldeliverystopsimmediately.Thiseffectivelycutsoutthecylinderconcernedandanimmediateresponseisrequiredtobringtheenginespeedbelow110rpm,ifitisabovethisvalue.Cuttingoutofacylinderwillinitiateanexhausttemperaturedeviationalarm on the EMS 2200 system as the exhaust temperature drops. Thisdeviationalarminitiatesanalarm/slowdownfunctiondirectivefromtheEPS2200enginesafetysystem,indicatingthataslowdownoftheengineshouldbecarriedoutbytheoperator.

Camshaft and Cams

The camshaft is of a separate section for each cylinder unit. Couplings areshrunk on to the shaft to join them together, these couplings are adjustablehydraulically. Each section comprises exhaust cam, a fuel cam, indicatorcamand twocoupling flanges.Theexhaust camsand fuelpumpcamshavea hardened face and are shrunkon to the shaft, adjustment is similar to thecouplings,theindicatorcamisadjustedmechanically.Thecamshaftbearingsconsistofonelowerhalfshellmountedinthebearingsupportattachedtotherollerguidehousingbymeansofhydraulicallytensionedstuds.

Chain Drive

The camshaft is driven directly from the crankshaft by a hydraulicallytensionedchaindrive,thelongerlengthsectionsaresupportedbyguidebars.Thecylinderoillubricatorsaredrivenbyaseparatechainfromthecamshaft.

Governor

Theengineisprovidedwithanelectronicgovernorwhichcontrolstheenginespeedviaanelectro-mechanicalactuatorsystem.Theactuatorshaftisconnectedtothefuelpumpregulatingshaftbymeansofamechanicallinkage.Thespeedsettingoftheactuatorisdeterminedbyanelectricsignalfromtheelectronicgovernor,basedonthepositionofthemainengineregulatinghandle.

Manoeuvring System

The engine is providedwith an electro-pneumaticmanoeuvring and fuel oilregulatingsystem.Thesystemtransmitsordersfromtheseparatemanoeuvringconsolestotheenginecontrolsystem.Theregulatingsystemmakesitpossibletostart,stopandreversetheengineaswellcontrollingtheenginespeed.Thespeedcontrolhandleonthemanoeuvringconsolegivesaspeedsettingsignaltothegovernor,whichisdependentonthedesiredenginerotationalspeed.Ashutdownfunctionwillstoptheengineregardlessofthespeedcontrolhandleposition. The shutdown function operates by activating the puncture valvesplacedinthehighpressurefuelsystem,whichstoptheinjectionoffuel.Theengineisprovidedwithalocal(emergency)enginecontrolconsole,mountedatthesideoftheenginetogetherwithaninstrumentpanel.

Reversing the Engine

Theengineisreversedbychangingthetimingofthestartingairdistributorandthe fuelpumprollerguides.Therollerguidesareonlyable to reversewhentheenginerotates.Whentheengineisrequiredtorunastern,thefuelpumpsaresettothemaximumVIT-indexandtheconsequentearlyfueloilinjectionfacilitatesstartingandrunninginasterndirection.

Exhaust Gas and Scavenge Air SystemsScavenge Air System

Theenginehasoneexhaustgasturbochargerdrawingairfromtheengineroomthroughthecompressor intakesilencer.Fromthe turbocharger theairpassesthroughtheaircoolerandwatercatcher(separator)tothescavengeairreceiver.The charge air pipe between turbocharger and air cooler is providedwith acompensatorandisexternallyinsulated.

Air Cooler

Theengineisfittedwithoneaircoolerofthemonoblockelementtypewithcleaningnozzlesfortheairsideofthecooler.Aseparatetankandcirculatingpumparesuppliedforchemicallycleaningtheairside.Awatermistcatcherofthethrough-flowtypeislocatedintheairchamberbelowtheaircooler.

Exhaust Gas Turbocharger

TheturbochargerisuncooledwithlubricatingoilsuppliedfromthemainLOsystem, a reserve tank is mounted above the bearings to provide sufficientlubricationwhilststoppingduetolossofoilpressure.





Bothwet and dry cleaning systems are provided for the turbine side and afreshwaterwashingsystemforthecompressorside.Thesemustbeoperatedinaccordancewiththemanufacturersinstructions.Theturbochargerisequippedwithanelectronictachosystemwithpick-ups,converterandindicatormountedintheECR.

Exhaust Gas System

Fromtheexhaustvalves, thegaspassestotheexhaustgasreceiverandthenthrough the turbochargers at a constant pressure.After the turbocharger thegas is led to thecompositeboilerandupthefunnel toatmosphere.Foreaseof maintenance, clamping bands are used between the valves and receiver.Thereceiverandexhaustpipesareinsulatedandcoveredbygalvanisedsheet.Ablankedbypass line is fittedbetween the receiverand theoutlet from theturbocharger,allowingtheturbochargertobeisolatedfromtheengineexhaustsystemintheeventoffailure.Thereisaprotectivegratingbetweentheexhaustgasreceiverandtheturbocharger.

Scavenge Air Auxiliary Blowers

Thereare twoelectrically-drivenscavengeairblowers,drawing fromtheaircoolers outlet and discharging into the scavenge trunk, though non-returnflapvalves.Similarflapvalvesarefittedtotheoutletfromtheaircoolerandpreventtheairfromback-flowing.Duringoperationoftheengine,theauxiliaryblowersstartautomaticallywhenreadytostartorifrunningwhentheengineload is reduced to 30~40%, and continue operating until the load exceeds40~50%.

Lubricating Oil Systems (See Section 2.8)Lubricating and Cooling Oil

TheengineoperatesontheUni-Lubesystemwithalllubricatingandcoolingoil provided from one source. Lubricating oil is supplied by twomain LOpumps,withacapacityof205m3/hat0.45MPa,drawingfromthesumptankandsupplyingoiltothefollowing:

Themainandthrustbearings

Thecrossheadbearingsystem

Theturbocharger

Thecamshaftsystem

Duringnormaloperations,oneLOpumpandonecamshaftpumparerunningwiththeotherpumpsonstandby.Astandbypumpisautomaticallystartedinthe event of the discharge pressure of the operating pump falling below thepredetermined limit. The oil in the system is cooled bywater from the LTsystemin theLOcoolerand is regulated toenter theengineat45C.Oil totheenginepassesthrougha50m automaticbackflushfilter,abypassfilterisprovidedforuseiftheautomaticfilterisnotavailable.

Bearing and Piston Cooling Oil System

Themainbearingsandcrossheadsaresuppliedwithoilthroughthefilterandanorificewhichmaintainsback-pressureatthepump.Thesupplytothesystemsisthenregulatedbyalockedvalvewhichlimitstheflowtothemainbearings,thecamshaftpumpsdrawfromthisline,withtheremainingoilbeingdirectedtothecrossheadandcrankpinbearings,pistoncoolingandtheturbocharger.

TheoilisfedtoeachmainbearingthroughbranchesfromthemainLOpipelocatedalongtheengineatthelevelofthemainbearings.Theaxialvibrationdamper and chain drive are also supplied with LO from the main bearingsystem.

Theaxialvibrationdamperisprovidedwithamonitoringsystem.Iftheaxialvibrationmeasurementexceedsapresetvalue,analarmsignalisgenerated.Ifthevibrationmeasurementexceedsafurthervalueforlongerthanthesystemtime delay period, a slowdown output signal is generated and the enginecontrolsystemwillinitiateanengineslowdown.

Thecrossheadbearingsare fed fromaseparateLOsupplymanifold locatedbelowtheturbocharger.Theoilissuppliedtothecrossheadsthroughtelescopicpipes located inside thecrankcaseand isdistributed to lubricateandcoolasfollows:

Tolubricatethecrossheadpinbearings,crossheadshoesandguides.

Acentralboreandpipeinthepistonroddirectscoolingoilto/fromthe piston crown. The oil returns through the piston rod and isdirectedthroughanattachedpipetotheslottedpipeattachedinsidethecrankcase.Thecoolingoilreturnsfromthepistonsaremonitoredby temperature sensors and in sight glasseswhen returning to themainenginesump.

Abore in theconnectingroddirects lubricatingoil to thecrankpinbearing.

Thecylinders linersare lubricatedbydedicatedcylinderoil injectionpumpswhichsupplyoiltolubricatorquillsasdescribedbelow.

Camshaft System Oil

Lubricatingoilforthecamshaftbearingsandcams,togetherwithoperatingoilfortheexhaustvalveactuators,istakenfromthemainlubricatingoilsupplylineafterthefilters.Theoilfromthebearingspassestothecamboxes,whereaweirarrangementprovidesoilbathsthroughintotheexhaustandfuelcams,diplubricatingthecamsurfaces.Theoilthendrainstotheenginesumptank.

Turbocharger Bearing Oil

Theturbochargerhasplainjournalbearingssuppliedwithoilfromtheenginesystem.ALOreservetanklocatedontopoftheturbochargercasingsuppliesoilifthemainLOsupplyfails.Thisallowstherotorbearingstobelubricatedduringthetimefortherotortocometoastop(approximately20minutes).

Due to the high rotational speeds and temperatures at which turbochargersrotate, it is essential that thebearings receive aplentiful supplyofoil at alltimes.Thesupplyhasalowpressurealarmandtheoutletahightemperaturealarm.Engineshutdownisactivatedifthesupplypressurefallsbelowthesetpoint.Asightglassallowsmonitoringoftheoutletoilflow.

Illustration 2.1.1b Main Engine Piston Cooling Flow Path

Enlarged View of Piston Crown LOCooling Arrangement




Section 2.1 - Page of 32

Cylinder Lubrication

Cylinder lubricating oil differs from the system oil used for crankcaselubrication and cooling in the requirement to neutralise acid products ofcombustion,whilstmaintaininganoilfilmatconditionsofhightemperatureand pressure. The oil also assists in keeping the liner surface clean. It isessential that the correct cylinder lubricatingoil is used for the typeof fuelbeing used, usually eitherHFO or low sulphurHFO.The cylinder oil usedishighlyalkalineinitscompositionandhasaviscosityequatingtoSAE50.Cylinderoilisinjectedthroughthewallsofthecylinderlinersvia6non-returnlubricatorquillswhicharelocatedaroundthecylinderperiphery.Thecylinderoilissuppliedtothelubricatorquillsbycylinderlubricatorpumpunits.Twocylinder lubricator units with eighteen pumps, each unit supplying threecylinders,aremountedontheforwardendoftheengineatmiddlegallerylevel.Thelubricatorunitsaredrivenbyacommonshaftwhichischaindrivenfromthecamshaft.Thecylinderlubricatorsadjustthequantityofoildeliveredtothelinersaccordingtotheengineloadchange.Theyarecontrolledbytheenginespeedinconjunctionwithengine,andonceset,adjustthecylinderoilfeedrateproportionallytotheengineload.Thelubricatorunitsareprovidedwithaflowindicatorsightglassforeachlubricationpointandano-flowalarmactivatedwhen the steel ball in the flow sightglass contacts adetector located at thebaseofthesightglass;thisfacilityisinhibitedwhentheengineisstopped.Thelubricatorunitreservoirsarefittedwithfloatvalvessuppliedwithoilfromacylinderoilservicetankandusuallyremainfull.Thereservoirisprovidedwithalowlevelalarm,activatedbeforethelevelhasreducedtothepointatwhichthepumpsfailtooperate.

Fuel Oil Supply System (See Section 2.6.1)

Themain engine is designed to operate on heavy fuel oil (HFO) during allnormal conditions, includingmanoeuvring.Fueloil is delivered to themainengine fuel injection pumpsby the fuel preparation unitwhich incorporatesheaters, filters, supply pumps and circulation pumps. The fuel preparationunitalsosuppliesthedieselgeneratorengines.FueloilfromtheHFOservicetank enters the preparation unit at the supply pump suction manifold. Thesupply pumps force the fuel through the fuel filters and to the circulatingpumpsuctionmanifold.Thecirculatingpumpscirculate the fueloil throughthe heaters to themain engine fuel injection pump supplymanifold (and tothe diesel generator engine fuel system).The fuel quantity delivered by thecirculationpumpsisalwaysgreaterthanthatrequiredbythemainengineanddieselgeneratorengines.Thesurplusfuelisreturnedtothecirculationpumpsuctionmanifold.

A spring-loaded overflow valve is located in themain engine fuel oil inletline.Thevalveallowsfueltobypasstheenginesystemandreturndirectlytothecirculatingpumpsuctionmanifold.Thismaintainsaconstantpressureatthefuel injectionpumpsregardlessof thefueldemandduringoperation.Allofthepipesuptotheinjectionfuelpumpsontheenginearetraceheatedandinsulated.When the engine is at rest the fuel temperature ismaintained bycirculatingfueloilthroughtheheaterandenginefuelsystem.Thefuelisthen

returnedtothecirculatingpumpsuctionmanifold.Forsafetyreasonsthehighpressurepipes from the fuel injectionpumps to the injectors are encased inaprotectivesheath.Anyleakagefromahighpressurefuelpipe is led to theleakagetankwhichisequippedwithafloatswitchwhichactivatesanalarminthecaseofexcessiveleakage.

The fuel oil is heated to the temperature required to achieve the optimumatomisingviscosity.However,priortoprolongedshutdown,andafterstartingupfromcold,theengineshouldberunonmarinegasoil(MGO)inordertoclearthefuellinesofHFO.Thiswillpreventthefuelsystembecomingcloggedwithcoldheavyfueloil.ThefuelpreparationunitcanbesuppliedwithMGOfromtheMGOservicetank.TheMGOissuppliedatthefuelcirculatingpumpsuctionmanifold,whereachangeovervalve is incorporated in thesystemtochange fromHFO toMGO operation.The fuel system and the changeoverproceduresaredescribedindetailinSection2.6ofthismanual.

Cooling Water System (See Section 2.5.1)

Themainenginecoolingwatersystemconsistsofthehightemperature(HT)cooling water system and the low temperature (LT) central water coolingsystem.TheHTsystemcirculates coolingwater through thecylinder liners,cylindercoversandexhaustvalves.TheLTcoolingsystemservesthescavengeaircoolerandthelubricatingoilcoolers.Afreshwaterexpansiontankisfittedin thesystemtoserveboth theHTandLTsystems.The tank isdesigned toallowforvolumetricchangeswithtemperatureandalsomakeupforanysystemleakages.Thewater intheHTandLTsystemsischemicallytreatedwithaninhibitortopreventcorrosiveattack,sludgeformationandscaledepositswithinthesystem.Itisimportantthattheconcentrationofcorrosioninhibitorwithinthe system is maintained to the manufacturers requirements, as untreatedfreshwaterisrelativelycorrosive.ThepHvalueofthecoolingwatershouldbemaintainedbetween8.5and10.0at20Candthechloridecontentshouldnotexceed50ppm.AsuddendecreaseintheenginecoolingwaterspHvaluecanindicateexhaustgasleakage,whileanincreaseinchlorinecontentcanindicatesaltw