Operating Manuals

OPERATING MANUAL
L 214 M.S. ”GUSTAV MÆRSK”

’GERNER’ CLASS CONTAINER SHIP
OPERATING MANUAL
LINDØ NEWBUILDING L. 214
m/s ”GUSTAV MÆRSK”

INTENTIONALLY
LEFT
BLANK
FOREWORD
The Operation Manual has been prepared by the ship builder, Odense Steel Shipyard, Odense Lindo.
The manual contains descriptions of the various equipment and systems and provides the information necessary for operation.
Section 1 ”Ship Information” contains the general arrangement, tank plans and tabulations.
Section 2: ”Physical Locations” contains the arrangements regarding Engine Room and other related areas.
Section 3: ”Cargo Particulars” contains information applicable to the stowage of cargo, details of power supplies for reefer containers and cargo holds ventilation.
Section 4: ”Stress and Stability Information” contains information with relation to the hull stress. Trim and stability information is included together with loading exam-
ples.
Section 5: ”Propulsion Plant” and section 8 ”Ship Handling” contains procedures related to the preparation and operation of the systems from ”Cold Ship” Condition
up to and including ”Full Away” Condition.
Section 6: Supplementary System and Deck Piping Systems” contains instruction for operation of fuel oil transfer and bunkering systems and ballast, bilge and oil
systems.
Section 7:”Deck equipment” describes deck machinery and equipment and provides their operation instructions.
Section 8: ”Ship Handling” contains information and instructions applicable to the navigation of the vessel. Included in the section are instructions for the operation of
main engine, steering gear, heeling system and thrusters.
Details of bridge instrumentation, ship manoeuvrability and docking arrangements are also included.
Section 9 ”Ship Safety” contains a reproduction of ship’s safety plans and instructions applicable to fire fighting systems.
None of the procedures and associated diagrams exclude the use of ship’s drawings or reference material held on board, and they are in no way intended to re-
place, in whole or in part, the instructions issued by the equipment manufacturers or by A.P.Møller - Mærsk.
L 214 ”GUSTAV MÆRSK” 0.1

IMO - 9359038 Foreword
Rev.: 2015.12.01
INTENTIONALLY
LEFT
BLANK
SECTION TITLE INDEX CARD
1 Ship Information.................................................................................................. Light Blue

2 Physical Locations.............................................................................................. Dark Grey
3 Cargo Particulars................................................................................................ Orange
4 Stress & Stability Information.............................................................................. Dark Blue
5 Propulsion Plant.................................................................................................. Yellow
6 Supp. Systems and Deck Piping System............................................................ Green
7 Deck Equipment.................................................................................................. Light Grey
8 Ship Handling...................................................................................................... White
9 Ship Safety.......................................................................................................... Red

IMO - 9359038 Contents of Operating Manual
Rev.: 2015.12.01
INTENTIONALLY
LEFT
BLANK
NO / YEAR PUBLICATION DATE REV. NO DATE ENTERED ENTERED BY
01 / 2015 2015-12-01 2015-12-01 2015-12-18 ULLITZ

IMO - 9359038 Record of Amendments
Rev.: 2015.12.01
INTENTIONALLY
LEFT
BLANK
Rev.: 2015.12.01
SHIP INFORMATION
General Arrangement-------------------------------------------------------------------------------------------------------------- 1.1

Ship Particulars--------------------------------------------------------------------------------------------------------------------- 1.2
Tank Plan, Water Ballast Tanks------------------------------------------------------------------------------------------------- 1.3.1
Tank Capacities, Water Ballast and Operational Sea Water------------------------------------------------------------- 1.3.1
Tank Plan, Fuel Oil, Diesel Oil Tanks------------------------------------------------------------------------------------------ 1.3.2
Tank Capacities, Fuel Oil, Diesel Oil------------------------------------------------------------------------------------------- 1.3.2
Tank Plan, Lubricating Oil, Cylinder Lubricating Oil Tanks--------------------------------------------------------------- 1.3.3
Tank Capacities, Lubricating Oil, Cylinder Lubricating Oil---------------------------------------------------------------- 1.3.3
Tank Plan, Fresh Water, Operational Fresh Water and Miscellaneous----------------------------------------------- 1.3.4
Tank Capacities, Fresh Water, Operational Fresh Water and Miscellaneous--------------------------------------- 1.3.4
Machinery Data List---------------------------------------------------------------------------------------------------------------- 1.5
L 214 ”GUSTAV MÆRSK” 1

IMO - 9359038 Table of Contents
Rev.: 2015.12.01
L 214 ”GUSTAV MÆRSK” 1.1 - part 1
IMO - 9359038 General Arrangement
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
IMO - 9359038 Ship Particulars
Rev.: 2015.12.01
IMO - 9359038 Ship Particulars
Rev.: 2015.12.01
L 214 ”GUSTAV MÆRSK” 1.3.1 - part 1
IMO - 9359038 Tank Plan WB Tanks
Rev.: 2015.12.01
CENTER OF GRAVITY MAX. FREE CENTER OF GRAVITY MAX. FREE
POS. FRAME VOLUME SURFACE
NO.
COMPARTMENT 100% 98%
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
MIN MAX MIN MAX
m3 m3 m m m4 m3 m3 m m m4
WATER BALLAST TANKS DENSITY 1.025 OPERATIONAL SEA WATER DENSITY 1.025
R021 WB HOLD 2 C 376 394 2419.4 2371.0 313.77 11.52 25820 M91 CROSS-OVER P 124 126 67.0 65.6 98.79 1.54 2020
R042 WB TANK HOLD 3-4 S 338 376 2638.3 2585.6 291.68 10.12 1170 M92 CROSS-OVER S 124 126 66.7 65.4 98.15 1.55 2020
R043 WB TANK HOLD 3-4 P 338 376 2634.6 2581.9 291.66 10.13 1170 M95 SEA SUCTION FIRE P 56 57 3.1 3.0 43.79 1.74 1
R064 WB TANK HOLD 5-6 S 303 338 2512.9 2462.6 264.36 8.56 2506 M96 SEA CHEST S 124 126 12.4 12.1 98.48 4.02 11
R065 WB TANK HOLD 5-6 P 303 338 2515.8 2465.5 264.37 8.55 2591 M97 SEA CHEST P 124 126 12.4 12.1 98.48 4.02 11
R072 WB DB HOLD 7-8 S 262 303 1348.2 1321.2 235.73 2.12 9059 M98 S.W. O.B. S 114 118 10.3 10.1 91.29 6.06 2
R073 WB DB HOLD 7-8 P 262 303 1292.8 1267.0 235.79 2.07 8685 M99 S.W. O.B. P 114 118 10.3 10.1 91.29 6.06 2
R074 HEELING TANK HOLD 7-8 S 262 303 1323.2 1296.8 236.67 10.68 715
SIGNATURE KEY R075 HEELING TANK HOLD 7-8 P 262 303 1279.1 1253.6 236.72 10.73 702 OPERATIONAL SEA WATER TOTAL 182.0 178.4 96.73 2.39 4066
WB. WATER BALLAST R091 WB DB HOLD 9-10 C 227 262 722.5 708.0 205.92 1.05 4894
R092 WB DB HOLD 9-10 S 227 262 816.1 799.8 205.65 1.88 4001
WATER BALLAST R093 WB DB HOLD 9-10 P 227 262 816.1 799.8 205.65 1.88 4001
OPERATIONAL SEA R094 HEELING TANK HOLD 9-10 S 227 262 763.6 748.3 206.49 10.56 161
WATER R095 HEELING TANK HOLD 9-10 P 227 262 763.6 748.3 206.49 10.56 161 CENTER OF GRAVITY MAX. FREE
R114 WB DB HOLD 11 S 205 227 821.4 805.0 183.60 1.65 10697 POS. FRAME VOLUME SURFACE
DB DOUBLE BOTTOM R115 WB DB HOLD 11 P 205 227 816.4 800.0 183.64 1.64 10697
NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
P. PORT SIDE R116 WB ST HOLD 11 S 205 224 387.1 379.3 182.92 10.84 15 MIN MAX
R117 WB ST HOLD 11 P 205 224 387.1 379.3 182.92 10.84 15 m3 m3 m m m4
S. STARBOARD R121 WB DB HOLD 12-13 C 601 205 772.2 756.8 160.91 1.04 5284 SELECTED VOID SPACES
CL. CENTRE LINE R122 WB DB HOLD 12-13 S 601 205 1087.2 1065.4 160.93 1.83 6718
R001 FORE PEAK C 417 448 1626.2 1593.7 347.70 12.79 5164
R123 WB DB HOLD 12-13 P 601 205 1087.2 1065.4 160.93 1.83 6718
CD. COFFERDAM R003 INACCESIBLE VOID C 429 436 33.8 33.2 349.83 16.92 20
R011 VOID U. BOWTHRUSTER C 394 417 387.6 379.9 329.64 2.88 395
TK. TANK R125 HEELING TANK HOLD 12-13 P 601 205 776.4 760.8 160.91 10.83 30
R161 VOID U. ER/HOLD 17 C 88 124 1190.9 1167.0 85.93 1.60 21981
R134 WB DB HOLD 14 S 167 601 736.3 721.5 138.95 1.62 10346
VOID R166 VOID ER SIDE S 88 129 579.0 567.5 85.41 12.35 697
R135 WB DB HOLD 14 P 167 601 731.8 717.2 138.98 1.62 9961
R167 VOID ER SIDE P 88 129 1268.7 1243.3 85.22 12.47 1180
R136 WB SIDE TANK HOLD 14 S 167 601 387.1 379.4 138.91 10.83 15
R171 VOID SPACE NO. 18-21 C 22 88 885.7 868.0 46.62 1.59 2220
R137 WB SIDE TANK HOLD 14 P 167 601 387.1 379.4 138.91 10.83 15
R213 AFT PEAK C -7 34 3729.7 3655.1 10.81 16.28 102955
R141 WB DB HOLD 15-16 C 126 167 867.9 850.6 115.28 1.08 5639
R142 WB DB HOLD 15-16 S 124 167 1101.7 1079.6 115.98 1.89 6514
R143 WB DB HOLD 15-16 P 124 167 1108.0 1085.8 115.89 1.89 6634
R144 WB SIDE TANK HOLD 15-16 S 129 167 720.7 706.3 117.84 10.58 31
R145 WB SIDE TANK HOLD 15-16 P 129 167 788.3 772.5 116.67 10.85 31
R176 WB HOLD 18-19 S 52 88 1890.3 1852.5 55.10 10.13 4587
R177 WB HOLD 18-19 P 52 88 1890.3 1852.5 55.10 10.13 4587
For further details abt. manholes see drawing no:
R193 WB SIDE TANK HOLD 20 P 34 52 851.3 834.3 33.48 13.05 2772 211046002 Aft peak to 132
211046001 fr. 132 fr. 132 to Fore Peak.
WATER BALLAST TANKS TOTAL 42222.8 41378.4 190.15 7.30 162311
Tank plan see drawing no:
211-304-300

IMO - 9359038 Tank Capacities WB Tanks
Rev.: 2015.12.01
IMO - 9359038 Tank Plan WB Tanks
Rev.: 2015.12.01
NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
MIN MAX MIN MAX
WATER BALLAST TANKS DENSITY 1.025 OPERATIONAL SEA WATER DENSITY 1.025
R021 WB HOLD 2 C 376 394 2419.4 2371.0 313.77 11.52 25820 M91 CROSS-OVER P 124 126 67.0 65.6 98.79 1.54 2020
R042 WB TANK HOLD 3-4 S 338 376 2638.3 2585.6 291.68 10.12 1170 M92 CROSS-OVER S 124 126 66.7 65.4 98.15 1.55 2020
R043 WB TANK HOLD 3-4 P 338 376 2634.6 2581.9 291.66 10.13 1170 M95 SEA SUCTION FIRE P 56 57 3.1 3.0 43.79 1.74 1
R064 WB TANK HOLD 5-6 S 303 338 2512.9 2462.6 264.36 8.56 2506 M96 SEA CHEST S 124 126 12.4 12.1 98.48 4.02 11
R065 WB TANK HOLD 5-6 P 303 338 2515.8 2465.5 264.37 8.55 2591 M97 SEA CHEST P 124 126 12.4 12.1 98.48 4.02 11
R072 WB DB HOLD 7-8 S 262 303 1348.2 1321.2 235.73 2.12 9059 M98 S.W. O.B. S 114 118 10.3 10.1 91.29 6.06 2
R073 WB DB HOLD 7-8 P 262 303 1292.8 1267.0 235.79 2.07 8685 M99 S.W. O.B. P 114 118 10.3 10.1 91.29 6.06 2
SIGNATURE KEY R075 HEELING TANK HOLD 7-8 P 262 303 1279.1 1253.6 236.72 10.73 702 OPERATIONAL SEA WATER TOTAL 182.0 178.4 96.73 2.39 4066
WB. WATER BALLAST R091 WB DB HOLD 9-10 C 227 262 722.5 708.0 205.92 1.05 4894
R092 WB DB HOLD 9-10 S 227 262 816.1 799.8 205.65 1.88 4001
WATER BALLAST R093 WB DB HOLD 9-10 P 227 262 816.1 799.8 205.65 1.88 4001
OPERATIONAL SEA R094 HEELING TANK HOLD 9-10 S 227 262 763.6 748.3 206.49 10.56 161
WATER R095 HEELING TANK HOLD 9-10 P 227 262 763.6 748.3 206.49 10.56 161 CENTER OF GRAVITY MAX. FREE
R114 WB DB HOLD 11 S 205 227 821.4 805.0 183.60 1.65 10697 POS. FRAME VOLUME SURFACE
DB DOUBLE BOTTOM R115 WB DB HOLD 11 P 205 227 816.4 800.0 183.64 1.64 10697
NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
P. PORT SIDE R116 WB ST HOLD 11 S 205 224 387.1 379.3 182.92 10.84 15 MIN MAX
R117 WB ST HOLD 11 P 205 224 387.1 379.3 182.92 10.84 15 m3 m3 m m m4
S. STARBOARD R121 WB DB HOLD 12-13 C 601 205 772.2 756.8 160.91 1.04 5284 SELECTED VOID SPACES
CL. CENTRE LINE R122 WB DB HOLD 12-13 S 601 205 1087.2 1065.4 160.93 1.83 6718
R001 FORE PEAK C 417 448 1626.2 1593.7 347.70 12.79 5164
R123 WB DB HOLD 12-13 P 601 205 1087.2 1065.4 160.93 1.83 6718
CD. COFFERDAM R003 INACCESIBLE VOID C 429 436 33.8 33.2 349.83 16.92 20
TK. TANK R125 HEELING TANK HOLD 12-13 P 601 205 776.4 760.8 160.91 10.83 30
R161 VOID U. ER/HOLD 17 C 88 124 1190.9 1167.0 85.93 1.60 21981
R134 WB DB HOLD 14 S 167 601 736.3 721.5 138.95 1.62 10346
VOID R166 VOID ER SIDE S 88 129 579.0 567.5 85.41 12.35 697
R135 WB DB HOLD 14 P 167 601 731.8 717.2 138.98 1.62 9961
R167 VOID ER SIDE P 88 129 1268.7 1243.3 85.22 12.47 1180
R171 VOID SPACE NO. 18-21 C 22 88 885.7 868.0 46.62 1.59 2220
R213 AFT PEAK C -7 34 3729.7 3655.1 10.81 16.28 102955
R141 WB DB HOLD 15-16 C 126 167 867.9 850.6 115.28 1.08 5639
R142 WB DB HOLD 15-16 S 124 167 1101.7 1079.6 115.98 1.89 6514
R143 WB DB HOLD 15-16 P 124 167 1108.0 1085.8 115.89 1.89 6634
R144 WB SIDE TANK HOLD 15-16 S 129 167 720.7 706.3 117.84 10.58 31
R145 WB SIDE TANK HOLD 15-16 P 129 167 788.3 772.5 116.67 10.85 31
R176 WB HOLD 18-19 S 52 88 1890.3 1852.5 55.10 10.13 4587
R177 WB HOLD 18-19 P 52 88 1890.3 1852.5 55.10 10.13 4587
R193 WB SIDE TANK HOLD 20 P 34 52 851.3 834.3 33.48 13.05 2772 211046002 Aft peak to 132
211046001 fr. 132 fr. 132 to Fore Peak.
WATER BALLAST TANKS TOTAL 42222.8 41378.4 190.15 7.30 162311
211-304-300

IMO - 9359038 Tank Capacities WB Tanks
Rev.: 2015.12.01
IMO - 9359038 Tank Plan FO and DO Tanks
Rev.: 2015.12.01
CENTER OF GRAVITY MAX. FREE
NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
MIN MAX
m3 m3 m m m4
FUEL OIL TANKS DENSITY 1.010
F071 FO HOLD 7 C 281 303 2487.7 2437.9 242.51 7.92 3006
F072 FO HOLD 7 S 281 303 1231.0 1206.4 242.08 9.47 1298
F073 FO HOLD 7 P 281 303 1231.0 1206.4 242.08 9.47 1298
F111 FO HOLD 11 C 205 227 2493.6 2443.8 183.97 7.92 3013
F112 FO HOLD 11 S 205 227 2254.3 2209.2 183.83 8.16 2693
F113 FO HOLD 11 P 205 227 2244.5 2199.7 183.77 8.18 2693
M23 FO SETTL. TANK P 110 116 137.3 134.5 88.86 12.81 32
M25 FO SERVICE TANK P 106 110 135.7 132.9 84.80 14.41 22
SIGNATURE KEY M29 FO SERVICE TANK LOW SULPH P 101 106 100.2 98.2 81.23 10.53 68
DIESEL OIL M31 FO SETTL. TANK LOW SULPHUR P 97 101 73.4 71.9 77.76 10.66 55
FUEL OIL FUEL OIL TANKS TOTAL 12388.6 12140.9 203.61 8.48 14179
P. PORTSIDE
S. STARBOARD
CD. COFFERDAM CENTER OF GRAVITY MAX. FREE
TK. TANK POS. FRAME VOLUME SURFACE
NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
VOID MIN MAX
m3 m3 m m m4
WB. WATERBALLAST
DIESEL OIL TANKS DENSITY 0.900
M42 DO SERVICE TANK S 129 132 120.7 118.3 102.93 16.90 13
M43 DO STORAGE TANK P 129 132 161.0 157.8 102.95 16.11 61
M46 DO SERVICE TANK EM. DG S 113 116 8.6 8.4 89.90 26.19 1
M47 DMX P 129 132 41.1 40.3 102.81 20.00 4
DIESEL OIL TANKS TOTAL 412.8 404.6 102.65 17.10 83

NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
MIN MAX
m3 m3 m m m4 For further details abt. manholes see drawing no:
SELECTED VOID SPACES 211046002 Aft peak to 132

211046001 fr. 132 fr. 132 to Fore Peak.
R001 FORE PEAK C 417 448 1626.2 1593.7 347.70 12.79 5164
R003 INACCESIBLE VOID C 429 436 33.8 33.2 349.83 16.92 20
R161 VOID U. ER/HOLD 17 C 88 124 1190.9 1167.0 85.93 1.60 21981 211-304-300
R166 VOID ER SIDE S 88 129 579.0 567.5 85.41 12.35 697
R167 VOID ER SIDE P 88 129 1268.7 1243.3 85.22 12.47 1180
R171 VOID SPACE NO. 18-21 C 22 88 885.7 868.0 46.62 1.59 2220
R213 AFT PEAK C -7 34 3729.7 3655.1 10.81 16.28 102955

IMO - 9359038 Tank Capacities FO and DO Tanks
Rev.: 2015.12.01
IMO - 9359038 Tank Plan FO and DO Tanks
Rev.: 2015.12.01
NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
MIN MAX
m3 m3 m m m4
FUEL OIL TANKS DENSITY 1.010
F071 FO HOLD 7 C 281 303 2487.7 2437.9 242.51 7.92 3006
F072 FO HOLD 7 S 281 303 1231.0 1206.4 242.08 9.47 1298
F073 FO HOLD 7 P 281 303 1231.0 1206.4 242.08 9.47 1298
F111 FO HOLD 11 C 205 227 2493.6 2443.8 183.97 7.92 3013
F112 FO HOLD 11 S 205 227 2254.3 2209.2 183.83 8.16 2693
F113 FO HOLD 11 P 205 227 2244.5 2199.7 183.77 8.18 2693
M23 FO SETTL. TANK P 110 116 137.3 134.5 88.86 12.81 32
M25 FO SERVICE TANK P 106 110 135.7 132.9 84.80 14.41 22
SIGNATURE KEY M29 FO SERVICE TANK LOW SULPH P 101 106 100.2 98.2 81.23 10.53 68
DIESEL OIL M31 FO SETTL. TANK LOW SULPHUR P 97 101 73.4 71.9 77.76 10.66 55
FUEL OIL FUEL OIL TANKS TOTAL 12388.6 12140.9 203.61 8.48 14179
P. PORTSIDE
S. STARBOARD
CD. COFFERDAM CENTER OF GRAVITY MAX. FREE
TK. TANK POS. FRAME VOLUME SURFACE
NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
VOID MIN MAX
m3 m3 m m m4
WB. WATERBALLAST
DIESEL OIL TANKS DENSITY 0.900
M43 DO STORAGE TANK P 129 132 161.0 157.8 102.95 16.11 61
M46 DO SERVICE TANK EM. DG S 113 116 8.6 8.4 89.90 26.19 1
M47 DMX P 129 132 41.1 40.3 102.81 20.00 4
DIESEL OIL TANKS TOTAL 412.8 404.6 102.65 17.10 83

NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
MIN MAX
m3 m3 m m m4 For further details abt. manholes see drawing no:
SELECTED VOID SPACES 211046002 Aft peak to 132

211046001 fr. 132 fr. 132 to Fore Peak.
R001 FORE PEAK C 417 448 1626.2 1593.7 347.70 12.79 5164
R161 VOID U. ER/HOLD 17 C 88 124 1190.9 1167.0 85.93 1.60 21981 211-304-300
R166 VOID ER SIDE S 88 129 579.0 567.5 85.41 12.35 697
R167 VOID ER SIDE P 88 129 1268.7 1243.3 85.22 12.47 1180
R171 VOID SPACE NO. 18-21 C 22 88 885.7 868.0 46.62 1.59 2220
R213 AFT PEAK C -7 34 3729.7 3655.1 10.81 16.28 102955

IMO - 9359038 Tank Capacities FO and DO Tanks
Rev.: 2015.12.01
IMO - 9359038 Tank Plan LO Tanks
Rev.: 2015.12.01
NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
MIN MAX
m3 m3 m m m4
LUBRICATING OIL TANKS DENSITY 0.900
M01 LO SUMP TANK C 92 123 91.6 89.8 84.53 1.38 53
M03 LO STORAGE TANK ME P 125 129 104.0 101.9 100.08 13.36 22
M05 LO CLEANING TANK ME P 119 125 126.0 123.5 95.69 12.87 22
M06 CYL LO STORAGE TANK INNER S 106 110 68.7 67.3 84.79 16.66 14
M08 CYL LO STORAGE TANK OUTER S 106 110 68.2 66.9 84.80 16.64 13
M11 LO STORAGE TANK DG P 117 119 51.9 50.8 92.86 13.36 11
M12 LO STORAGE TANK EM. DG S 116 117 2.5 2.5 91.66 26.19 0
M13 STERN TUBE L.O. S.T P 14 16 7.2 7.0 10.50 17.65 2
SIGNATURE KEY
LO. LUBRICATING OIL LUBRICATING OIL TANKS TOTAL 520.2 509.8 90.26 12.12 136
LUBRICATING OIL
VOID
DG. DIESEL GENERATOR
ME. MAIN ENGINE NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
MIN MAX
P. PORT SIDE m3 m3 m m m4
S. STARBOARD SELECTED VOID SPACES
C. CENTER LINE R001 FORE PEAK C 417 448 1626.2 1593.7 347.70 12.79 5164
CD. COFFERDAM
TK. TANK R161 VOID U. ER/HOLD 17 C 88 124 1190.9 1167.0 85.93 1.60 21981
WB. WATER BALLAST R166 VOID ER SIDE S 88 129 579.0 567.5 85.41 12.35 697
R167 VOID ER SIDE P 88 129 1268.7 1243.3 85.22 12.47 1180
R171 VOID SPACE NO. 18-21 C 22 88 885.7 868.0 46.62 1.59 2220
R213 AFT PEAK C -7 34 3729.7 3655.1 10.81 16.28 102955

211046002 Aft peak to 132
211046001 fr. 132 fr. 132 to Fore Peak.

211-304-300

IMO - 9359038 Tank Capacities LO Tanks
Rev.: 2015.12.01
IMO - 9359038 Tank Plan LO Tanks
Rev.: 2015.12.01
NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
MIN MAX
m3 m3 m m m4
LUBRICATING OIL TANKS DENSITY 0.900
M01 LO SUMP TANK C 92 123 91.6 89.8 84.53 1.38 53
M03 LO STORAGE TANK ME P 125 129 104.0 101.9 100.08 13.36 22
M05 LO CLEANING TANK ME P 119 125 126.0 123.5 95.69 12.87 22
M06 CYL LO STORAGE TANK INNER S 106 110 68.7 67.3 84.79 16.66 14
M08 CYL LO STORAGE TANK OUTER S 106 110 68.2 66.9 84.80 16.64 13
M11 LO STORAGE TANK DG P 117 119 51.9 50.8 92.86 13.36 11
M12 LO STORAGE TANK EM. DG S 116 117 2.5 2.5 91.66 26.19 0
M13 STERN TUBE L.O. S.T P 14 16 7.2 7.0 10.50 17.65 2
SIGNATURE KEY
LO. LUBRICATING OIL LUBRICATING OIL TANKS TOTAL 520.2 509.8 90.26 12.12 136
LUBRICATING OIL
VOID
DG. DIESEL GENERATOR
ME. MAIN ENGINE NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
MIN MAX
P. PORT SIDE m3 m3 m m m4
S. STARBOARD SELECTED VOID SPACES
C. CENTER LINE R001 FORE PEAK C 417 448 1626.2 1593.7 347.70 12.79 5164
CD. COFFERDAM
TK. TANK R161 VOID U. ER/HOLD 17 C 88 124 1190.9 1167.0 85.93 1.60 21981
WB. WATER BALLAST R166 VOID ER SIDE S 88 129 579.0 567.5 85.41 12.35 697
R167 VOID ER SIDE P 88 129 1268.7 1243.3 85.22 12.47 1180
R171 VOID SPACE NO. 18-21 C 22 88 885.7 868.0 46.62 1.59 2220
R213 AFT PEAK C -7 34 3729.7 3655.1 10.81 16.28 102955

211046002 Aft peak to 132
211046001 fr. 132 fr. 132 to Fore Peak.

211-304-300

IMO - 9359038 Tank Capacities LO Tanks
Rev.: 2015.12.01
IMO - 9359038 Tank Plan FW, OPR.FW and Miscellaneous Tanks
Rev.: 2015.12.01
NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
MIN MAX MIN MAX
FRESH WATER TANKS DENSITY 1.000 SELECTED VOID SPACES
M66 FW TANK FWD. S 106 126 318.2 311.9 90.51 13.38 17 R001 FORE PEAK C 417 448 1626.2 1593.7 347.70 12.79 5164
M68 FW TANK AFT S 88 102 100.0 98.0 74.41 16.65 12 R003 INACCESIBLE VOID C 429 436 33.8 33.2 349.83 16.92 20
FRESH WATER TANKS TOTAL 418.2 409.8 86.67 14.16 29 R161 VOID U. ER/HOLD 17 C 88 124 1190.9 1167.0 85.93 1.60 21981
R166 VOID ER SIDE S 88 129 579.0 567.5 85.41 12.35 697
R167 VOID ER SIDE P 88 129 1268.7 1243.3 85.22 12.47 1180
R171 VOID SPACE NO. 18-21 C 22 88 885.7 868.0 46.62 1.59 2220
R213 AFT PEAK C -7 34 3729.7 3655.1 10.81 16.28 102955
SIGNATURE KEY
FW. FRESH WATER
FRESH WATER NO.

LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
MIN MAX
OPERATIONAL F.W m3 m3 m m m4
MISCELLANEOUS TK'S OPERATIONAL FRESH WATER TANKS DENSITY 1.000
S. STARBOARD M60 COOLING WATER TANK ME S 114 124 64.0 62.7 93.96 3.79 45
M62 DRAIN TANK S 106 110 18.7 18.3 84.80 11.32 2
C. CENTRE LINE M64 DISTILLED WATER TANK S 106 110 37.6 36.9 84.80 21.61 38
CD. COFFERDAM M65 STERN TUBE COOLING WATER C 13 22 78.6 77.0 13.97 4.34 25
TK. TANK
OPERATIONAL FRESH WATER TANKS TOTAL 198.9 195.0 59.76 8.09 109
WB. WATER BALLAST

NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
MIN MAX
m3 m3 m m m4
MISCELLANEOUS TANKS
M21 FO OVERFLOW TANK C 129 132 154.3 151.2 102.90 5.54 489
M27 SLUDGE SHORE TANK P 88 96 159.7 156.5 72.07 10.27 119
M73 CLEAN BILGE TANK AFT P 106 110 101.8 99.7 84.80 16.40 34
M75 CLEAN BILGE TANK FWD. C 126 129 15.5 15.2 100.48 2.45 92
M77 DRAIN TANK P 114 124 18.0 17.6 93.67 2.46 14 For further details abt. manholes see drawing no:
M79 DRAIN TANK P 96 105 40.7 39.9 78.39 5.98 31 211046002 Aft peak to 132
M80 AIR COOLER DRAIN TANK S 94 98 16.9 16.6 75.42 1.69 3 211046001 fr. 132 fr. 132 to Fore Peak.
M82 DRAIN TANK S 120 124 4.8 4.7 96.07 2.48 2
M83 OILY WATER TANK P 108 114 6.4 6.3 87.51 2.45 2
M85 STEER. GEAR HYD. OIL S.T. P -1 0 4.3 4.2 -0.35 20.20 1
211-304-300
M87 BILGE HOLDING TANK P 106 124 295.8 289.8 90.93 2.70 896
M88 CLEAN SEWAGE HOLDING TANK S 129 135 67.5 66.2 104.24 13.74 5

IMO - 9359038 Tank Capacities FW, OPR.FW and Miscellaneous Tanks
Rev.: 2015.12.01
IMO - 9359038 Tank Plan FW, OPR.FW and Miscellaneous Tanks
Rev.: 2015.12.01
NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
MIN MAX MIN MAX
FRESH WATER TANKS DENSITY 1.000 SELECTED VOID SPACES
M66 FW TANK FWD. S 106 126 318.2 311.9 90.51 13.38 17 R001 FORE PEAK C 417 448 1626.2 1593.7 347.70 12.79 5164
M68 FW TANK AFT S 88 102 100.0 98.0 74.41 16.65 12 R003 INACCESIBLE VOID C 429 436 33.8 33.2 349.83 16.92 20
FRESH WATER TANKS TOTAL 418.2 409.8 86.67 14.16 29 R161 VOID U. ER/HOLD 17 C 88 124 1190.9 1167.0 85.93 1.60 21981
R166 VOID ER SIDE S 88 129 579.0 567.5 85.41 12.35 697
R167 VOID ER SIDE P 88 129 1268.7 1243.3 85.22 12.47 1180
R171 VOID SPACE NO. 18-21 C 22 88 885.7 868.0 46.62 1.59 2220
R213 AFT PEAK C -7 34 3729.7 3655.1 10.81 16.28 102955
SIGNATURE KEY
FW. FRESH WATER
FRESH WATER NO.

LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
MIN MAX
OPERATIONAL F.W m3 m3 m m m4
MISCELLANEOUS TK'S OPERATIONAL FRESH WATER TANKS DENSITY 1.000
S. STARBOARD M60 COOLING WATER TANK ME S 114 124 64.0 62.7 93.96 3.79 45
M62 DRAIN TANK S 106 110 18.7 18.3 84.80 11.32 2
C. CENTRE LINE M64 DISTILLED WATER TANK S 106 110 37.6 36.9 84.80 21.61 38
CD. COFFERDAM M65 STERN TUBE COOLING WATER C 13 22 78.6 77.0 13.97 4.34 25
TK. TANK
OPERATIONAL FRESH WATER TANKS TOTAL 198.9 195.0 59.76 8.09 109
WB. WATER BALLAST

NO.
LCG
FROM AP
VCG A.B. MOMENT
OF INERTIA
MIN MAX
m3 m3 m m m4
MISCELLANEOUS TANKS
M21 FO OVERFLOW TANK C 129 132 154.3 151.2 102.90 5.54 489
M27 SLUDGE SHORE TANK P 88 96 159.7 156.5 72.07 10.27 119
M73 CLEAN BILGE TANK AFT P 106 110 101.8 99.7 84.80 16.40 34
M75 CLEAN BILGE TANK FWD. C 126 129 15.5 15.2 100.48 2.45 92
M77 DRAIN TANK P 114 124 18.0 17.6 93.67 2.46 14 For further details abt. manholes see drawing no:
M79 DRAIN TANK P 96 105 40.7 39.9 78.39 5.98 31 211046002 Aft peak to 132
M80 AIR COOLER DRAIN TANK S 94 98 16.9 16.6 75.42 1.69 3 211046001 fr. 132 fr. 132 to Fore Peak.
M82 DRAIN TANK S 120 124 4.8 4.7 96.07 2.48 2
M83 OILY WATER TANK P 108 114 6.4 6.3 87.51 2.45 2
M85 STEER. GEAR HYD. OIL S.T. P -1 0 4.3 4.2 -0.35 20.20 1
211-304-300
M87 BILGE HOLDING TANK P 106 124 295.8 289.8 90.93 2.70 896
M88 CLEAN SEWAGE HOLDING TANK S 129 135 67.5 66.2 104.24 13.74 5

IMO - 9359038 Tank Capacities FW, OPR.FW and Miscellaneous Tanks
Rev.: 2015.12.01
MACHINERY ALTERNATORS & ELECTRICAL MOTORS STARTERS
Resp. Item No. Item name No. Maker Type RPM Capacity Total Instruct. Item no. No Maker Type Voltage In P Rev. E
off head Book off Volt Amp. kW rpm S M
S
No. T E
E
B R
Q
Y G
S
OSL 050601001 Steering gear (Main hydr. pump) 2 USC F-590 - 30-35 deg/28 s - 35 250601001/3 2 LÖNNE/MEZ 14BG310-6 315S 3x440 142 90 1200 X - X
OSL 050601001 Steering gear (Emerg. hydr. pump) 2 USC F-590 - 30-35 deg/28 s - 35 250601002/4 2 LÖNNE/MEZ 14BG310-6 315S 3x440 142 90 1200 X X X
OSL 050601001 Steering gear (Servo pump) 4 USC F-590 - 30-35 deg/28 s - 35 250601005/6/7/8 4 LÖNNE/MEZ 7AA80M04 3x440 1.88 0,86 1800 X X X
TLJ 050601051/2 Grease pump for steering gear 2 MT-S&L F2-A 4.9 5 x 30 cm³/h 200 bar 1 250601201 2 LÖNNE/MEZ 7AA71M04K 3x440 0.79 0.29 1650 - - -
OSL 050602001 Bow thruster 1 Rolls-Royce/Kamew TT 2650 AUX-CP 204 300 kN - 36 250602001 1 ABB AMB 560L8A VAMH 6600 241 2210 892 - - -
OSL 050604001 Windlass/Mooring winch 2 Roll-Royce-Rau-ma MW 350 EA/CU 111 U3 - 343 kN/7/23 m/min - 39 250604011/12 2 Schorch BC7 315M - ZC 62U-Z 3x440 143/225/215 48/145/145 570/1762/3521 - - -
OSL 050604001 Mooring winch forward 2 Rolls-Royce-Rauma MW 300 EA - 294 kN/9/18 m/min - 39 250604001/2 2 Schorch BC7 315S - ZC 62U-Z 3x440 137/160/153 49/99/99 570/1145/3510 - - -
OSL 050604001 Mooring winch forward 2 Rolls-Royce-Rauma MW 300 EA - 294 kN/9/18 m/min - 39 250604002/3 2 Schorch BC7 315S - ZC 62U-Z 3x440 137/160/153 49/99/99 570/1145/3510 - - -
OSL 050604001 Mooring winch aft 3 Rolls-Royce-Rauma MW 300 EA - 294 kN/9/18 m/min - 39 250604005/6/7 3 Schorch BC7 315S - ZC 62U-Z 3x440 137/160/153 49/99/99 570/1145/3510 - - -
OSL 050604001 Mooring winch aft 3 Rolls-Royce-Rauma MW 300 EA - 294 kN/9/18 m/min - 39 250604006/7/8 3 Schorch BC7 315S - ZC 62U-Z 3x440 137/160/153 49/99/99 570/1145/3510 - - -
050604009 Capstans 4 Rolls -Royce 0.5T/ 4.9kN/15m/min. 250604009 4 ELSTO/AEG AM-AL90LBA4 3x440 3,6 1.73 1692 - - -
OSL 050606101 Stores crane 1 ACTA Monorail Hgc 115-4-9.5 - 11.5 T/0-13 m/min - - 250606101 1 LÖNNE/MEZ 14B6223-4(225M) 3x440 90 60 1775 - X -
OSL 050606201 Stores/bunker/MOB boat crane - Port 1 ACTA HSC18-11/20/50-3.5/6.5/4.5 - 5/2 T/15/30 m/min/Stores/bunker - - 250606201 1 LÖNNE/MEZ 14BG186-4(180L) 3x440 54 34 1765 - X -
OSL 050606202 Stores/bunker/suez boat crane - Starboard 1 ACTA HSC18-20/50-6.5/4.5 - 5/2 T/15/30 m/min - - 250606202 1 LÖNNE/MEZ 14BG186-4 (180L) 3x440 54 34 1765 - X -
LHES 050901001 Ref. machinery, cold provision store 2 Aalborg Klimateknik DMW Copeland D3DS100X 1450 7.5 kW - 53 250901001/2 2 Copeland ZF 24 K4E TWD 551 3x460 8,88 3,47 2800 - - -
LHES 051000001 Air cond. supply fan accommodation 1 York Novenco ZCR 18/10 3530 17096 m³/h 2670 - 251000001 1 LÖNNE 7BA1601-02 3x440 34,3 21,3 3530 - - X
LHES 051000002 Air cond. exhaust fan accommodation 1 York Novenco ZCR 18/10 3530 17096 m³/h 2670 - 251000002 1 LÖNNE 7BA160M02 3x440 28,4 17,3 3520 - - X
LHES 051000005+6 Air condition plant – accommodation, heat exchanger pum 2 2860 251000005/6 2 Smedegaard 3x440 1,8 0,98 2860 - - -
LHES 051000005+6 Entalpy Exchanger 251000003 1 Emotron - - 0,7-1,7 0,04-0,16 5-250 - - -
LHES 051000030 Air condition plant AC2 / AHU Bridge - supply fan 1 Novenco ZCR 9/8 3495 251000030 1 LÖNNE 7BA132S02K 3x440 11,2 6,3 3495 - - -
LHES 051000050 Air condition plant AC3 / AHU Galley - supply fan 1 Novenco ZCR 9/4 3480 251000050 1 LÖNNE 7AA901-02 3x440 4,3 2,28 3480 - - -
LHES 051000201+202 Air cond. unit ECR ventilator 2 LF Ventilation 1050 3800 m³/h - 51 251000201/2 2 Jenk Integrated into Unit 3x440 1,25 0,7 1050 - - -
LHES 051000203 Air cond. unit workshop ventilator 1 LF Ventilation 1200 2750 m³/h - 51 251000203 1 Jenk Integrated into Unit 3x440 1,25 0,7 1050 - - -
LHES 051000301 Galley exhaust fan 1 Witt & Sohn S-X8U5/V1.45/315/G/3 3440 3720 m³/h 500 pa 10 251000301 1 LÖNNE/MEZ 7AA 80M02 3x440 2,5 1,3 3440 - - -
LHES 051000311 Galley supply fan 1 Witt & Sohn S-X8U5/Z1.13/315/G/3 3400 1860 m³/h 400 pa 10 251000311 1 LÖNNE/MEZ 7AA 71M02/71 3x440 1,38 0,63 3400 - - -
LHES 051000321 Infirmary exhaust fan 1 Witt & Sohn S-X8U5/Z2.0/250/G/3 3400 960 m³/h 250 pa 10 251000321 1 LÖNNE/MEZ 7AA 71M02/71 3x440 1,38 0,63 3400 - - -
LHES 051000331 Garbage room exhaust fan 1 Witt & Sohn S-X8U5/Z2.0/250/G/3 3400 510 m³/h 34 mm WG 10 251000331 1 LÖNNE/MEZ 7AA 71M02/71 3x440 1,38 0,63 3400 - - -
LHES 051000351 Emergency generator supply fan 1 Witt & Sohn A-M8L5/Z0.7/1120/G/6 1770/885 64800 m³/h/32400 m³/h 1446 pa/368 pa 10 251000351 1 LÖNNE/MEZ 14BG2231BB9124/8 3x440 60/11 37/4,6 1770/885 - X -
LHES 051000361 Emergency generator supply fan 1 Witt & Sohn A-M8L5/Z0.7/1120/G/6 1775 64800 m³/h 1459 pa 10 251000361 1 LÖNNE/MEZ 14BG220-4(225S) 3x440 70 42,5 1775 - X -
LHES 051000381 Suez crew exhaust fan 1 Witt & Sohn S-X8U5/Z1.47/250/G/3 3400 400 m³/h 355 pa 10 251000381 1 LÖNNE/MEZ 7AA 71M02/71 3x440 1,38 0,63 3400 - - -
LHES 051000385 El equipment room exhaust fan (Laundry) 1 Witt & Sohn A-Y8L15/Z0.4/250/G/3 3400 10 251000385 1 LÖNNE/MEZ 7AA 71M02/71 3x440 1,38 0,63 3400 - - -
LHES 051000391 Stairway exhaust fan 1 Witt & Sohn S-X8U5/Z1.94/250/G/3 3400 600 m³/h 250 pa 10 251000391 1 LÖNNE/MEZ 7AA 71M02/71 3x440 1,38 0,63 3400 - - -
LHES 051000395 Lift machinery exhaust fan 1 Witt & Sohn S-X8U5/V1.8/250/G/3 3400 2675 m3/h 320 pa 10 251000395 1 LÖNNE/MEZ 7AA 71M02/71 3x440 1,38 0,63 3400 - - -
LHES 051000401 CO2 room exhaust fan 1 Witt & Sohn CNA-400/D 1672 3000 m³/h 550 pa 10 251000401 1 LÖNNE/MEZ 7AA71M04K 3x440 0,79 0,29 1650 - X -
LHES 051000411 Deck store exhaust fan 1 Witt & Sohn CNA-315/D 1700 3010 m³/h 41 mm WG 10 251000411 1 LÖNNE/MEZ 7AA80M04K 3x440 1,47 0,63 1695 - - -
LHES 051000421 Paint store exhaust fan 1 CNA-250/D 1700 900 m³/h 31 mm WG 10 251000421 1 LÖNNE/CEMP AC3071B4 3x440 1,1 0,43 1662 - - -
LHES 051000431 Reefer repair shop exhaust fan 1 251000431 1 LÖNNE 7AA80M04 3x440 1,88 0,86 1674
LHES 051000503 Bench exhaust ventilator 1 251000503 1

IMO - 9359038 Machinery Data List
Rev.: 2015.12.01
S
No. T E
E
B R
Q
Y G
S
LHES 051000505 Bench supply ventilator 1 251000505 1

LHES 051006001+002 Ref. machinery, air cond. accommodation 2 York Refrigeration YCWS200SB-F 3550 432 kW/tot. cooling - 52 251006001/2 2 YORK Hermetic (1010) 3x440 166,4 108 3550 - - -
LHES 051006101 Chilled water circ pump 1 1 Grundfos TP80-290/2 A-F-A GQQE 3510 75,7 m3/h 25m 251006101 1 Grundfos 112 3x440 7,2 4 3540
LHES 051006102 Chilled water circ pump 2 1 Grundfos TP80-290/2 A-F-A GQQE 3510 75,7 m3/h 25m 251006101 1 Grundfos 112 3x440 7,2 4 3540
LHES 051050501+502+504 Ventilator - Supply engine room 3 Witt & Sohn A-X8L5/V0.02/1120/DD/6 1770/876 81250 m³/h 1501 pa 10 251050501 3 LÖNNE/MEZ 14BG223-1BB91Z 3x440 70/27 40/6 1770/876 - X X
LHES 051050503 Ventilator - Supply engine room 1 Witt & Sohn A-X8L5/V0.02/1120/DD/6 1770/876 81250 m³/h 1501 pa 10 251050502 1 LÖNNE/MEZ 14BG223-1BB91Z 3x440 70/27 40/6 1770/876 - - X
LHES 051050505 Ventilator - Supply engine room 1 Witt & Sohn A-Y8L15/Z0.44/1000/G/6 1770/876 51250 m³/h 936 pa 10 251050503/4/5/6 1 LÖNNE/MEZ 14BG186-0BB 3x440 39/15 21/6 1764/870 - - X
LHES 051050506+507+508 Ventilator - Supply engine room 3 Witt & Sohn A-N8L5/Z0.02/1120/G/6 1770/876 81250 m3/h 1078 pa 10 251050506/7/8 3 14BG223-1BB91Z 3x440 69/11 41/8,2 1770/876 1765 - - X
LHES 051050701 Supply for cargo hold 1 1 Witt & Sohn A-N8U5/Z0.6/500/G/3 3200 8500 m3/h 848 Pa 10 251050701 1 LÖNNE/CEMP AC33 112M2 3x440 6,7 3 3200 - - -
LHES 051050703 Supply for cargo hold 2 1 Witt & Sohn A-X8L5/V1.1/710/G/4 1730 23100 m3/h 918 pa 10 251050703 1 LÖNNE/CEMP EC33 180M4 3x440 23,5 11 1770 - - -
LHES 051050705 Supply for cargo hold 3 1 Witt & Sohn A-M8L5/V1.35/630/G/4 1729 18250 m3/h 945 pa 10 251050705 1 LÖNNE/CEMP 7BA112M04 3x440 13,5 6,5 1729 - - -
LHES 051050709 Supply for cargo hold 4 1 Witt & Sohn A-M8L5/V0.83/710/G/4 1730 23750 m3/h 919 pa 10 251050709 1 LÖNNE/CEMP 7BA132S04 3x440 16,5 8,6 1730 - - -
LHES 051050713+714 Supply for cargo hold 5&6 2 Witt & Sohn A-M8L5/V1.6/800/G/6 1730 26000 m3/h 1078 pa 10 251050713/14 2 LÖNNE/MEZ 7BG183-4 3x440 22,3 12,6 1758 - - -
LHES 051050719 Supply for cargo hold 7 1 Witt & Sohn S-M8L5/V1.78/630/G/4 1728 21100 m3/h 767 pa 10 251050719 1 LÖNNE/MEZ 7BA132M04 3x440 15,8 8,6 1728 - - -
LHES 051050721+722 Supply for cargo hold 8 2 Witt & Sohn S-M8L5/V1.29/630/G/4 1734 18900 m3/h 955 pa 10 251050721/2 2 LÖNNE/MEZ 7BA112M04 3x440 8,8 4,6 1734 - - -
LHES 051050725+726 Supply for cargo hold 9&10 2 Witt & Sohn A-Y12L15/V3.98/800/G/6 1770 57900 m3/h 1323 pa 10 251050725/6 2 LÖNNE/MEZ 14BG223-4(225m) 3x440 84 52 1770 - - -
LHES 051050727+728 Exhaust for cargo hold 9 2 Witt & Sohn A-M8L5/V0.94/800/G/6 1752 40400 m3/h 712 pa 10 251050727/8 2 LÖNNE/MEZ 7BA160M04 3x440 22,3 12,6 1752 - - -
LHES 051050730 Supply for cargo hold 11 1 Witt & Sohn S-M8L5/V1.67/630/G/4 1728 21200 m3/h 764 pa 10 251050730 1 LÖNNE/MEZ 7BA132M04 3x440 15,8 8,6 1734 - - -
LHES 051050732 Supply for cargo hold 14 1 Witt & Sohn A-M8L5/V1.5/800/G/6 1752 40800 m3/h 907 pa 10 251050732 1 LÖNNE/MEZ 7BA160L04 3x440 30 17,3 1740 - - -
LHES 051050734+735 Supply for cargo hold 12 2 Witt & Sohn A-M8L5/V1.0/800/G/6 1740 40800 m3/h 1027 pa 10 251050734/5 2 LÖNNE/MEZ 7BA160L04 3x440 30 17,3 1740 - - -
LHES 051050736+737 Exhaust for cargo hold 12 2 Witt & Sohn A-M8L5/V1.0/800/G/6 1740 40800 m3/h 10 251050736/7 2 LÖNNE/MEZ 7BA160L04 3x440 22,3 12,6 1740 - - -
LHES 051050738+739 Supply for cargo hold 15 2 Witt & Sohn A-M8L5/V0.9/800/G/6 1752 39400 m3/h 891 pa 10 251050738/9 2 LÖNNE/MEZ 7BA160L04 3x440 30 17,3 1740 - - -
LHES 051050740+741 Exhaust for cargo hold 15 2 Witt & Sohn A-M8L5/V0.9/800/G/6 1752 39400 m3/h 891 pa 10 251050740/1 2 LÖNNE/MEZ 7BA160L04 3x440 30 17,3 1740 - - -
LHES 051050742 Supply for cargo hold 16 1 Witt & Sohn A-M8L5/V1.53/800/G/6 1740 41700 m3/h 1089 pa 10 251050741 1 LÖNNE/MEZ 14BG183-4 3x440 36,6 21,3 1758 - - -
LHES 051050744+745 Supply for cargo hold 17 2 Witt & Sohn S-X8L5/V1.41/400/G/3 3456 10020 m3/h 967 Pa 10 251050744/5 2 LÖNNE/MEZ 7BA112MO4 3x440 8,3 4,6 3456 - - -
LHES 051050748+749 Supply for cargo hold 18 2 Witt & Sohn A-M8L5/V1.4/710/G/4 1734 10000 m3/h 766 Pa 10 251050748/9 2 LÖNNE/MEZ 7BA132MO4V 3x440 5,2 2,55 1734 - - -
LHES 051050752 Supply for cargo hold 19 1 Witt & Sohn A-M8L5/V1.17/710/G/4 1734 26600 m3/h 922 Pa 10 251050752 1 LÖNNE/MEZ 7BA132MO4V 3x440 21,3 11 1734 - - -
LHES 051050754 Supply for cargo hold 20 1 Witt & Sohn A-M8L5/V1.94/630/G/4 1728 21800 m3/h 716 Pa 10 251050754 1 LÖNNE/MEZ 7BA132MO4 3x440 15,8 8,6 1728 - - -
LHES 051050756 Supply for cargo hold 21 1 Witt & Sohn A-M8L5/V0.6/630/G/4 1698 17000 m3/h 642 Pa 10 251050756 1 LÖNNE/MEZ 7BA132SO4 3x440 8,8 4,6 1698 - - -
LHES 051050758-759 Exhaust fan trafo room 2 Witt & Sohn S-X8L5/V2.92/315/G/3 1698 5900 m3/h 523 pa 10 251050758-59 2 LÖNNE/MEZ 7BA132SO4 3x440 8,8 4,6 1698 - - -
LHES 051050779 Supply for cargo hold 13 1 Witt & Sohn A-M8L5/V1.24/800/G/6 1752 39600 m3/h 993 pa 10 251050779 1 LÖNNE/MEZ 7BA160L04 3x440 30 17,3 1740 - - -
LHES 051050901+902 Ventilator - Exhaust passageway 2 Witt & Sohn A-M8L5/V0.74/800/G/10 1751 30600 m³/h 930 pa 10 251050901/2 2 LÖNNE/MEZ 7BA 160M04 3x440 22,3 12,6 1755 - - X
LHES 051050903 Workshop Exhaust Fan 1 Witt & Sohn A-Y8L15/V0.31/315/G/3 3400 3000 m³/h 10 251050903 1 LÖNNE 7AA80M02K 3x440 1,76 0,86 3400
LHES 051050904 Ventilator - Exhaust welding room 1 Witt & Sohn S-X8U5/Z0.81/315/G/3 3320 1400 m³/h 364 pa 10 251050904 1 LÖNNE/MEZ 7AA80M02K 3x440 1,38 0,63 3430 - - -
LHES 051050905 Engine Parts W.M. Exhaust Fan 1 Witt & Sohn S-X8U5/Z0.81/315/G/3 3400 1400 m³/h 364 pa 10 251050905 1 LÖNNE 7AA80M02K 3x440 1,76 0,86 3430
LHES 051050908 Ventilator - Exhaust bow thruster room 1 Witt & Sohn A-M8L5/V1.15/630/G/4 1725 18216 m³/h 615 pa 10 251050908 1 LÖNNE/MEZ 7BA132S04 3x440 11,5 6,3 1725 - - -

Rev.: 2015.12.01
S
No. T E
E
B R
Q
Y G
S
LHES 051050909 Separator Room Exhaust Fan 1 Witt & Sohn A-RNN8/560/710/1 1752 20000 m³/h 135mmWG 10 251050909 1 LÖNNE/MEZ 7AA160M04 3x440 22,3 12,6 1752 - - X
LHES 051050915 Ventilator - Supply steering gear room 1 Witt & Sohn A-Y8L15/Z0.3/500/G/6 3495 12380 m³/h 1281 pa 10 251050915 1 LÖNNE/MEZ 7BA132S02 3x440 15,3 8,6 3495 - - -
LHES 051050916 Ventilator - Exhaust steering gear room 1 Witt & Sohn A-Y8L15/Z0.3/500/G/6 3495 12380 m³/h 1281 pa 10 251050916 1 LÖNNE/MEZ 7BA132S02 3x440 15,3 8,6 3495
LHES 051050918 Ventilator - E.R. toilet and shower 1 Witt & Sohn K 160M 2330 260 m³/h 16 mmWG 10 251050918 1 EBM Integrated with unit 230 0,28 0,07 2820 - - -
LHES 051050921 Ventilator - Exhaust shaft tunnel 1 Witt & Sohn A-Y12L15/V2.9/710/GD/4 1735 30000 m3/h 1022 pa 10 251050921 1 LÖNNE/MEZ 7BA160LO4 3x440 30 17,3 1740 - - X
LHES 051050922 Ventilator - Supply shaft tunnel 1 Witt & Sohn A-Y12L15/V2.88/710/G/4 1735 30000 m3/h 1008 pa 10 251050922 1 LÖNNE/MEZ 7BA160LO4 3x440 30 17,3 1740 - - X
LHES 051050924+925 Ventilator - Exhaust trafo r. shaft t. 2 Witt & Sohn A-N8L5/Z0.73/500/G/3 3420 9000 m3/h 551 pa 10 251050924/5 2 LÖNNE/MEZ 7BA160LO4 3x440 6,5 3,45 3460 - - X
LHES 051050928/29 Supply trafo r. shaft fan 2 Witt & Sohn S-N8U5/V1.3/315/G/3 3405 4000 m3/h 401 pa 10 251050928/9 2 LÖNNE/MEZ 7AA80MO2 3x440 2,5 1,3 3405 - - -
LHES 051050938 Forward st. supply fan 1 Witt & Sohn A-X8U5/V0.4/315/G/3 3455 4000 m3/h 402 pa 10 251050938 1 LÖNNE/MEZ 7AA80M02K 3x440 1,76 0,86 3455
LHES 051050940+941 Ventilator - Exhaust trafo room 2 Witt & Sohn A-X8L5/Z1.85/500/G/3 3450 13000 m³/h 480 pa 10 251050940/1 2 LÖNNE/MEZ 7BA132S02K 3x440 11 6,3 3450 - - -
LHES 051050985 Basis trafo room Supply Fans 1 Witt&Sohn A-M8U5/V1.5/280/G/3 3320 3000 m3/h 251050985 1 Lönne 7AA71m02 3x440 1,38 0,63 3320
LHES 051050986 Basis trafo room Supply Fans 1 Witt&Sohn A-M8U5/V1.5/280/G/3 3320 3000 m3/h 251050986 1 Lönne 7AA71m02 3x440 1,38 0,63 3320
LHES 051050995 Exhaust fan for IPC3 1 500 m3/h 251050995 1 Lindab CBU/CBUV200B 2x230 0,69 0,158 2500
LHES 051050990 Machinery Room Upper Deck 1 Witt & Sohn S-Y12L15/V0.65/250/G/3 3340 1500 m³/h 388 pa 10 251050990 1 LÖNNE/MEZ 7AA71M02 3x440 1,03 0,43 3340
LHES 051101001 F.W. generator 1 Alfa Laval Desalt D-PU-36-C125 - 36 m³/24h at 32�C S.W. - 68a - - - - - - - - - - -
LHES 051101001 Distilled water Pump 1 T/T Thrige Technik PVVF 2040 3360 2.2 m³/h 38 mlc 68a 251101001 1 Lönne 7AA71M02V 3x440 1,76 0,75 3228 - - -
LHES 051101051 Neutralizing unit 1 JOWA F-150-2 - 1.5 m³/h - 4 - - - - - - - - - - -
LHES 051101101 Silver electrode sterilizer 1 JOWA AG-S Silver sterilizer - 0-30 m³/h - 4 - - - - - - - - - - -
LHES 051101201+202 F.W. hydrophore pump 2 Grundfos CR10-6 3450 8.0 m³/h 70.5 mlc 34 251101201/2 2 Lönne 7BA112M02 3x440 8,3 4,6 3490 X X X
LHES 051101351 Ion exchange filter (softener filter) 1 HOH Vattenteknik Princess Midi-B - 2.4 m³/h - 4 - - - - - - - - - - -
LHES 051101401 F.W. calorifier 1 Jowa 17 RDE-1000 - 10-85�C - 251101401 1 Grundfos Integrated with pump 3x440 0,3 0,18 2450 - - -
38 persons -
Sewage plant 1 Gertsen & Olufsen MBR50BG-G -
LHES 051102101 5 m3/h 30 mlc 251102101/2 2 VEM 112 3x440 8,4 4,8 3600
Discharge Pump 2 Herborner 5.5/HK 50-2-130F 3600 - - -
OSL 051300001/2 Lifeboat davit 2 Hatecke GSP.FP75 - 38 persons - 13 251300051/2 2 LÖNNE/MEZ 7BA132MO6 3x440 19.5 8 1150 - X -
KNC 051401001 -002 Fire/H.P. sea water service pump 2 Desmi NSL 100-265 3570 100 m³/h 100 mlc 34 251401001/2 2 LÖNNE/MEZ 14BG253-2AA60Z (250M) 3x440 95 62 3570 - - -
KNC 051402001 Additional fire pump 1 Desmi NSL100-265 3495 100 m³/h 100 mlc 34 251402001 1 LÖNNE/MEZ 14BG253-2AA60Z (250M) 3x440 95 62 3570 - X -
LHES 051405001 Cargo hold smoke detection - valve block 1 Semco - - - - 251406001/2 2 LÖNNE/CEMP AB3571A2 3x440 1.4 0.42 3360 - X -
KNC 051418003 Water mist supply pump 2 Grundfos CR15-8 3529 17 m³/h 142 mlc 251418001/2 2 Grundfos B5 3x440 21,4 11 3529 - X -
OSL 051501051 Bilge separator - 15 ppm 1 Jowa EBU32/TRIDSEP - 32 m³/24h - 4 251501051 1 Nord 90L/4 3x440 3,75 16,8 1720 - - -
ERRO 051501101 Main bilge pump 1 Agrometer AGM 190/2 GLRDS 284 25 m³/h 4.0 barg 1 251501101 1 ABB M2AA132M4 3x440 14,8 7.5 1450 - - -
OSL 051501151 Bilge separator - 100 ppm 1 Parmatic Esplen Comyn - 25 m³/h - 4 - - - - - - - - - - -
ERRO 051501351 Bilge ejector cargo holds 1 Ellehammer 70-100-125BSF/58-22 - 80 m³/h 16 mwc 1 - - - - - - - - - - -
ERRO 051506051/2 Bilge ejector – dangerous cargo 2 Ellehammer 70-100-125/60-21,5 - 80 m³/h 13.5 m WG 1 - - - - - - - - - - -
KNC 051601001 -002 Ballast pump 2 Desmi DSL 300-320C 1785 600/1020 m³/h 37/30 mlc 34 251601001/2 2 LÖNNE/MEZ 14BG310-4 (315S) 3x440 198 127 1785 - - -
KNC 051601051 -052 Ballast stripping ejector 2 Ellehammer 300-300-450/203-122 - 398 m³/h 17 mlc 1 251601002 - - - - - - - - - -
KNC 051604001 Heeling pump 2 Iron QT2-250 1785 400 m³/h 16 mlc 34 251604001 1 LÖNNE/MEZ 14BG280-4 (280S) 3x440 132 86 1785 - - -
JRO 051905201 L.O. bypass filter 1 CJC HDU27/27P-YZ - 0.5 m³/h - 6 251905201 1 LÖNNE/MEZ 7AA71M04K 3x440 0,79 0,29 1650 - X -
JRO 051905251 Hydr. pump unit remote oper. valves 1 Danfoss SPU200L 1780 2 x 9 l/min 135 barg 44,45 251905301/2 2 LÖNNE/MEZ 7AA112M04 3x440 8,47 4,6 1740 X - X
OSL 051910001 Hydr. servo unit bow thrusters 1 Rolls Royce/Kamew Rolls Royce 1745 18.5 l/min - 36 251910001 1 LÖNNE/MEZ 7BA132M04 3x440 15,8 8,6 1750 - - -

Rev.: 2015.12.01
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JRO 051910201 L.O. bypass filter 1 CJC HDU27/27P-YZ - 0.5 m³/h - 6 251910201 1 LÖNNE/MEZ 7AA63M06 3x440 0,61 0,21 1578 - - -
JRO 051916201/2 L.O. bypass filter 2 CJC HDU27/27P-YZ - 0.5 m³/h - 6 251916201/2 2 LÖNNE/MEZ 7AA71M04K 3x440 0,79 0,29 1650 - - -
OSL 051922001 Power pack remote control of windlass brakes 1 Rolls-Royce-Rauma ARL 1730 9.9 l/min 175 barg 39 250604014 1 Siemens 132S 3x440 10,9 6,3 1755 - X -
BOEN 052100001 Main engine turbocharger 3 Mitsubishi MET83SE-II - - - 16 - - - - - - - - - - -
BOEN 052100001 Main engine 1 DOOSAN-Wärtsilä 12RTFlex96C 89.3 46000 kW - 16 - - - - - - - - - - -
BOEN 052100001 Turning gear 1 WOOAM WT-102102 - - 16 252100001 1 OTIS-LG 180L 3x440 36,5 15 1300 - - -
BOEN 052100001/2 M.E. Aux. blower 2 HMMCO HAS-434/245N 3565 15.8 m³/-s 16 252101001/2 2 HYUNDAI 280LL 3x440 293,2 187 3565 - - -
CBH 052101151 Air cooler drain pump 1 Grundfos CR10-5 3450 12 m3/h 60 mlc 34 252101151 1 Grundfos 7BA100L02 3x440 6,5 3,45 3495 - - -
KNC 052304001 S.W. pump for F.W. generator 1 Desmi NSL 80-330 1750 88 m³/h 39 mlc 34 252304001 1 LÖNNE/MEZ 14BG183-2 (180M) 3x440 30 17,3 1750 - - -
KNC 052306001 -002 SW pump for TG condenser 2 Desmi DSL 400-430B 888 1527/2325 m³/h 12/6.8 mlc 252306001/2 2 LÖNNE/MEZ 14BG313-8(315M) 3x440 151 90 888 - - X
KNC 052309001 -003 S.W. pump for central coolers 2 Desmi DSL 400-495 890 1750/3000 m³/h 23.5/17.5 mlc 34 252309001/3 2 LÖNNE/MEZ 14BG319-8 (315L) 3x440 354 216 890 X - X
KNC 052309002 S.W. pump for central coolers 1 Desmi DSL 400-495 710/895 1750/3000/2400 m³/h 23.5/17.5/10.5 mlc 34 252309002 1 LÖNNE/MEZ 355M/L 10/8 3x440 225 / 378 99 / 205 710 / 895 X - X
KNC 052309150 Anti-fouling system 1 Petreco InternationaABS-system - - - - - - - 230 V - - - - - -
KNC 052311001 -002 -003 S.W. pump reefer cooling 3 Desmi NSL 150-265 1780 250/365 m3/h 22/12 mlc 34 252311001/2/3 3 LÖNNE/MEZ 14BG220-4 (225S) 3x440 68 42,5 1780 X - X
KNC 052406001 F.W.pump reefer cooling 1 Desmi NSL 125-330 1180/1775 242/350/230 m3/h 36/18/8 mlc 34 252406001 1 LÖNNE/MEZ 16BA280-1BD 3x440 47 / 128 27,5 / 77 1180 / 1775 - - X
KNC 052406002 -003 F.W. pump reefer cooling 2 Desmi NSL 125-330 1770 242/350 m3/h 36/18 mlc 34 252406002/3 2 LÖNNE/MEZ 14BG253-4 (250M) 3x440 103,5 63 1780 X - X
KNC 052410001 Main F.W. cooling pump low temperature 1 Desmi DSL 300-320C 1780/1190 1170/1650/1100 m³/h 27/14/6 mlc 34 252410001 2 LÖNNE/MEZ 16BA313-1 BD4/6 3x440 88 / 220 51 / 138 1190 / 1280 X - X
KNC 052410002 -003 Main F.W. cooling pump low temperature 2 Desmi DSL 300-320C 1785 1170/1650 m³/h 27/14 mlc 34 252410002-3 1 LÖNNE/MEZ 14BG283-4 (280M) 3x440 198 127 1785 X - X
KNC 052410151 F.W. refilling pump 1 Grundfos CR5-4 3435 5 m³/h 30 mlc 34 252410151 1 LÖNNE/MEZ 7AA80M02K 3x440 2,5 1,3 3435 - - -
KNC 052411001 -002 F.W. cooling pump M.E. high temperature 2 Desmi NSL 200-330 1785 671 m³/h 30 mlc 34 252411001/2 2 LÖNNE/MEZ 14BG283-4 (280S) 3x440 132 86 1785 X - X
KNC 052411251 Booster pump fpr preheating DG system 1 Desmi PVLN 1040.23-028 3495 10 m³/h 20 mlc 252411251 1 LÖNNE/MEZ 7BA100L02 3x440 6,5 3,45 3495 - - -
PGS 052502051 Cyl. L.O. transfer pump 1 Kral KFUG 20 1750 1.4 m³/h 3.5 barg 1 252502051 1 LÖNNE/MEZ 7AA80M04 3x440 1.88 0,86 1750 - - -
PGS 052503001 -002 L.O. pump for main engine 2 Nijhuis VDL1-3045 1780 985 m³/h 6.5 barg 34 252503001/2 2 LÖNNE/MEZ 14BG317-4 (315L) 3x440 520 326 1785 X - X
PGS 052503101 -102 L.O. discharge filter M.E. 2 Boll & Kirch 6.61.07 Size 35 - 625 m3/h - 6 252503101/2 2 Getriebebau Nord 63S/4 cus WE 3x440 0,31 0,09 1690 - - -
PGS 052503151 L.O. bypass filter M.E. 1 Federal Mogul FM600-13 - 4.3 m3/h - - - - - - - - - - - - -
PGS 052503201 Manual By-pass filter 1 Boll & Kirch 1.781.520.750 - 625 m3/h -F173HH - - - - - - - - - - -
PGS 052503251-5 L.O. pump M.E. shaft bearing 5 Kral KFUG 15 1750 0.8 m³/h 3.9 barg 1 252503251/2/3/4/5 5 LÖNNE/MEZ 7AA71M04 3x440 1.07 0,43 1750 X - X
PGS 052503301 L.O. pump bypass filter M.E. 1 Kral KFUG 74 1750 4.3 m³/h 6.5 barg 1 252503301 1 LÖNNE/MEZ 7AA100L04K 3x440 5,2 2,55 1750 - - -
PGS 052503351 -352 M.E. L.O. Crosshead Booster Pump 2 Kral KFUG 2200 1750 147 m3/h 12 bar 1 252503351/2 2 LÖNNE/MEZ 14BG253-4AA(250M) 3x440 100 63 1776 X - X
PGS 052504001 -002 L.O. pump turbocharger 2 Kral KFUG 550 1750 36 m³/h 4 barg 1 252504001/2 2 LÖNNE/MEZ 7BA160M04 3x440 22.3 12,6 1760 X - X
PGS 052504151 L.O. pump bypass filter turbocharger 1 Kral KFUG 20 1750 1.2 m³/h 6.5 barg 1 252504151 1 LÖNNE/MEZ 7AA80M04K 3x440 1.47 0,63 1750 - - -
PGS 052504201 L.O. bypass filter M.E. turbocharger 1 Federal Mogul FM200-13 1.1 m³/h - - - - - - - - - - - - -
052507211/2 L.O. Unit Aft. Seal and Bearings 252507211/2 2 - 100 3x440 3,3 1,8 1128 - - -
PGS 052507351 L.O. bypass filter sterntube 1 CJC HDU27/27 PV-YZ 0.12 m3/h 6 252507351 1 LÖNNE/MEZ 7AA63M04 3x440 0,79 0,29 1650 - - -
PGS 052508101 L.O. transfer pump D.G. 1 Kral KFUG 15 1750 1.1 m³/h 3.0 barg 1 252508101 1 LÖNNE/MEZ 7AA71M04 3x440 3,5 0,43 1750 - - -
PGS 052509001 L.O. separator M.E. 1 Westfalia OSD 60-0196-067/40 - 9500 l/h - 59 252509001 1 LÖNNE/MEZ 14BG186-4 (1806) 3x440 43 25,3 1763 - - -
PGS 052509051 Feed pump ME LO separator 1 252509051 1 LÖNNE/MEZ 7BA100L04 3x440 6,6 3,45 1720 - - -
PGS 052509101 L.O. transfer pump 1 Kral KFUG 85 1750 5.8 m³/h 3.0 barg 1 252509101 1 LÖNNE/MEZ 7AA90L04 3x440 3.55 1,75 1750 - - -

Rev.: 2015.12.01
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PGS 052510001 L.O. separator unit D.G. 1 Westfalia OSD 18-0196-067/10 - 1860 l/h - 60 252510001 1 LÖNNE/MEZ 7BA132S02 3x440 15,3 9 3498 - - -
PGS 052510002 L.O. separator unit D.G. 1 Westfalia OSD 18-0196-067/8 - 970 l/h 62 252510002 1 LÖNNE/MEZ 7BA132S02 3x440 15,3 9 3498 - - -
PGS 052510051/2 LO Transfer pump D.G. 2 252510051/2 2 LÖNNE/MEZ 7AA71M04V 3x440 1,07 0,43 1620 - - -
HERA 052601051 D.O. transfer pump 1 Kral KFUG 74 1750 5.0m³/h 5 barg 1 252601051 1 LÖNNE/MEZ 7AA100L04K 3x440 5,2 2,55 1750 - - -
HERA 052603051 F.O. bunker/transfer pump (freq. Ctrl) 1 Kral KFUG 1300 1750 50-100 5 1 252603051 1 LÖNNE/MEZ 14BG207-4 (200L) 3x440 56 34,5 1750 - - -
HERA 052603052 F.O. bunker/transfer pump 1 Kral KFUG 1300 1750 100 5 1 252603052 1 LÖNNE/MEZ 14BG207-4 (200L) 3x440 56 34,5 1750 - - -
LSFO bunker / transfer pump 1 IMO ACG 070K7 NTBP 1730 20 m³/h 4.50 bar 1 HOEYER HMA2 132 M2-4 460 15.1 8.70 1730
HERA 052604001 F.O./D.O. separator 1 Westfalia OSD60-0136-067/60 - 8100 l/h - 63 252605001 1 LÖNNE/MEZ 14BG188-4 (180L) 3x440 25,3 25,3 1765 X - -
HERA 052605001-2 F.O. separator 2 Westfalia OSD60-0136-067/60 - 8100 l/h - 63 252605002/3 2 LÖNNE/MEZ 14BG188-4 (180L) 3x440 25,3 25,3 1765 - - -
HERA 052605051-3 Supply feed pump F.O. separators 3 Leistritz L3NG-45/90 1720 8100 l/h 2 barg 63 252605051/2/3 3 LÖNNE/MEZ 7BA112M04 3x440 8,8 4,6 1720 X - -
HERA 052605251/2 Seperator Sludge Pump 2 252605251/2 2 Getriebebau Nord - 3x440 2,62 1,27 1395 X - -
HERA 052606051 Ferrocene Dosing Unit 1 252606051 1 Rotor - nl IEC63.M 3x440 0,62 0,29 3400 - X -
HERA 052606052 Ferrocene Dosing Unit, mixer motor 1 252606052 1 Rotor - nl IEC71.M 3x440 0,75 0,29 1610 - X -
HERA 052606252 D.O. service pump D.G. 1 Kral KFUG 105 1750 6.0 m³/h 7 barg 1 252606252 1 LÖNNE/MEZ 7AA100L04K 3x440 5,2 2,55 1750 - X -
HERA 052606253 D.O. service pump D.G. air driven 1 Kral KFUG 32 3500 2.0 4.0 1 - - - - - - - - - - -
HERA 052607051/2 F.O. booster pump M.E. 2 Kral KF-660.DPA.xxxxxx/ 180 Nm 1750 39,3 m³/h 10 barg 1 252607051/2 2 LÖNNE/MEZ 7BA160L04 3x440 28,7 17,3 1750 X X X
HERA 052607151 F.O. discharge filter M.E. 1 Boll & Kirch 6.61.1 size 20 - 16.5 m³/h - 6 252607151 1 Getriebebau Nord 63S/4 cus WE 3x440 0,31 0,09 1690 - - -
HERA 052607201/2 F.O. feed pump M.E. 2 Kral KFUG 275 1750 19.6 m³/h 4.5 barg 1 252607201/2 2 LÖNNE/MEZ 7AA132S04 3x440 11,4 6,3 1750 X X X
HERA 052607351 FO drain pump 1 252607351 1 LÖNNE/MEZ 7AA100L04K 3x440 5,2 2.55 1750 - - -
HERA 052608151/152 F.O. service pump for boiler 2 Gorman Rupp GHA 1 1/2" 840 2400 l/h 7 barg 57 252608151/2 2 AC Motoren IEC71 3x440 1,4 0,66 3360 - X -
HERA 052608251 D.O. ignition pump for boiler 1 Agrometer AGM 95/1 1750 5000 l/h 6 barg 57 252608250 1 LÖNNE/MEZ 7AA63MO2K 3x440 0,45 0,21 3246 - - -
HERA 052608401 Sludge transfer pump 1 Agrometer AGM 95/1 1750 5000 l/h 6 barg 1 252608401 1 ABB IEC132M Aluminium 3x440 14,8 7,5 1450 - - -
HERA 052608951 Sludge collecting pump 252608951 1 ABB IEC112 Aluminium 3x440 8,6 4 1435 - - -
PGS 052701001 -002 -003 Starting air compressor 3 Tanabe H-274 1800 400 m³/h - 3 252701001/2/3 3 LÖNNE/MEZ 14BG283-4 (280M) 3x440 165 90 1780 X - X
PGS 052702001 -002 Cont./working air compressor 2 Tanabe Task-1022W-Y 1800 150 m³/h - 3 252702001/2 2 LÖNNE/MEZ 14BG186-4 (180L) 3x440 41,5 25,3 1755 X - X
PGS 052702151 Control air dryer 1 Hankinson HDD 400/RD250 1704 144 m3/h 3 252702151 1 - - 230 3,85 0,88 - - - -
CBH 052800001 Oil fired boiler 1 Aalborg Industries AQ 10/12 W - 5000 kg/h 8 barg 56 252800001 1 LÖNNE/MEZ 7AA160M02K 3x440 21,6 12,6 3500 - X -
CBH 052800001 Forced draft fan 1 Barker & Jørgensen MT 490/250-D 3500 6252 m³/-h 362 mmWC 57 252800001_2 1 LÖNNE/MEZ 7BA160M02K 3x440 22 12 - - - -
CBH 052800001 Burner Motor - - - - - - - 252800006 1 LÖNNE/MEZ 3x440 11 3,6 - - - -
CBH 0528000051 LP Exhaust gas boiler 1 Aalborg Industries AV-6N - 4.9 t/h/at M.E.85% 4 barg 58 - - - - - - - - - -
CBH 052800052 HP Exhaust gas boiler 1 Aalborg Industries AQ2 - 21.6 t/h/at M.E.85% 6.5-9.5 barg 58 - - - - - - - - - - -
CBH 052902 451-455 Boiler Feed Water Dosing Units 5 G&O / Milton Roy B9GB linear motor 0.02-0.6 l/h 50 barg 5 252902451 5 Elektra 7JB63M04 230 1,3 0,18 1725 - - -
CBH 052902001/2 Oil Fired Boiler feed pumps 2 Grundfos CR 5-20 3500 6.3 m³/h 158 m 56 252902001/2 2 Grundfos 112MC 3x440 7 4 3540 X X X
CBH 052902151 Autom. Feed Water Sampling Cabinet 1 G&O Custom - 5 sampling points 1 - - - - - - - - - - -
CBH 052906001/2 Exhaust Gas Boiler feed pumps 2 Grundfos CR 45-5 3500 40 m³/h 169m 56 252906001/2 2 Siemens 200LK 3x440 62 37 3540 X X X
CBH 052906200 Vacuum pump unit 1800 4.9kg/h+/12.55kgW 252906201/2 2 LÖNNE/MEZ 14BG183-4 (180M) 3x440 36,6 21,3 1765 X X X
CBH 052906250 Condensate pump for turbo generator condenser 1800 0-35 252906251/2 2 LÖNNE/MEZ 7AA112M04 3x440 8,8 4,6 1720 X X X
TM 053300001/2 Accomodation ladder hoist unit 2 Fassmer - - - - 13 25DU2009/10 2 LÖNNE/MEZ 7BA132S04 3x440 11,5 6,3 1750 - - -

Rev.: 2015.12.01
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TM 053300005/6 Accommodation ladder storing unit 2 Fassmer - - - - 13 25DU2005/6 2 LÖNNE/MEZ 7AA80M04V 3x440 3,75 1,8 1680 - - -
OSL 053300151 Engine room lift 1 Lutz SSRFC - 6 prs/500kg - 253300151 1 Siemens A250 3x440 15,2 7,5 1355 - X -
TM 053300250 Pilot access ladder 2 Fassmer - - - - 13 25DU2067/8 2 LÖNNE/MEZ 7BA100LO4K 3x440 5,2 2,55 1720 - - -
HCTH 053500001 Diesel generator 1 1 MAK W8L32 600 3600 23/28 053500001 1 Siemens 1DK4531-8BF05-Z 6600 450 3600 720 - - -
HCTH 053500001/2/3 Prelub pump 4 Wärtsilä - - 18 m3/h - 23/28 253500301/2/3 3 Leroy Somer LS132S 3x440 18,2 6 1755 - - -
HCTH 053500001/2/3 Turning gear 4 Wärtsilä - - - - 23/28 253500401/2/3 3 VEM K21R 3x440 5,15 2.6 1720 - - -
HCTH 053500011/2 F.O. Flow Control Oil Pump 2 253500011/2 2 ABB M3AA100LC4 3x440 8,4 3,5 1727 - - -
HCTH 053500100 Preheater unit 1 Elwa KVE 18 - 18 kW 23/28 053500010-2 - - - 3x440 59 36 - - - -
HCTH 053500100 Preheater pump 1 Elwa TP 40-80/2 - 13 m3/h 0.7 bar 23/28 253500010-1 1 Grundfoss - 3x440 1,42 0,65 3400 - - -
OSL 053500101 Emergency generator 1 Caterpillar 3512B 1800 1368 kW - 30 253500101 1 Caterpillar SR4 3x440 2230 1360 1800 - X -
OSL 053500109 Emergency generator radiator fan 1 Caterpillar 129600 30 253500101 1 LÖNNE/MEZ 14BG253-6 (250M) 3x440 72 44,5 1182 - X -
CBH 053500250 Turbo generator 1 653500252 1 Siemens 1FJ4805-4SB62 6600 612 6000 1800 - - -
CBH 053500300 Power turbine, exhaust gas driven 253500301 - - - - - - - - - -

254410001/2 - Traverse 2 ABM 90 4,2 2 1680
OSL 054410001 Engine room crane 2 Danish Crane Buildi - - 12.5 T - x 254410003/4 - Trolley 2 ABM 90 3x440 4,2 2 1680 - - -
MSIV 253500203 SCM run up motor 1 Siemens - - - - 85 253500203 1 Siemens - 3x440 23,9 75 988 - - -
MSIV 253500204 SCM bearing LO pump 2 Siemens - - - - 85 253500204 1 Siemens - 3x440 1.88 0.86 1695 x - -
MSIV 253500205 SCM bearing LO lifting pump 1 Siemens - - - - 85 253500205 1 Siemens - 3x440 1.88 0.86 1690 - - -
TM 330005351/2 Reel for pilot ladder at upper deck 2 FREM - - - - - 253300351/2 2 LÖNNE/MEZ 7AA80MO6 3x440 2,1 0,9 1092 - - -
TM 330005353/4 Reel for pilot ladder at B-deck 2 FREM - - - - - 253300353/4 2 LÖNNE/MEZ 7AA80MO6 3x440 2,1 0,9 1092 - - -
48.20 334410102 Hydr. cyl. for shaft trolley 4 Berendsen PMC - - - - 11 - - - - - - - - - - -
MSIV 653500001 Shaft generator/motor 1 Siemens - - - - 85 653500001 1 Siemens - 6600 272/660 2000/6000 - - - -
MSIV 653500009 Synchronous Condenser Motor (SCM) 1 Siemens - - - - 85 653500009 1 Siemens 1FJ4805-4SB60 6600 542 6200 kVAr 1800 - - -
MSIV 653500201/2 Shaft generator/motor cooler 1 Siemens - - - - 85 253500201/2 2 Siemens - 3x440 40,8 23 1760 - - -
OCL JU716 Breathing air compressor 1 Bauer Capitano C3EH4 - 140 l/min 300 barg 10 251490001 1 ATB A100L/2A-11 3x440 5,7 3 3480 - X -
MOSZ VU202005 Whistle in foremast 1 Kockum Sonics MTX 150/130 - 130 Hz - 14 VU2020050 - ELMO (special for Kockum Son- 3x440 15 11 - - X -
M.E. control oil pumps (COP) 2 HSD 252100010/11 2 LÖNNE/MEZ 180L 3x440 41 25.3 - - - -
M.E. Servo oil autofilter 252100009 1 Getriebebau Nord SK 200F - 63 SX/4 CUS WE 3x440 0,59 0,09 1690 - - -
CBH Boiler Damper Servo Motor Aalborg Industries 252800055/6 2 AUMA - 3x440 1,7 0,37 - - X -
CBH Exhaust gas boiler soot blower 10 Aalborg Industries 252800052 10 Lenze B9 080 3x440 1.9 0,92 - - X -
CBH HP circulation pump exhaust gas boiler 2 Aalborg Industries 252906051/52 2 Hermetic - 3x440 48,7 22 3531 X X X
CBH LP circulation pump exhaust gas boiler 2 Aalborg Industries 252906101/2 2 Hermetic - 3x440 14,1 6,2 3410 X X X
CBH Turbo generator barring gear 1 Peter Brotherhood 253500253 1 WEG 225S/M 3x440 77 48,8 1770 - X X
CBH Turbo generator aux. oil pump 1 Peter Brotherhood 253500254 1 LÖNNE/MEZ 14BG183-4 (180L) 3x440 37 21,3 1765 - X X

Rev.: 2015.12.01
INTENTIONALLY
LEFT
BLANK
L 214 ”GUSTAV MÆRSK”

IMO - 9359038
Rev.: 2015.12.01
PHYSICAL LOCATION AND OPERATING INSTRUCTIONS
Machinery Arrangements--------------------------------------------------------------------------------------------------------- 2.01.01

Shaft Tunnel Arrangements------------------------------------------------------------------------------------------------------ 2.02.01
Transportation of Larger Parts in Engine Room---------------------------------------------------------------------------- 2.03.01
Engine Room Cranes-------------------------------------------------------------------------------------------------------------- 2.04.01
Dismantling of Turbochargers--------------------------------------------------------------------------------------------------- 2.05.01
Withdrawal of Generators-------------------------------------------------------------------------------------------------------- 2.06.01
Propeller Shaft Removal---------------------------------------------------------------------------------------------------------- 2.07.01
Location of Transmitters and Switches Outside Engine Room--------------------------------------------------------- 2.08.10

Rev.: 2015.12.01
L 214 ”GUSTAV MÆRSK” 2.01.01
IMO - 9359038 Machinery Arrangement
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
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Rev.: 2015.12.01
IMO - 9359038 Shaft Tunnel Arrangement
Rev.: 2015.12.01
IMO - 9359038 Shaft Tunnel Arrangement
Rev.: 2015.12.01
IMO - 9359038 Transportation of Larger Engine Parts in ER
Rev.: 2015.12.01
REPLACEMENT OF MAIN ENGINE PARTS
Dismount below mentioned parts in accordance with main engine maintenance book. TRANSPORTATION OF LARGE PUMPS
Smaller parts L.O. pumps M.E.

1. When the part (bearing cap, shell etc.) is lifted out, push a trolley underneath. 1. Lift by means of tackle permanently suspended above each pump.
2. Run the trolley forward close to the hatch opening. 2. Transport the pump in steps to the permanent tackle near the hatch opening.
3. Lift the part with the E.R. crane. 3. Lift pump with the E.R. crane
4. Transport to the storage crane hoist area.
Other pumps
Larger parts 1. Transport the pump forward to below crane beam running athwartships
1. When the part (crosshead or connection rod) is lifted out suspend it from the lifting bar underneath M.E. lower grating PS. 2. Lift pump and transport to E.R. crane lifting area
2. Transport the part in steps as far forward as possible by means of slings and tackles suspended from the lifting bar.
3. Pull the part further forward to the hatch opening by horizontal sling and tackle from frame 120. TRANSPORTATION OF AUX. ENGINE LARGE PARTS
4. Lift the part with the E.R. crane. 1. When the part is lifted out and suspended from aft end of crane beam above, push a trolley underneath.
5. Transport to the storage crane hoist area. 2. Run the trolley to E.R. crane lifting area.
Notes -the turbocharger must be split into two parts in order to pass the doors.
REPLACEMANT OF AIR COOLER ELEMENT
-Withdrawal of generators, see section 2.06.
1. Dismount of the air cooler element according to main engine maintenance book.
2. When the cooler element is lifted out, push a trolley underneath.
3. When passing the aft air cooler, move the element athwart ships.
4. Remove the stairs aft from the middle grating to the top grating.
5. Fit a wire and a pulley block to trolley on crane beam at level 16650 and hoist the cooler element to the top grating.
6. Transport the element on a trolley on the top grating within the E.R. crane operating area.
7. Lift our of the engine room through the hatch in upper deck.
REPLACEMENT OF AUXILIARY BLOWER MOTOR

1. Dismount of auxiliary blower according to main engine maintenance book.
2. When the blower/motor assembly dismantles the motor and lift above and past the blower pipe by means of shackles suspended
from air receiver, gallery bracket and fresh water pipe.
3. Lower the motor to a trolley and proceed as items 4, 5, 6 and 7 above for the air cooler element.

Rev.: 2015.12.01
Rev.: 2015.12.01

Other pumps


Rev.: 2015.12.01
Rev.: 2015.12.01

Other pumps


Rev.: 2015.12.01
ENGINE ROOM CRANE
GENERAL
Two 12.5 t SWL engine room cranes are installed.

The common longitudinal running beams are dimensioned for simultaneous and maximum loading in any position of the hook or the two cranes.
The minimum hook distance from upper face or running beam is 2000 mm.
NOTES:
1. With both cranes in the extreme forward position the aft crane hook is located nominal 600 mm forward of cylinder centre no. 12.
2. With aft crane in the extreme aft position the crane hook is located nominal 1100 mm forward of cylinder centre no. 11.
AUTOMATIC SAFETY STOPS
- Longitudinal and transverse movement at end positions.

- Hoisting in top and bottom positions.
- Hoisting, transverse and longitudinal movements at 625 kg overload of the hook.
INSTRUCTION BOOK
Book no. Engine room crane.

IMO - 9359038 Engine Room Cranes
Rev.: 2015.12.01
DISMANTLING OF TURBOCHARGERS
Introduction.
The turbocharger runs automatically as a result of the energy contained in the exhaust gas from the engine, and when the engine is
operating normally it usually doesn’t require any special manipulation. However, the turbocharger is an essential contributor in supplying
consumption air to the engine, and it is therefore of the outmost importance to maintain its performance.
Turbocharger Overhaul.
Over time turbochargers are subject to following changes:
1. Wear-down of the bearings

2. Fouling of the rotor, nozzle etc.
3. Wear of the turbine blades, nozzle, gas labyrinth, oil labyrinth and gas outlet guide.
In order to maintain the performance of the turbocharger it is of the outmost importance to make sure that the turbochargers at all time are
in a perfect condition. To do this it is very important to follow the engine manufacturer’s instructions for maintenance. For maintenance and
dismantling and reassembly of the turbochargers please see:
Book no. Vol.4 Part 12 Sect. 3 and 4

IMO - 9359038 Dismantling of Turbochargers
Rev.: 2015.12.01
IMO - 9359038 Withdrawal of Generators from ER
Rev.: 2015.12.01
Removal of Generators from ER

When a generator has to be removed from the ship make sure that the tank in front of the generator is cleared for all piping before it is cut away.
The Generator is then ready to be lifted out of the ship through a hole cut in the deck above the generator.
The opposite procedure is followed when installing a new generator.

IMO - 9359038 Withdrawal of Generators from ER
Rev.: 2015.12.01
IMO - 9359038 Procedure for Landing of Propeller Shaft
Rev.: 2015.12.01
PROCEDURE FOR LANDING OF PROPELLER SHAFT 19. The shaft is lowered on to the roller skates at frame 56 and 68 respectively. The trolleys are released.
The below procedure is to be carried out in a dry dock only. 20. Pull the shaft athwartships min. 1400 mm and attack the shaft with a shore crane 3000 mm and 10000 mm
Belonging drawing no. 21101441011 (shaft ashore) respectively from the aft end of the shaft (to be secured to the flange).
Access hole to the shaft tunnel to be cut according to above drawing. 21. The shaft is lifted off the skates and starts to get out through the hole in the cargo hold by tipping up 45o the forward
end. Take care of the sliding effect.
1. Oil is drained off the sterntube and stuffing boxes are disengaged and the mounting strips are fitted. The propeller
is pulled off. 22. The shaft is to be kept in this position until it is completely out of the ship.
SHAFT NO. 1 SHAFT NO. 4

2. Temporary roller bearing are installet on foundation after shaft motor and has to be adjusted to fit the center 23. The two trolleys are moved aft and the upper part of the bearing is dismounted as well as the bearing holding down
And support the shaft in normal position. bolts.
24. The two trolleys are induced to bear at frame 31 and 42 respectively.
SHAFT NO. 2
3. The upper part of the bearing is dismounted. Take care of the oil pick-up ring and scraper. 25. The lower bearing housing is moved forward along the shaft and placed on the T.T. at frame 40-41. Take care of the
hydraulic piping and the drive shafts at the thrusters.
4. The two (50 t) trolleys are mounted with hydraulic cylinders (25 t) one each side in the centre hole and kevlar slings
are placed around the shaft at frame 59 and 71 respectively and are induced to bear. 26. The hydraulic coupling bolts at flange “E” are dismounted according to operator’s instruction and safety manual.
5. The foundation bolts are to be dismounted. Observe the chocks!! 27. The shaft is moved forward until the forward flange is just aft of the forward edge of the hole in the cargo hold.
6. By means of a 5 t trolley placed on the beam between the two 50 t trolleys, the bearing housing is guided along the
shaft and placed temporarily on the T.T. at frame 64-67. 28. The shaft is to be lowered on to the roller skate at frame 56 and 68 respectively. The trolleys are released.
7. The forward end of shaft no. 3 is to be temporary supported. The coupling bolts (Pilgrim make) of the “B” and “C” 29. Pull the shaft athwardships min. 1400 mm.
flanges are dismounted according to operator’s instruction and safety manual.
30. A shore crane is induced to bear 3000 mm and 10000 mm respectively from the aft end of the shaft (to be secured
8. The propeller shaft and two aft intermediate shafts are drawn 25 mm aft. to the flange).
9. Two roller skates including mating support saddles are placed on the track underneath the shaft at frame 63 and 72 31. On its way out of the hole the shaft forward end is tipped up 45o. Take care of the sliding effect.
respectively.
32. The shaft is to be kept in this position until it is completely out of the ship.
10. Lower the shaft until the two roller skates are taken over the total weight of shaft.
SHAFFT NO. 5
11. The shaft is now pulled athwartships 1400 mm. A shore crane is lifting the shaft out of the skates by attacking the 33. The trolleys are moved aftermost and the forward one induced to bear.
shaft at the aft flange and at frame 69 respectively. Then the shaft is moved aft until the aft flange is at frame 55.
Lower the shaft on the roller skates, which have been moved on to the beams at 55 and 68 respectively. 34. The shaft and the forward trolley are moved forward 6000 mm.
12. The shaft is attached 3000 mm and 10000 mm, respectively from the forward end and lifted off the skates and 35. The two lifting bolts on the aft trolley are moved to their lower position and the trolley is induced to bear.
starting to get out through the hole in the cargo hold by tipping up (45o) the aft end. (Take care of the sliding effect).
36. The shaft is pulled forward until the aft end is just forward of the aft edge of hole in the cargo hold.
13. The shaft is to be kept in this position until it is completely out of the ship.
37. The shaft is to be lowered on to the roller skates at frame 56 and 68 respectively. The skates have been fitted with
SHAFT NO. 3 the mating support saddles.
14. The upper part of the bearing is dismounted. Take care of the oil pick-up ring and scraper.
38. The shaft is pulled athwartships min. 1400 mm.
15. The two 50 t trolleys are pulled aft and placed at frame 46 and 55 respectively.
39. A shore crane is induced to bear 3000 mm and 10000 mm respectively. Both secured to the flange.
16. The trolleys are induced to bear and the bearing foundation bolts and the coupling bolts at flange “D” are
disconnected, according to operator’s instruction and safety manual. 40. The shaft is lifted off the skates and starts to get out through the hole in the cargo hold by tipping up 45o the aft end.
Take care of the sliding effect.
17. By means of a 5 t trolley placed on the beam between the two 50 t trolleys, the bearing lower housing is guided
along the shaft and placed temporarily on the T.T. at frame 50. 41. The shaft to be kept in this position until it is completely out of the ship.
18. The shaft is moved forward until the forward flange is just aft of the forward edge of the hole in the cargo hold. 42. The propeller shaft and intermediate shafts are replaced by carrying out the procedure in reverse order.

IMO - 9359038 Procedure for Landing of Propeller Shaft
Rev.: 2015.12.01
IMO - 9359038 Procedure for Drawing of Propeller Shaft
Rev.: 2015.12.01
Weights of shafts SHAFT NO. 4
15. The holding down bolts of the bearing is disconnected.

Shaft no. 1 ----------------------------------------------------------------------------------------------------------------------------------------------- 52.5 t
Shaft no. 2------------------------------------------------------------------------------------------------------------------------------------------------ 51.9 t 16. The upper part of the bearing housing is loosened and plane gaskets are placed each end between housing and the shaft. The bolts
Shaft no. 3------------------------------------------------------------------------------------------------------------------------------------------------ 51.0 t are retightened.
Shaft no. 4------------------------------------------------------------------------------------------------------------------------------------------------ 50.9 t
Shaft no. 5------------------------------------------------------------------------------------------------------------------------------------------------ 75.9 t 17. The trolleys are induced to bear and the coupling bolts in the flange “E” are disconnected.
Pole wheel, complete ---------------------------------------------------------------------------------------------------------------------------------- 31.9 t
18. Observe the piping at the stern thrusters.
PROCEDURE FOR DRAWING OF PROPELLER SHAFT 19. The shaft including bearing is moved forward until the forward flange is just aft of shaft no. 3.
The procedure below is to be carried out in a dry dock only. 20. The shaft will be lowered on to temporary supports and the trolleys are disengaged.
Belonging drawing no. 01441010 (Shaft staying on board).
1. Oil is drained off the stern-tube and stuffing boxes are disengaged and the mounting strips are fitted. The propeller is pulled off. SHAFT NO. 5
21. Both trolleys are moved aft most and the lifting bolt on one side of the forward trolley is moved to the lower position and the trolley is
SHAFT NO. 2 induced to bear.
2. The upper part of the bearing is dismounted. Take care of the oil pick-up ring and scraper. 22. The forward trolley including the shaft is now moving forward 6 m. The two lifting bolts on the aft trolley are moved to their lower position
and the hydraulic cylinders are fitted. The Kevlar sling is placed around the shaft. The trolley is induced to bear.
3. The two (50t) trolleys are mounted with hydraulic cylinders (25t) one each side in the centre hole and Kevlar slings are placed around
the shaft at frame 59 and 71 respectively and are induced to bear. 23. The propeller shaft is now moved forward until the flange is 200 mm aft of the aft intermediate shaft flange.
4. The foundation bolts at the bearing is to be dismounted. Observe the chocks! 24. The propeller and intermediate shafts are replaced by carrying out the procedure in reverse order.
5. By means of a 5 t trolley placed on the beam between the two 50 t trolleys, the bearing lower housing is guided along the shaft and
placed temporarily on the T.T. at frame 64-67.
6. The forward end of shaft no. 3 to be supported. The coupling bolts (Pilgrim make) of the B and C flanges are dismounted according to
operator’s instruction and safety manual.
7. The propeller shaft and the two aft intermediate shafts are drawn 25 mm aft.
8. Two roller skates including mating support saddles are placed on the track underneath the shaft at frame 63 and 72 respectively.
9. Lower the shaft until the two roller skates are taken over the total weight of shaft.
10. The shaft is now pulled athwart ship 1400 mm and secured.
SHAFT NO. 3
11. The two trolleys are pulled aft and placed at frame 46 and 55 respectively.
12. The bearing foundation bolts are disconnected and the trolleys are induced to bear. Observe the chocks
13. The shaft including bearing is moved forward until the forward flange is just aft of the aft flange of the forward intermediate shaft.
14. The shaft will be lowered on to temporary supports and the trolleys are disengaged and moved aft to frame 41 and 31, respectively.

IMO - 9359038 Procedure for Drawing of Propeller Shaft
Rev.: 2015.12.01
IMO - 9359038 Procedure for Shaft Motor Removal
Rev.: 2015.12.01
PROCEDURE FOR SHAFT MOTOR REMOVAL 14. The (50T) trolley is brought in position at its stop at frame 80 and the common spare trolley (40T) is placed on the centre beam at the
bulkhead frame no. 88. Both trolleys induced to bear.
Shaft motor removal
15. The shaft is lifted off the bearings and the lower bearing housings are removed.
The following procedure is to be carried out in a dry dock only.
Belonging drawing no. 01441011 (shaft ashore and stator housing ashore). 16. The foundations at frame no. 76 to be removed.
Access hole to the shaft tunnel is to be cut according to above drawing. 17. The shaft is now moved aft until the forward trolley (40T) is at frame no. 84. Lower the shaft on temporary supporting.
1. Disconnect the motor cooler, air ducts and slide the cooler to SB side on its foundation. Disconnect the motor slip rings arrangement as 18. Release the forward trolley and move it forward to frame no. 86 and induce it to bear simultaneously with the aft trolley.
well as all cables and pipes.
19. The shaft is moved aft stepwise as described above until the forward trolley (40T) sling is attaching the shaft next to the forward flange
2. The end covers of the motor to be dismounted, the poles to be dismounted according to Siemens procedure. The poles are to be and the trolley is at its aft stop.
handled with care and stored in safe area(s).
20. The shaft is lowered on to temporary supports and the trolleys are released.
3. The upper parts of the three foremost bearings are dismounted. Take care of the oil pick-up rings and scrapers. Dismount the oil pick-
up rings. 21. The forward of the trolleys (50T) moves forward until it stops at frame no. 80.
4. The coupling bolts (Pilgrim make) of the “B” and “C” flanges are dismounted according to operator’s instruction and safety manual. The 22. The aft trolley is placed at frame no. 72.
shafts no. 3, 4 and 5 are to be pushed 15 mm aft and locket in this position.
OBS! Stern tube seals and oil pick-up rings inside the bearings!! 23. Both trolleys are induced to bear. The shaft is now moved aft until the forward flange is at frame no. 79.
24. Loosen all the stator housing foundation bolts (14 pcs).
SHAFT NO. 2
25. A shore crane is induced to bear, using the lifting devices (4 pcs, one each at the upper corner of the housing).
5. The two (50T) trolleys are mounted with hydraulic cylinder (25T) on each side in the centre hole and Kevlar slings are placed around
the shaft at frame no. 59 and no. 71 respectively and are induced to bear. 26. The stator housing can now carefully be lifted through the hole in the platform and ashore.
6. The foundation bolts at the bearing is to be dismounted. Observe the chocks. 27. Refitting of the motor is as above but in the reverse order.
7. By means of a 5T trolley placed on the beam between the two 50T trolleys, the lower housing is guided along the shaft and placed
temporarily on the T.T. at frames 64-67. EXCHANGE OF POLE(S) ONLY
8. Two roller skates including mating support saddles are placed on the track underneath the shaft at frame 63 and 72 respectively. The following procedure can be carried out afloat.
9. Lower the shaft until the two roller skates take over the total weight of shaft and then pull the shaft atwarthship 1400 mm. 28. Disconnect the “hot” air duct from the motor and its cooler, as well as the forward and aft end covers of the motor.
29. Fit the common spare tool (pole platform) at the centre beam, just aft of the motor. Adjust it in height to match the pole wheel outer flat,
SHAFT NO. 1 when in top position.
10. Mount the common spare tool (pole platform) at the centre beam, just aft of the el-motor and adjust it in-line with the pole wheel outer 30. Pull/push out the pole carefully after having dismounted the two M80 mm holding down bolts and the wires.
flat when in top position.
31. The shaft is turned by using the M.E. turning gear until the next pole is in top position.
11. Pull/push out the pole(s) carefully after having dismounted the two M80 mm holding down bolts and all wires.
32. Item 31 and 32 to be repeated according to no. of poles to be exchanged.
12. The shaft is turned by using the M.E. turning gear until the next pole is in top position. Then repeat point no. 12 until all poles are
dismounted. 33. Refitting of the pole(s) is as above but in the reverse order.
13. The coupling bolts (Pilgrim make) of flange “A” are dismounted according to operator’s instruction and safety manual. 34. OBS! - New epoxy resin chocks to be cast when stator housing is relocated and lined-up.

IMO - 9359038 Procedure for Shaft Motor Removal
Rev.: 2015.12.01
IMO - 9359038 List of Transmitters and Switches Outside ER
Rev.: 2015.12.01
IMO - 9359038 List of Transmitters and Switches Outside ER
Rev.: 2015.12.01
INTENTIONALLY
LEFT
BLANK

IMO - 9359038
Rev.: 2015.12.01
CARGO PARTICULARS
Cargo Arrangement---------------------------------------------------------------------------------------------------------------- 3.1

Container Capacity - Deck------------------------------------------------------------------------------------------------------- 3.2.1
Container Capacity - Holds------------------------------------------------------------------------------------------------------- 3.2.2
Container Plan - Stacks----------------------------------------------------------------------------------------------------------- 3.2.3
Container Centres of Gravity---------------------------------------------------------------------------------------------------- 3.3
Hatch Covers - Securing Arrangement---------------------------------------------------------------------------------------- 3.4.1
Hatch Covers - Fittings------------------------------------------------------------------------------------------------------------ 3.4.2
Hatch Covers - Weights, Dimensions and Stacking----------------------------------------------------------------------- 3.4.3
Cell-Guide System, Hatch Coaming Fittings--------------------------------------------------------------------------------- 3.5.1
Lashing Bridges--------------------------------------------------------------------------------------------------------------------- 3.5.2
Container Lashing Arrangement------------------------------------------------------------------------------------------------ 3.6
Reefer Containers - Power Supply--------------------------------------------------------------------------------------------- 3.7
Cargo Hold Ventilation------------------------------------------------------------------------------------------------------------- 3.8
Fire Flap Air System for Carfo Holds------------------------------------------------------------------------------------------ 3.9
Load Management System------------------------------------------------------------------------------------------------------- 3.10

Rev.: 2015.12.01
Please refer to latest
CARGO SECURING MANUAL

IMO - 9359038 Cargo Arrangement
Rev.: 2015.12.01

IMO - 9359038 Container Arrangement - Deck
Rev.: 2015.12.01

IMO - 9359038 Container Arrangement - Holds
Rev.: 2015.12.01

IMO - 9359038 Container Plan - Stacks
Rev.: 2015.12.01

IMO - 9359038 Container Centres of Gravity
Rev.: 2015.12.01
IMO - 9359038 Hatch Covers - Securing Arrangement
Rev.: 2015.12.01
6.5m
Red lines indicate Detail C 6.5m inwards

IMO - 9359038 Hatch Covers - Fittings
Rev.: 2015.12.01
6.5m
inwards

IMO - 9359038 Hatch Covers- Packing Arrangement
Rev.: 2015.12.01
IMO - 9359038 Hatch Covers - Weight, Dimensions and Stacking
Rev.: 2015.12.01
IMO - 9359038 Hatch Covers - Weight and Dimensions
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
IMO - 9359038 Cell Guide System - Hatch Coaming Fittings
Rev.: 2015.12.01

IMO - 9359038 Lashing Bridges
Rev.: 2015.12.01
IMO - 9359038 Reefer Containers - Power Supply
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
IMO - 9359038 Cargo Hold Ventilation
Rev.: 2015.12.01
GENERAL
Hold No. of Supply Exhaust Capacity m3/h Power kW
The ventilation system for cargo holds is designed for two air changes per hour based on empty cargo holds. Holds 1 and 2 blowers
suitable for dangerous cargo have 6 air changes per hour and holds 9, 12 and 15 suitable for reefer containers also have 6 1 1 x 8500 5
air changes per hour. 2 1 x 23100 18
3 1 x 18250 10
4 1 x 23750 13
OPERATION 5/6 2 x 26000 17
7 1 x 21100 12
The ventilator selector switch on starter panel has positions LOCAL/OFF/ICS. 8 2 x 18900 7
9 2 x 40400 17
In position LOCAL:
9/10 2 x 57900 84
The ventilators are started at the starter panel.
11 1 x 21200 12
12 2 x 40800 23
In position ICS:
The ventilators are started manually on the ICS operator station. 12 2 x 40800 17
13 1 x 39600 23
Dampers’ remote operation 14 1 x 40800 23
In rough weather it may be necessary to close dampers for ventilation in cargo holds no. 1, 2, 3, 4, and 5 in order to avoid 15 2 x 39400 23
sea water entering cargo holds. Remote opening/closing can be carried out from the ICS operator station in ship’s control 15 2 x 39400 23
centre. For details, see ICS User Manual. 16 1 x 41700 28
17 2 x 10020 6
Separate stop of ventilation from emergency stop station in ship’s control centre. 18 2 x 10000 4
19 1 x 26600 16
Fire condition 20 1 x 21800 12
1. Stop all ventilation 21 1 x 17000 7
2. Access hatch covers and dampers to be closed
Removal of ventilators
The complete ventilator assembly can be lifted out through floor plate on lashing bridge.
Transformer rooms are located in cargo holds 9, 12 and 15.

For removal of heat generated by transformers a 5900m3/h exhaust fan is taking suction from top of each transformer room
and discharge to cargo hold. This ventilator is controlled by a temperature switch. Air inlet to the room is supplied through
filter and ducting from a lower position in the cargo hold.
NOTE
The filter unit in front of each transformer must be checked regularly. Replace filters in case of blockage or damage. The
units must filter all air flow to the rooms. Therefore, if filter is not in tight contact with surrounding frame, it must be replaced.

IMO - 9359038 Cargo Hold Ventilation
Rev.: 2015.12.01
IMO - 9359038 Fire Flaps Air System - Cargo Holds
Rev.: 2015.12.01
GENERAL
Hold No. of Supply Exhaust Capacity m3/h Power kW
The ventilation system for cargo holds is designed for two air changes per hour based on empty cargo holds. Holds 1 and 2 blowers
suitable for dangerous cargo have 6 air changes per hour and holds 9, 12 and 15 suitable for reefer containers also have 6 1 1 x 8500 5
air changes per hour. 2 1 x 23100 18
3 1 x 18250 10
4 1 x 23750 13
OPERATION 5/6 2 x 26000 17
7 1 x 21100 12
The ventilator selector switch on starter panel has positions LOCAL/OFF/ICS. 8 2 x 18900 7
9 2 x 40400 17
In position LOCAL:
9/10 2 x 57900 84
The ventilators are started at the starter panel.
11 1 x 21200 12
12 2 x 40800 23
In position ICS:
The ventilators are started manually on the ICS operator station. 12 2 x 40800 17
13 1 x 39600 23
Dampers’ remote operation 14 1 x 40800 23
In rough weather it may be necessary to close dampers for ventilation in cargo holds no. 1, 2, 3, 4, and 5 in order to avoid 15 2 x 39400 23
sea water entering cargo holds. Remote opening/closing can be carried out from the ICS operator station in ship’s control 15 2 x 39400 23
centre. For details, see ICS User Manual. 16 1 x 41700 28
17 2 x 10020 6
Separate stop of ventilation from emergency stop station in ship’s control centre. 18 2 x 10000 4
19 1 x 26600 16
Fire condition 20 1 x 21800 12
1. Stop all ventilation 21 1 x 17000 7
2. Access hatch covers and dampers to be closed
Removal of ventilators
The complete ventilator assembly can be lifted out through floor plate on lashing bridge.
Transformer rooms are located in cargo holds 9, 12 and 15.

For removal of heat generated by transformers a 5900m3/h exhaust fan is taking suction from top of each transformer room
and discharge to cargo hold. This ventilator is controlled by a temperature switch. Air inlet to the room is supplied through
filter and ducting from a lower position in the cargo hold.
NOTE
The filter unit in front of each transformer must be checked regularly. Replace filters in case of blockage or damage. The
units must filter all air flow to the rooms. Therefore, if filter is not in tight contact with surrounding frame, it must be replaced.

IMO - 9359038 Fire Flaps Air System - Cargo Holds
Rev.: 2015.12.01
IMO - 9359038 Load Management System
Rev.: 2015.12.01
STRESS & STABILITY INFORMATION
STRESS CALCULATIONS
Static Tortional Moments---------------------------------------------------------------------------------------------------------- 4.1
TRIM & STABILITY CALCULATIONS

Trim & Stability Introduction------------------------------------------------------------------------------------------------------ 4.2.1
Hydrostatic Data-------------------------------------------------------------------------------------------------------------------- 4.2.2
Trim Table----------------------------------------------------------------------------------------------------------------------------- 4.2.3
EXAMPLE OF VESSELS LOADING CONDITIONS

Operating Ballast Condition - Condition Summary------------------------------------------------------------------------- 4.3.0
Operating Ballast Condition - Departure-------------------------------------------------------------------------------------- 4.3.1
Operating Ballast Condition - Arrival------------------------------------------------------------------------------------------- 4.3.2
Homogeneous Loading 11 t / TEU - (abt. 7464 TEU) - Container Stowage Plan---------------------------------- 4.4.0
Homogeneous Loading 11 t / TEU - (abt. 7464 TEU) - Departure----------------------------------------------------- 4.4.1
Homogeneous Loading 11 t / TEU - (abt. 7464 TEU) - Arrival---------------------------------------------------------- 4.4.2
Homogeneous Loading 14 t / TEU - (abt. 6536 TEU) - Container Stowage Plan---------------------------------- 4.5.0
Homogeneous Loading 14 t / TEU - (abt. 6536 TEU) - Departure----------------------------------------------------- 4.5.1
Homogeneous Loading 14 t / TEU - (abt. 6536 TEU) - Arrival---------------------------------------------------------- 4.5.2
Index of Loading Conditions in LOADING MANUAL---------------------------------------------------------------------- 4.6

Rev.: 2015.12.01
IMO - 9359038 Static Torsional Moments
Rev.: 2015.12.01
CARGO TORQUE
Generally a ship’s steel hull structure is subject to several forces, arising from the sea state and cargo loading
condition as well as loading/discharging sequences.
Each of these forces creates stresses in various parts of the steel hull structure.
The resulting stress level is a general governing factor for determining scantlings of the strength elements of
Seagoing Condition Harbour Condition
the hull girder and must not exceed a certain level as agreed upon with the implicated classification society Allowable SWBM Allowable SWSF Allowable Allowable SWBM Allowable SWSF Allowable
(American  Bureau of Shipping). Dist. From Sagging Hogging Positive Negative SWTM Dist. From Sagging Hogging Positive Negative SWTM
Frame No. AP (tm) (tm) (t) (t) (tm) Frame No. AP (tm) (tm) (t) (t) (tm)
Stress are calculated for the combination of the following loads acting on the ship hull. 18 13,02 -29485 39000 5000 -4915 798 18 13,02 -47509 55264 5004 -5004 1197
36 27,401 -90083 138000 8000 -7729 2548 36 27,401 -145147 186534 8737 -8737 3822
A)  Hydrostatic and hydrodynamic loads 54 41,782 -150680 240000 8450 -7993 4299 54 41,782 -242785 320054 10152 -10152 6449
B)  Load due to light ship distribution
72 56,183 -211348 346000 8450 -7807 6051 72 56,183 -340538 456654 11159 -11159 9077
C)  Load due to cargo and ballast distribution
88 68,744 -264273 466000 8450 -7645 7580 88 68,744 -425814 596467 12038 -12038 11370
These loads are dealt with in different loading conditions in the “LOADING MANUAL”. 106 83,145 -324976 560000 8450 -7559 9333 106 83,145 -523624 724064 12502 -12502 14000
The manual takes into consideration only the longitudinal distribution of loads, but not the athwartships 128 100,875 -399679 625000 8450 -7559 11491 128 100,875 -643991 843096 12502 -12502 17237
distribution.
148 116,961 -441539 625000 8450 -7584 12700 148 116,961 -711438 882464 12487 -12487 19050
This is generally sufficient for a conventional type of ship as a tanker. But not for a ship with large openings in 161 126,978 -510000 625000 8450 -8002 14667 161 126,978 -821209 946540 12235 -12235 22001
all decks, since the torsional stiffness of the hull box is reduced considerably. Therefore the scantlings of the 182 143,157 -510000 625000 8450 -8420 16636 182 143,157 -897201 1010657 11984 -11984 24954
stress members tue to hull torsion  becomes important and the torsional strength must e taken into account 203 174,023 -510000 625000 8450 -8450 16777 203 174,023 -897201 1015216 11966 -11966 25166
as well as the longitudinal bending moments.
224 190,242 -510000 610000 8450 -8450 16777 224 190,242 -897201 1003962 11966 -11966 25166
262 219,504 -510000 572000 8274 -8450 16777 262 219,504 -897201 975451 12140 -12140 25166
The torsion of the steel hull box is due to two factors: 281 234,135 -495000 465000 7862 -8450 16266 281 234,135 -877849 878540 12545 -12545 24399
 
300 248,766 -348000 393000 7481 -8450 14231 300 248,766 -755389 758255 12921 -12921 21347
1.  WAVE-INDUCED 319 263,397 -217000 295000 6031 -7000 12196 319 263,397 -617923 618462 11603 -11603 18294
Torsion calculations for this case are based on statistical data for different sea states. 338 278,028 -199000 208000 4981 -5950 10161 338 278,028 -484209 486922 10648 -10648 15242
Stress caused by this dynamical effect is calculated in accordance with classification society rules and direct 357 292,659 -114000 100000 6031 -7000 8126 357 292,659 -388010 339626 11603 -11603 12189
calculation methods are not dealt with in this manual since this effect has already been taken into account in
376 307,205 -74000 80000 5178 -6000 6102 376 307,205 -287758 258741 9901 -9901 9153
determining the scantlings of the ship.
394 321,606 -70000 54000 5448 -6000 4099 394 321,606 -208532 174010 8442 -8442 6149
2.  STATIC LOADS 412 336,007 -70000 54000 5718 -6000 2096 412 336,007 -132307 108787 6982 -6982 3144
The sum of torsional moments of all loads (Cargo, F.O., W.B. etc.)about the ships centre line is called the 417 339,712 -70000 54000 5787 -6000 1581 417 339,712 -112696 92006 6607 -6607 2372
“CARGO TORQUE” and must not exceed the values in the shown table.
Cargo torque must be investigated for every loading condition.
Torsional and longitudinal bending moments are automatically calculated by the loading computer on board in
accordance with the classification society rules.

IMO - 9359038 Static Torsional Moments
Rev.: 2015.12.01
TRIM & STABILITY INFORMATION
--------Please refer to latest TRIM & STABILITY BOOKLET--------

IMO - 9359038 Trim and Stability - Information
Rev.: 2015.12.01
PROPULSION PLANT
SW system for central coolers--------------------------------------------------------------------------------------------------- 5.1

LT FW cooling system SB lower------------------------------------------------------------------------------------------------ 5.2.1
LT FW cooling system SB upper------------------------------------------------------------------------------------------------ 5.2.2
LT FW cooling system PS-------------------------------------------------------------------------------------------------------- 5.2.3
LT FW cooling system shaft tunnel--------------------------------------------------------------------------------------------- 5.2.4
HT FW central cooling system-------------------------------------------------------------------------------------------------- 5.3
Fresh water treatment------------------------------------------------------------------------------------------------------------- 5.4
Cylinder LO system for main engine------------------------------------------------------------------------------------------- 5.5
LO system for main engine------------------------------------------------------------------------------------------------------- 5.6
LO system for ME turbochargers----------------------------------------------------------------------------------------------- 5.7
LO drain from piston rod stuffing box / piston underside----------------------------------------------------------------- 5.9
LO system for stern tube---------------------------------------------------------------------------------------------------------- 5.10
LO system for shaft bearings---------------------------------------------------------------------------------------------------- 5.11
LO system for diesel generators------------------------------------------------------------------------------------------------ 5.12
LO separator system for main engine----------------------------------------------------------------------------------------- 5.13
LO separator system for diesel generators---------------------------------------------------------------------------------- 5.14
DO separator system-------------------------------------------------------------------------------------------------------------- 5.15
FO separator system-------------------------------------------------------------------------------------------------------------- 5.16
FO service system DG------------------------------------------------------------------------------------------------------------ 5.17
FO service system ME------------------------------------------------------------------------------------------------------------ 5.18
FO service system for boiler----------------------------------------------------------------------------------------------------- 5.19
Starting air system------------------------------------------------------------------------------------------------------------------ 5.20
Control/working air system------------------------------------------------------------------------------------------------------- 5.21
Cond. & feed water system, boilers-------------------------------------------------------------------------------------------- 5.22.1
Cond. & feed & circ. water system, exhaust boiler------------------------------------------------------------------------- 5.22.2
Boiler water treatment------------------------------------------------------------------------------------------------------------- 5.22.3
Exhaust boiler & sootblowing---------------------------------------------------------------------------------------------------- 5.23
Saturated steam system ER----------------------------------------------------------------------------------------------------- 5.24.1
Steam drain system in ER-------------------------------------------------------------------------------------------------------- 5.24.2
Steam system for TG turbine---------------------------------------------------------------------------------------------------- 5.25
Exhaust gas boiler bypass damper-------------------------------------------------------------------------------------------- 5.26
Exhaust gas/air intake system for ME----------------------------------------------------------------------------------------- 5.27
Direct air intake system for ME turbochargers------------------------------------------------------------------------------ 5.28
ME scavenge air system---------------------------------------------------------------------------------------------------------- 5.29
Start from dead ship condition--------------------------------------------------------------------------------------------------- 5.30
Waste heat recovery system----------------------------------------------------------------------------------------------------- 5.40
Power plant system & control---------------------------------------------------------------------------------------------------- 5.50

Rev.: 2015.12.01
IMO - 9359038 SW System for Central Coolers
Rev.: 2015.12.01
GENERAL 3. The sea inlet valve and the valve between PS (forward) and SB (aft) sea suction compartment to be closed.
1. The system provides seawater cooling for the central fresh water coolers. 4. Check that the compartment is pressure relieved. (Open the drain valve on the main seawater filter).
5. Open the entrance and empty the compartment by establishing a connection to the bilge system.
2. The pumps are located on tank top SB side, and the pump towards centre of ship will act as the emergency bilge pump.
d) Emergency bilge suction
3. The main seawater filters are provided with air vent.
SW pump 052309001 is equipped with a priming unit.
4. All sea water pipes are polyethylene coated on the sea water side. Welding on the sea water pipes is prohibitive because it will
spoil the coating. In case of emergency bilge suction, following procedure should be followed:
5. The central coolers are provided with manual back flushing. 1. Close suction valve to SW pump 052309001.
2. Open emergency bilge valve.
6. SW pump SB is retrofitted with a VFD to run at variable speed between 42-100% depending on requirements. 3. Start SW pump 052309001.
OPERATION e) Antifouling system

Pumps can draw from PS and SB sea suctions. When seawater is not flowing through seawater filter the anti-fouling system is switched off by ICS.
Check regularly that no current flows from the control cabinet in this mode.
The selector switch on starter panel in ECR has positions LOCAL/OFF/ICS.
In position LOCAL: f) Back-flushing of the main S.W. filters through the cross-over duct with e.g. the ballast pumps could damage the filter strainers
The pumps are started at the ECR panel or by pressing the local pushbutton. and is not allowed.
In position ICS:
The pumps are started manually on the ICS operator station or are set in AUTO mode for automatic start of standby pump. g) VFD operation of SW pump:
1) SB SW pump (VFD operated) should be the primary choice of running at all times in AUTO mode.
When seawater temperature is below set-point one pump is running. 2) PS SW pump is set as standby and should start and stop automatically when required.
When seawater temperature rises above set-point the st-by pump is started. 3) In remote control auto mode, the pump is controlled via a PID control created in the ICS.
When seawater temperature again falls below set-point the st-by pump is stopped again. 4) Modes can be chosen between temperature in LT FW system (2410176 TT) or temperature in SW system
The set-point from Yard is 26°C. after the coolers (2309183TT).
If LT mode is used, the set point for the controller for LT FW flow through the coolers must be set to around 2 degrees
During harbour stay and when seawater temperature is below 20°C, the low-speed SW pump is operated at low speed. lower than the set point for the pump, in order to avoid the two controllers working against each other.
During harbour stay and when seawater temperature is above 20°C, one pump is running high-speed. 5) When PS and SB SW pumps are run in parallel, both pumps should run at 100% RPM regardless of any mode.
6) When AUTO-CLEANING function is chosen on the ICS, the pump will run at full speed at certain interval (adjustable) for
During harbour stay the seawater valve on sea inlet chest facing quayside is to be closed. certain period (adjustable) in order to flush the coolers.
When an excessively large flow is needed both SW filters to be opened.
ALARMS
When back-flushing the central coolers, open and close the valves gentle in order to avoid a water hammer which could damage the port
filters installed in the central coolers. It is important to keep the port filters clean from sediments to avoid corrosion. Tag no. Description
2309001UA SW P1 CENT COOLERS
2309002UA SW P2 CENT COOLERS
ANTIFOULING 2309076PT SW PUMPS OUTLET
For preventing marine growth in sea inlet chest, sea suction compartment, coolers and sea water pipes, a Petreco anti-fouling system is
2309077PT SEA SUCT COMP PS-FWD
installed. The equipment is capable of operating with different levels of seawater requirements (m³/h). 2 copper electrodes and 3 MMO
2309078PT SEA SUCT COMP SB-AFT
electrodes are installed in each seawater filter. The power consumption is controlled by ICS according to:
2309079PT SW PUMPS OUTLET
a) S.W. pumps capacity 2309081PT SW CENT COOL 1 SW OUT
b) Filter in service 2309082PT SW CENT COOL 2 SW OUT
2309183TT SW AFTER COOL TEMP
It is important to re-tightened the bolts securing the MMO electrodes into the main seawater filter as a part of the maintenance,
preferably each time the main seawater filters are cleaned. Item m3/h bar
It is important to keep the top of the main seawater filters clean and dry in order to avoid a short-cut between the anti-fouling electrodes. S.W. pump no. 1 or 2 3000 1.75
S.W. pump no. 1 and no. 2, each 1750 2.35
S.W. pump no. 1 reduced speed 2400 1.2
NOTE
Flow to one central cooler (in dry dock) 16
a) Recommended chemical cleaner for F.W. coolers: Please refer to maker’s recommendation.
b) In dock the shore connection on one central F.W. cooler shall be used for cooling of the following:
INSTRUCTION BOOKS
1. Chilled water plant Book 1 sect. 1 : S.W. pump
2. Prov. refrig. coolers Book 5 sect. 5 : Central F.W. coolers
Book 49 : Antifouling unit
c) For emptying of one sea suction compartment for inspection the following procedure shall be used:
1. All S.W. pumps in service shall be changed to the other compartment.

2. The suction valves on the compartment out of service to be closed.

IMO - 9359038 SW System for Central Coolers
Rev.: 2015.12.01
IMO - 9359038 LT FW Cooling System SB - Lower
Rev.: 2015.12.01
GENERAL
1. The L.T. fresh water cooling system circulates cooling water to the consumers shown in the diagrams.
The quantity of water in the system is maintained on balance with the H.T. Fresh Water Cooling System by an expansion tank
which is common to both systems.
2. Filling and make up of the expansion tank is made from the hydrophore system or from the distilled water tank using the F.W.
refilling pump (see section 6.1).
3. Two fresh water pumps are installed and one complete spare pump is arranged close to the working pumps for quick installation
if one of the working pumps should fail.
4. The central coolers are of plate type with plates of titanium material.
In case of manual cleaning the F.W. inlet and outlet valves shall be closed.
In case of chemical cleaning of S.W. side the F.W. side may be kept open. 4. With ICS in AUTO mode, automatic temperature control is affected for the following coolers:
a) Central F.W. coolers (see above)

OPERATION b) L.O. cooler turbocharger
1. The pump's selector switch on starter panel in ECR has positions LOCAL/OFF/ICS.
INSTRUCTIONS
In position LOCAL: All valves for consumers in the LT cooling water system shall be normally open. If a consumer is shut off, the cooling water flow in
The pumps are started at the ECR panel or by pressing the local pushbutton. remaining consumers will increase. In order to avoid too high water velocity it is recommended only to shut off a consumer when
Speed of PS pump is selected on the high/low speed switch. capacity of flow is reduced i.e. only one pump running.
The cooling water in the system to be treated with chemicals according to special instructions (see sect. 5.4).
In position ICS:
The pumps are started manually on the ICS operator station, or, are set in AUTO mode for automatic start of standby pump. ALARMS
2. The system is normally set at 26°C by temperature control valves "A" and "B" on the central F.W. cooler's bypass line.
Name Description
As there are still a problem with cylinder liner scuffing the setting must be increased to 36°C. Changes hereto will be advised by
the A.P. Møller. 2410001UA FW LT COOL PUMP1
2410002UA FW LT COOL PUMP2
3. The outlet temperature of the main engine cooling water is kept constant at 90°C by means of a 3-way control valve; see system 2410076PT FW LT COOL PUMP OUT
032411, by mixing water from the LT system into the HT system. The valves are controlled by ICS. 2410077PT FW LT COOL PUMP IN
2410078PT FW LT COOL PUMP OUT
Dependent on sea water temperature, engine load, pressure drop across pumps and required heat removal from the system it is 2410079PT FW LT COOL PUMP IN
possible to adjust the circulating rate in the system as follows: 2410176TT FW LT COOL PUMPS OUT
2410706PT ME A/C LT INLET PRESS
LT Flow through of coolers: 100% = 2340 m3/h 2 pumps running (sea condition only) 2410795TT ME AC CW INLET
= 1650 m³/h 1 pump running
2410796TT ME SC-AIR COOL 3 FW OUTLET
= 1100 m³/h 1 pump running at low speed (port condition only)
Typical service condition MACHINERY

M.E. load % Sea water temperature No of pumps required
Item m³/h bar
>70% above 32°C 2 running
<70% below 32°C 1 running F.W. cooling pump no. 1 and no. 2 2340 2.7
Manoeuvring condition - 1 running
Harbour mode below 20°C 1 running at reduced speed (pump no. 1 only) F.W. cooling pump no. 1 or no. 2 1650 1.4
Harbour mode Above20°C 1 running
F.W. cooling pump no. 1 reduced speed 1100 0.6
INSTRUCTION BOOKS
Book 1 sect. 1 : F.W. cooling pumps
Book 2 : Plate coolers

IMO - 9359038 LT FW Cooling System SB
Rev.: 2015.12.01
IMO - 9359038 LT FW Cooling System - Upper
Rev.: 2015.12.01
GENERAL

INSTRUCTIONS
In position ICS:
Name Description

Item m³/h bar
INSTRUCTION BOOKS

IMO - 9359038 LT FW Cooling System
Rev.: 2015.12.01
IMO - 9359038 LT FW Cooling System - PS
Rev.: 2015.12.01
GENERAL

INSTRUCTIONS
In position ICS:
Name Description

Item m³/h bar
INSTRUCTION BOOKS

IMO - 9359038 LT FW Cooling System - PS
Rev.: 2015.12.01
IMO - 9359038 LT FW Cooling System - Shaft Tunnel
Rev.: 2015.12.01
GENERAL

INSTRUCTIONS
In position ICS:
Name Description

Item m³/h bar
INSTRUCTION BOOKS

IMO - 9359038 LT FW Cooling System - Shaft Tunnel
Rev.: 2015.12.01
IMO - 9359038 HT FW Central Cooling System
Rev.: 2015.12.01
GENERAL ALARMS
The HT cooling water system is circulated by el-driven cooling water pumps, one in service and one standby. The diesel generators have Tag no. Description
built on HT and LT fresh water circulating pumps, which secure correct circulating rate when running.
During standby and one DG running the DG will keep the other DGs warm. If all DGs are stand-by there are kept warm with water 2411001UA FW HT COOL PUMP1
circulating from the ME outlet. 2411002UA FW HT COOL PUMP2
2411076PT ME CYL COOL FW INLET PRESS
The following equipment is heated by the HT cooling system: 2411190TT ME CYL COOL FW OUT
FW generator 2411191TT FW HT COOL PUMP OUT
DG during standby condition 2411238LSL FW EXPANSION TANK
Feed water heater
2411239LSH FW EXPANSION TANK
2411251UA DG PREHEAT BOOSTER PUMP
OPERATION 2411286LT ME COOL WATER TK M60
2411777TT ME FW HT INLET
The pump’s selector switch on starter panel in ECR has positions LOCAL/OFF/ICS. 2411778TT ME CYL12 COOL FW OUT
2411779TT ME CYL11 COOL FW OUT
In position LOCAL: 2411780TT ME CYL10 COOL FW OUT
The pumps are started at the ECR panel or by pressing the local pushbutton.
In position ICS: 2411782TT ME CYL08 COOL FW OUT
The pumps are started manually on the ICS operator station or, are set in AUTO mode for automatic start of standby pump. 2411783TT ME CYL07 COOL FW OUT
At sea 2411785TT ME CYL05 COOL FW OUT
The outlet temperature of the ME is kept constant at 90°C by the 3-way mixing valve, leading hot water to the LT system which 2411786TT ME CYL04 COOL FW OUT
compensates with colder water from the LT system to the HT system. The valve is controlled by ICS. 2411787TT ME CYL03 COOL FW OUT
Bypass valve for fresh water generator:
When inlet and outlet valves for FW generator are open, the bypass valve shall be 25 degrees open from closed position. When inlet and
outlet valves for FW generator are closed for overhauling etc, the bypass valve to be opened 30 degrees from closed position. 2411790PT ME CYL COOL FW INLET PRESS
The DG engines in standby condition are kept warm by outlet water from the running DG engine. From this engine a quantity of HT
cooling water will flow to the other engines and keep the standby engines warm. MACHINERY
In port Item No. off m³/h bar

It is possible to keep main engine warm by the steam F.W. heater. One F.W. cooling pump high temperature is running.
The F.W. heater is controlled by ICS. FW cooling pump HT 2 671 3.0
FW refilling pump 1 5 3.0
As minimum one DG is running. This will keep the other DGs stand-by warm.
Standby heating pump DGs 1 10 2.0
NOTE
The cooling water in the system is to be treated with chemicals according to special instructions. (see section 5.4).
INSTRUCTION BOOKS
Make up of system normally takes place from FW expansion tank, which is filled from drink- and wash water system, or, from the distilled
water tank using the FW refilling pump. Book 1 section 1 : FW cooling pump HT
Book 1 section 6 : FW refilling pump
During overhaul/repair of the main engine and when FW cooling water inlet and outlet valves are closed and the FW cooling pump high
temperature must be stopped.
Drainage of main engine and diesel generators occurs to the ME cooling water tank (M60).
To enable starting of DG's from cold, a preheater is installed to heat one DG. Heater and pump are powered from the emergency
switchboard.

IMO - 9359038 HT FW Central Cooling System
Rev.: 2015.12.01
INTENTIONALLY
LEFT
BLANK

IMO - 9359038
Rev.: 2015.12.01
GENERAL MAIN ENGINE AND AUX. ENGINES COOLING WATER TREATMENT
1. The importance of correct treatment and distilling procedures for engine cooling and potable water cannot be overemphasised. 1. The cooling water used for the cooling of the main engine and auxiliary engine must be of a high purity standard.
2. The vessel is equipped with machinery to keep the production, storage and usage treatment limits within controlled parameters. 2. The problems arising from the use of impure water in the main engine and auxiliary engines are mainly lime deposition and
corrosion of internal surfaces.
FRESH WATER PRODUCTION AND TREATMENT 3. To counteract the problem of deposition on the heat transfer surfaces, only pure distilled water is to be used for the cooling water
system.
1. If the required purity of distillate is to be maintained, continuous maintenance must be carried out on all parts of the distilling plant
with respect to wear and tear, cleanliness and indication of all instruments. 4. Even with completely de-ionised water, there is still a risk of internal corrosion and it is therefore recommended that corrosion
inhibitors are added to the cooling water at the concentration recommended by the manufacturer.
2. The evaporator distillates are led to the fresh water tanks through an electrode sterilizer and water filter. Distillates for boilers and
engine cooling are led from evaporator directly to distilled water tank. 5. Evaporation losses should be replaced with non-inhibited distilled water, but leakage losses should be made up with inhibited
distilled water.
3. Sterilisation of the distilled water before it is used for human consumption is mandatory, because the distillation process
temperatures and process times are not sufficient to kill all bacteria present in sea water. It should never be carried out within 32 6. Treatment of cooling water is to be carried out in accordance with instructions from the owner's inspection.
nautical miles of a coastline or estuary.
7. Dosage of chemicals to take place through chemical injection tank to suction pipe for F.W. cooling pumps H.T. (See this manual
section 5.3).

IMO - 9359038 FW Treatment
Rev.: 2015.12.01
IMO - 9359038 Cylinder LO System for ME
Rev.: 2015.12.01
GENERAL ALARMS
The system provides lubrication of the cylinder liners. Tag no. Description
2100751PT1 ME CYL LO SERVO FREE END
The electrically driven cylinder LO transfer pump takes suction from the cyl. oil storage tanks and discharges to 2100751PT2 ME CYL LO SERVO DRIVE END
the cylinder oil daily service tank. 2100751PT3 ME CYL LO SERVO FREE END LEAK
2100751PT4 ME CYL LO SERVO DRIVE END LEAK
The purpose of the daily service tank is to keep the cylinder lubricators filled by gravity. 2100752PDS ME CYL LO FILTER DIFF. PRESS
2115011UA ME CLO CYL 1 MAL FUNCTION
The cylinder oil daily service tank is fitted with a level transmitter, which via ICS automatically starts and stops the 2115013UA ME CLO CYL 3 MAL FUNCTION
cyl. LO transfer pump. 2115014UA ME CLO CYL 4 MAL FUNCTION
As standby a hand operated cylinder oil pump is provided. 2115016UA ME CLO CYL 6 MAL FUNCTION
For the main engine cylinder internal lubrication - see engine maker's operating instructions. 2115018UA ME CLO CYL 8 MAL FUNCTION
OPERATION
2502051UA CYL LO TRANSFER PUMP
The pump's selector switch on starter panel has positions LOCAL/OFF/ICS. 2502286LT CYL LO ST TK OUTER M08
2502287LT CYL LO ST TK INNER M06
In position LOCAL: 2502290LT CYL LO DAILY SERTK
The pump is started at the starter panel or by pressing the local pushbutton.
In position ICS: MACHINERY

The pump is started manually on the ICS operator station, or, is set in AUTO mode for automatic start/stop of
pump. Item No. off m3/h bar
Cyl. LO transfer pump 1 1.4 3.5
Hand pump 1 1.2
NOTE
1. It is important to keep the oil free of water. The drain valve on the daily service tank allows a regular check * CAP. APPROX. 0.5L/STROKE
to be made on the contents daily.
2. The overflow pipe from the daily service tank is connected to the air pipe for the outer cyl. LO storage tank INSTRUCTION BOOKS
M08.
Book 1 section 12: Cyl. LO transfer pump
3. The pipe from cyl. oil daily service tank to lubricators on engine is el-traced and will automatically be
switched off when temperature exceeds 20°C.
4. Abt. 90% extra tank capacity is obtained by filling the spare cyl. oil tank/LO cleaning tank M.E. with cylinder
oil. Observe that spectacle flange in LO pumps M.E. discharge line to this tank must be in closed position.
(See section 5.6).

IMO - 9359038 Cylinder LO System for ME
Rev.: 2015.12.01
IMO - 9359038 LO System for ME
Rev.: 2015.12.01
GENERAL NOTES
1. The system is provided for lubrication of the bearings and cooling of the pistons of the main engine. 1. The lub. oil must frequently be sampled and analysed to check the oil quality.
2. The lubricating oil service pumps, of the deep well centrifugal type, take suction from the lubricating oil sump tank in 2. The upper bearing of the LO pumps ME is force lubricated from the main system through a 25 my filter. In return line
the double bottom and discharge to the main engine through the oil coolers and two 50% automatic self-cleaning from the bearing is fitted a flow indicator. Check at frequent intervals that the filter is clean and that oil is flowing in
type lubricating oil filters and through the LO Crosshead booster pump. One manual cleaning filter is stand-by for an return pipe.
automatic filter.
3. The spare cyl. oil tank/LO cleaning tank ME to be emptied by the LO transfer pump or the LO separator.
3. The oil from the main engine collects in the oil pan and drains into the lubricating oil sump tank placed below the See LO separator system for main engine, section 5.13.
main engine.
ALARMS
4. The temperature of the lubricating oil is controlled automatically by a control valve allowing by-pass flow of the
cooler. Set point is 42°C.
Tag no. Description
5. A separate by-pass line to/from the sump tank is fitted with pump and filter. 2503001UA ME LUB OIL PUMP1
2503002UA ME LUB OIL PUMP2
6. Steam heating of the sump tank is provided for cold starts. The heating coil is normally blanked off to avoid any 2503076PT ME LUB OIL PUMPS OUT
water leakage.
2503077PT ME LO COOL LO OUT
2503078PT ME LUB OIL PUMPS OUT
OPERATION 2503079PT ME LO CRH P2 OUTLET
2503080PT ME LO CRH P1 OUTLET
1. One lubricating oil service pump and one LO crosshead booster pump will be running with the other pump stand-by. 2503176TT ME LUB OIL SYSTEM
2503182TT ME LUB OIL SUMP TANK M01
The selector switch on starter panel has positions LOCAL/OFF/ICS. 2503286LT ME LUB OIL SUMP TANK M01
2503287LT ME LO CLEANING TANK M05
In position LOCAL: 2503288LT ME LO STORAGE TANK M03
The pumps are started at the panel or by pressing the local pushbutton. 2503351UA ME CROSS LO BOOST 1
2503352UA ME CROSS LO BOOST 2
In position ICS:
2503552XT ME LUB OIL PUMP1
The pumps are started manually on the ICS operator station, or, is set in AUTO mode for automatic start of standby
pump. 2503553XT ME LUB OIL PUMP2
2503701PT ME CH LO INLET PRESS
2. Two automatic self-cleaning filters will be in service. 2503702PT ME LUB OIL INLET PRESS
2503705TT ME LUB OIL INLET
3. Two lubricating oil coolers will be in service. Open the cooling water outlet valves, and the inlet valves, see section 2503706PDSH ME LUB OIL DISCH FILTER
5.2, FW Central Cooling System, Low Temperature. 2100713TT ME THRUST PAD AHEAD
2100714TT ME THRUST PAD ASTERN
4. The LO pump, by-pass filter ME will be in service at all times to ensure a continuous filtration of the LO sump tank. 2100719UA ME OIL MIST CONT H1
2100719UA1 ME OIL MIST DETECT F
5. One of the lubricating oil service pumps can be operated as a transfer pump to take suction from the ME lub. oil. sump 2100721TT ME PISTON 12 COOL OIL
tank and discharge to deck, spare cyl. oil tank/LO cleaning tank ME or LO storage tank.
2100722TT ME PISTON 11 COOL OIL
6. If one of the automatic self-cleaning filters is taken out of service, the manual discharge filter must be brought into 2100723TT ME PISTON 10 COOL OIL
service instead, as each of the filters only has 50% capacity of full flow. 2100724TT ME PISTON 9 COOL OIL
7. When cleaning the sump the oil content can be pumped into the main engine crankcase by using one of the ME LO 2100726TT ME PISTON 7 COOL OIL
pumps. Before the crankcase can be used as reservoir the drains from the main engine oil pan to the sump tank must 2100727TT ME PISTON 6 COOL OIL
be covered. (Covers are supplied by the engine maker). After cleaning the sump tank the content in the crankcase can 2100728TT ME PISTON 5 COOL OIL
be emptied into the sump tank via the LO separator, see section 5.13. 2100729TT ME PISTON 4 COOL OIL
Max. filling capacity of the crankcase is about 85 m³. Be sure that all drain covers are removed before the main engine 2100731TT ME PISTON 2 COOL OIL
is started! 2100732TT ME PISTON 1 COOL OIL
2506236LSH ME PISTON DRAIN TK 2

Rev.: 2015.12.01
MACHINERY
Item No. off m³/h bar

LO pump ME 2 1010 6.5
LO Crosshead booster pump 2 144 6.5
LO pump, bypass filter ME 1 4.30 6.5
INSTRUCTION BOOKS
Book 1 section 3 : LO pumps ME

Book 5 section 1 : LO coolers, ME
Book 6 section 1 & 2 : LO discharge filter, ME
Book 8 section 7 : Control butterfly valves
Book 1 section 12 : LO pump, by-pass filter ME

Rev.: 2015.12.01
INTENTIONALLY
LEFT
BLANK

IMO - 9359038
Rev.: 2015.12.01
IMO - 9359038 LO System for ME Turbochargers
Rev.: 2015.12.01
GENERAL ALARMS
1. The system provides lubrication of the main engine turbochargers.

Tag no. Description
2504001UA ME TC LUB OIL PUMP1
2. The LO pumps take suction from the turbocharger LO drain tank and discharge through the cooler and the
2504002UA ME TC LUB OIL PUMP2
filter to the turbochargers. 2504076PT ME TC LUB OIL PRESS
2504077PT ME TC LUB OIL PRESS
3. When the LO pump is running, the oil pressure to the turbocharger bearings is controlled by the spring 2504179TT ME TC LO COOL LO IN TEMP
loaded valve "A" adjusted to 2.0 bar. 2504236LSL ME TC LO DRAIN TANK
2504704PT ME TC3 LUB OIL INLET PRESS
4. One Glacier centrifugal filter with a pump is fitted. The pump takes suction from bottom of LO drain tank 2504705PT ME TC2 LUB OIL INLET PRESS
turbocharger. Oil is pressed to top of the LO drain tank turbocharger via the filter. 2504706PT ME TC1 LUB OIL INLET PRESS
2504775TT ME TC LUB OIL INLET TEMP
5. The temperature of the turbocharger lub. oil is controlled automatically by a control valve in L.T. cooling 2504776TT ME TC1 LUB OIL OUT TEMP
2504777TT ME TC2 LUB OIL OUT TEMP
water inlet to LO cooler turbocharger and set at 42°C.
2504778TT ME TC3 LUB OIL OUT TEMP
OPERATION
MACHINERY
1. The LO service pumps selector switch in the starter panel has positions LOCAL/OFF/ICS.
In position LOCAL:
The pumps are started at the panel or by pressing the local pushbuttons. LO pump turbocharger 2 36.0 4
LO pump, bypass filter turbocharger 1 1.14 6.5
In position ICS:
The pumps are started manually on the ICS operator station, or, are set in AUTO mode for automatic start
of standby pump.
INSTRUCTION BOOKS
2. The pump discharges through a duplex 20 my LO filter.
Only one part of the filter is in service. After some time, the filter part used will be contaminated and it is Book 1 section 14 : LO pump turbocharger
necessary to change over to the other filter part. For cleaning of the contaminated part, see maker's Book 5 section 3 : LO cooler, turbocharger
instructions. Book 6 section 5 : LO discharge filter, turbocharger
Book 1 section 12 : LO pump, bypass filter turbocharger
3. The LO pump, bypass filter will be in service at all times to ensure a continuous filtration of the LO drain
tank turbocharger.
NOTES
1. Before the turbocharger is taken into service, the presence of lubricating oil must be checked through the
sight glasses for turbocharger outlet.
2. It is recommended only to stop the system during overhaul of the turbocharger.
3. For flushing the system four flexible hoses as spare parts are provided. The hoses can be used to bypass
the turbochargers and shall be fitted between connections LTE-LTD/LJ-LT.
4. The lub. oil must be frequently sampled and analysed to check the oil quality.

IMO - 9359038 LO System for ME Turbochargers
Rev.: 2015.12.01
IMO - 9359038 LO Drain from Piston Rod Stuffing Box / Piston Underside
Rev.: 2015.12.01
GENERAL
The oil and sludge from the piston underside are drained to a sludge trap provided with a steam heating
coil.
The contents of the sludge traps can be drained to the LO drain tank M77 or removed after opening
cleaning cover on sludge trap.
Before emptying to the sludge tank the drain inlet valve shall be closed and the drain outlet valve must
be opened.
ALARMS
Tag no. Description


IMO - 9359038 LO Drain from Piston Rod Stuffing Box / Piston Underside
Rev.: 2015.12.01
IMO - 9359038 LO System for Stern Tupe
Rev.: 2015.12.01
GENERAL 5. A by-pass filter with water separator is installed to filtrate the oil in the stern tube sump tank.
1. The purpose of the stern tube lubrication oil system is: 6. The water influx in the oil is to be checked frequently at the test cock on water separator.
a) To provide lubrication of the stern tube bearings and seals
b) To prevent ingress of sea water through the aft sealing. ALARMS
c) Cooling of the seals.
Tag no. Description
2. The stern tube LO pumps for the aft seal takes suction from the stern tube sump tank and discharge to the
2507076PT STERN TUBE LO AFT CIRCL PRESS
forward part of aft sealing and to the forward and aft bearing. The oil is returned to the sump tank through a
2507077PT STERN TUBE LO AFT CIRCL PRESS
stand pipe, with oil flow indicator alarm installed. One pump to be running and one standby.
2507078PT STERN TUBE LO FWD CIRCL PRESS
2507079PT STERN TUBE LO FWD CIRCL PRESS
3. The forward stern tube seal is lubricated by a pressure unit, which takes suction from and returns the oil to 2507176TT STERN TUBE BEAR AFT
the sump tank One pump is running and one standby. 2507177TT STERN TUBE BEAR FWD
2507178TT STERN TUBE BEAR AFT
2507179TT STERN TUBE BEAR AFT
OPERATION 2507180TT STERN TUBE BEAR AFT
2507211UA STERN TUBE LO AFT SEAL P1
1. The pressure unit pump selector switches has the positions LOCAL/MANUAL/AUTO. 2507212UA STERN TUBE LO AFT SEAL P2
2507240LSL STERN TUBE LO GRAVITY TANK
2507286LT STERN TUBE LO SUMP TANK
Local mode:
2507403PSL STERN TUBE SEAL AIR CTR UNIT
The pumps can be started locally by turning the selector switch by the pumps to local. 2507404LSH STERN TUBE LO SEAL TANK
2507404LSL STERN TUBE LO SEAL TANK
Manual mode: 2507404PSH STERN TUBE LO SEAL TANK
The pump is started and stopped on screen by the operator. No stand-by functionality is applied in this 2507410PSL STERN TUBE LO SEAL TANK
mode. The selector switch on starter box to be in ICS-remote control. 2507421UA STERN TUBE LO FWD SEAL P1
2507422UA STERN TUBE LO FWD SEAL P2
Auto mode: 2507552FSL STERN TUBE LO LOW FLOW
If auto mode is selected the ‘master’ pump starts and run if unit control is not activated. However both 2507701PDSH STERN TUBE PUMP FILTER UNIT
2507702PDSH STERN TUBE PUMP FILTER UNIT
pumps must be in auto for the stand-by functionality.
2507705UA STERN TUBE WEAR DOWN GAUGE
The in auto mode running pump is stopped while the partner pump is starting in remote (ICS) or local.
2507705ZT STERN TUBE WEAR DOWN GAUGE
It is possible to change the running pump to stand-by pump and vice versa, by pressing “change over”
button placed nearby pump symbol.
In case of stand-by activation the stand-by pump will immediately start and to correlate facts a stand-by
alarm is generated. Both pumps are running together for a change over time (15s). After this time the pump MACHINERY
that triggered off stand-by will be stopped.
A new stand-by function is released again after the disturbed pump is reset on mimic. Item No. off m³/h bar
2. The stern tube LO System can be filled with oil from the LO storage tank by the LO transfer pump, see LO LO pressure unit aft seal and 2 4.2 4.0
separator system ME section 5.13. bearings
LO pressure unit fwd seal 2 0.5 4.0
3. The contents of the stern tube LO sump tank and the stern tube storage tank can be cleaned by the LO
separator system – see section 5.13.
4. The pumps are set to start after 5 min when the ship mode changes from harbour- to manoeuvre mode. INSTRUCTION BOOKS
They will stop 70 sec. after the mode changes from manoeuvre to harbour. It is not possible for the
operator to change these settings. Unit control can be switched on/off on screen, topically condition of unit Book 1 section 11 : LO pressure units
control is shown on screen. If unit control is off and a pump is in auto, this will run regardless of ship mode. Book 2 section 1 : Stern tube seals
Stand by function still active if opposite pump is in auto mode as well. Book 6 section 8 : LO fine filter, stern tube

IMO - 9359038 LO System for Stern Tupe
Rev.: 2015.12.01
IMO - 9359038 LO System for Shaft Bearings
Rev.: 2015.12.01
INTERMEDIATE SHAFT BEARINGS
Each bearing is lubricated by an oil pick-up ring.

In addition, continuous circulation of each bearing is provided by an electric driven pump.
Cooling of bearings, see section 5.2.
One selector switch on starter panel for all 5 pumps has positions LOCAL/OFF/ICS.
In position LOCAL:
The pumps are started at the starter panel.
In position ICS:
The pumps are started manually on the ICS operator station.
Note: All 5 pumps start at the same time.
ALARMS
Tag no. Description

2503177TT ME SHAFT BEARING 1
2503183TT ME SHAFT BEARING 1 A
2503251UA SHAFT BEARINGS PUMPS
MACHINERY

LO circulating pump shaft be- 5 0.85 4.0
aring
INSTRUCTION BOOKS
Book 1 section 15 : LO circulating pump shaft bearing

IMO - 9359038 LO System for Shaft Bearings
Rev.: 2015.12.01
IMO - 9359038 LO System for Diesel Generators
Rev.: 2015.12.01
GENERAL ALARMS
The system provides for the storage and transfer of lubricating oil to the diesel generators (DG). The DG's can be
Name Description
filled only from the LO measuring tank.
2508286LT DG LO STORE TANK M11
2510001UA DG LO SEPARATOR NO1 SEQ.
The LO measuring tank is filled with the LO transfer pump which is fitted with an adjustable timer (range 0-10 2510002UA DG LO SEPARATOR NO2 SEQ.
min). In case the high level switch fails, the timer is pre-set to 7 min, which is the time it will take to fill the empty 3500301UA DG1 PRELUB OIL PUMP
LO measuring tank. 3500302UA DG2 PRELUB OIL PUMP
3500303UA DG3 PRELUB OIL PUMP
The LO transfer pump to be started at the local starter panel. 3500001LSH1 DG1 LO SUMP HIGH LEVEL
3500001LSL1 DG1 LO SUMP LOW LEVEL
The measuring tank has overflow to the LO storage tank DG 3500001PDSH1 DG1 LO DIF.P. INDICATOR FILTER
3500001PDSH2 DG1 LO DIF.P. AUTO FILTER
3500001PT1 DG1 LO PRESSURE
3500001TT11 DG1 LO INLET TEMP
INTEGRAL SYSTEMS
3500002LSH1 DG2 LO SUMP HIGH LEVEL
3500002LSL1 DG2 LO SUMP LOW LEVEL
Each diesel generator has a separate internal lubricating oil system (see Caterpillar instruction). 3500002PDSH1 DG2 LO DIF.P. INDICATOR FILTER
Each diesel generator has a built-on duplex filter and a centrifugal filter for filtration of the lub. oil. 3500002PT1 DG2 LO PRESSURE
A pre-lubrication pump, electric driven, is built on each DG The purpose is to provide lubrication of the engine 3500003LSH1 DG3 LO SUMP HIGH LEVEL
during stand-still periods. When the engine is stopped, the pre-lubrication pump is started automatically. The 3500003LSL1 DG3 LO SUMP LOW LEVEL
pump runs continuously when engine is stopped. 3500003PDSH1 DG3 LO DIF.P. INDICATOR FILTER
3500003PT1 DG3 LO PRESSURE
The separator pump is to be used for drainage of the engine oil sump. The three-way valve, connecting two
engines to one separator, must then be turned to drain the selected engine.
In addition to above-mentioned systems, each DG is provided with a separating system, which enables the sump
oil to be purified while the engine is running (see section 5.14). The three-way valve (see above) is to be open to MACHINERY
the diesel sump, which has to be separated. When separation of oil takes place, the clean oil is returned to diesel
sump. Item No. off m³/h bar
LO transfer pump DG 1 0.92 3
INSTRUCTION BOOKS
Book 1 section 12. : LO transfer pump DG

Book 23 : Aux. engines, Operating Instr.
Book 24 : Aux. engines, Working Instr.
Book 25 : Aux. engines, Spare Parts Plates
Book 26 : Aux. engines, Meas. Cont./Accessor.
Book 27 : Aux. engines, Drwgs. & Turbocharger
Book 28 : Aux. engines. Alternators

IMO - 9359038 LO System for Diesel Generators
Rev.: 2015.12.01
IMO - 9359038 LO Separator System for ME
Rev.: 2015.12.01
GENERAL Open steam supply and condensate isolating valves to the preheater. See saturated steam system, section 5.24.
The ME LO separator is provided primarily to ensure that the main engine LO sump tank is maintained free of impurities at After confirming that feed liquid has been heated up to specified temperature, turn on power switch on automatic control
all times and will normally be in operation taking suction from and discharging to the ME sump tank. panel and start the program.
Suctions and discharges are provided as follows: When cleaning the main engine lubricating oil sump tank after a severe contamination, the oil content can be pumped into
the main engine bed plate (ME oil pan), or, the spare cyl. oil tank/LO cleaning tank ME by using the lubricating oil pumps.
Suction from: See lubricating oil system for main engine, section 5.6. After cleaning the sump tank, the bed plate reservoir or the spare cyl.
ME LO sump tank oil tank/LO cleaning tank ME can be emptied into the sump tank by the separator.
ME oil pan
Spare cyl. oil tank/ME LO cleaning tank Notes:
LO storage tank sterntube
LO sump tank sterntube 1. Before the bed plate can be used as reservoir for the sump tank content, drain openings in the bed plate must be
covered. After discharge of the oil from the bed plate into the sump tank, be sure that all coverings are removed.
Discharge to:
ME LO sump tank 2. It may not be possible to use the spare cyl. oil tank/LO cleaning tank ME as reservoir, as cylinder oil can be stored in
Spare cyl. oil tank/ME LO cleaning tank this tank. See section 5.5.
LO storage tank sterntube
LO sump tank sterntube ME LO sump tank, spare cyl. oil tank/LO cleaning tank ME and sludge tank are provided with heating coils.
Sludge tank
The separator is self-cleaning and discharges sludge to the sludge tank. LUB. OIL TRANSFER
The separator has built on supply pump.
A LO transfer pump is connected to the separator manifold. The pump can take suction and discharge from and to any of the
The 3-way valve automatically changes position and the oil is by-passed the separator in case of: tanks connected to the manifold. It is started at the starter panel or by pressing the local push button.
Low LO temperature
High LO temperature
Sludge discharging NOTE
Separator failure
LO can be transferred from the ME LO sump tank to the spare cyl. oil tank/LO cleaning tank ME by the main engine
The LO pre-heater is supplied with steam through a temperature control valve which operates on response to a temperature lubricating pumps, but the tank can only be emptied by the LO transfer pump or the separator.
transmitter located downstream of the heater.
The separator is only arranged for local manual start/stop, but is supervised on ICS. ALARMS
In an emergency the LO separator may be stopped from the emergency stop station.
Tag no. Description
2509001UA ME LO SEPARATOR
OPERATION 2509101UA ME LO TRANSFER PUMP
Check that the separator bowl is clean and the correct gravity disc is fitted.
MACHINERY
Carry out safety checks on the separator as follows:
(a) Inlet and outlet ports and the frame hood securely fastened.
(b) Brake released LO separator ME 1 9.2 -
(c) Oil level correct in worm gear housing
LO transfer pump 1 5.8 3.0
Ensure that operating water and air are available.
Prepare the separator system for operation by opening the suction and discharge valves between the separator and the INSTRUCTION BOOKS
selected tank or oil sump.
Turn on the main switch on the control cabinet. Book 1 sect. 14 : LO transfer pump
Start the separator from the local position by pressing push button "I" on the control cabinet. Close the bowl by opening the Book 59 : LO separator unit
water closing valve.

IMO - 9359038 LO Separator System for ME
Rev.: 2015.12.01
IMO - 9359038 LO Separator System for Diesel Generators
Rev.: 2015.12.01
GENERAL Open steam supply and condensate isolating valves to preheater. See saturated steam system, section 5.24.
The LO separators are provided primarily to ensure that the auxiliary engines oil sump tanks are maintained free After confirming that feed liquid has been heated up to specified temperature, turn on power switch on automatic
of impurities at all times and will take suction from the engine sump and discharging to the engine sump. control panel and start the program on the control unit.
Separator one will serve DG2 & DG3, and separator two will serve DG1.
After confirming that purifying operation has started, adjust the back pressure at the outlet valve.
The arrangement allows recirculation of lub. oil on one running engine.
Set the selector switch in position REMOTE. Separators and change-over control valves can now be operated
Change-over control valves are fitted in the DG separator system and are arranged securing suction and manually or automatically from ICS.
discharge to the same engine.
In AUTO mode on ICS:
Each separator is self-cleaning and discharges sludge to the separator sludge tank.
If one engine is running, the change-over valves are set in a position where this engine is connected to the
The separators have built-on supply pumps. separator. If both engines are running, the valve positions change automatically for every 2 hours. In this way the
two engines share one separator.
The three-way valve automatically changes position and the oil is bypassed the separator in case of: If both engines are stopped, the separator is also stopped. However a separation period will be started when the
Low LO temperature engines have been stopped for a preset time – ref. FDS 4.7.2 LO System
High LO temperature
Sludge discharging
Separator failure ALARMS
The LO pre-heater is supplied with steam through a temperature control valve which operates on response to a
Tag no. Description
temperature transmitter located downstream of the heater.
In an emergency the LO separator may be stopped from the emergency stop station.
OPERATION
MACHINERY
Check that the separator bowl is clean and the correct gravity disc is fitted.
Carry out safety checks on the purifier as follows:
(a) Inlet and outlet ports and the frame hood securely fastened. LO separator DG 1 1.86 -
(b) Brake released. LO separator DG 1 0.97 -
Ensure that operating water and air are available.
Prepare the purifier system for operation by opening the in line suction and discharge valves between the INSTRUCTION BOOKS
separator and the selected oil sump.
Book 60 : LO separator unit DG 1-2-3
Set the LOCAL - O - REMOTE selector switch on the separator control panel in position LOCAL.
Start the separator by pressing push button on the control cabinet and close the bowl by opening the water
closing valve.

IMO - 9359038 LO Separator System for Diesel Generators
Rev.: 2015.12.01
IMO - 9359038 DO Separator System
Rev.: 2015.12.01
GENERAL 3. The separator is arranged for local start only.
The intention of separator system is to supply the main engine, the auxiliary engines and the emergency NOTES
generator engine with diesel oil free from deposits and water to the highest degree. One of the three heavy fuel oil
separators acts as diesel oil separator. Operation of the separator as diesel oil separator and changing from F.O. 1. Steam regulator for the DO heater will maintain the oil at the determined temperature for DO separation. For
separation to DO separation. See maker's instruction. supply steam to the heater, see section 5.24.
When changing from F.O. separation to DO separation set three-way valve "A" to suction from DO D.B. tanks. 2. Water supply for liquid seal and ejection will be from the F.W. hydrophore system via ion exchange filter,
Heater, pipe and separator are then emptied of fuel oil. Valves "B" and "C" (interlocked) are changed for see section 6.1.
discharging separated diesel oil to the DO service tanks or DO tank emergency generator.
3. Control unit will operate the ejection cycle automatically at preset intervals, see maker's instruction.
Consumption of diesel oil can be measured on service tanks.
4. The upper service tank is only used during maintenance work on the lower tank.
OPERATION
1. Suction from: ALARMS

DO service tanks
DO storage tank
Tag no. Description
DMX OIL tank
2601076PT DO FILLING LINE
2601237LSH DO DMX TANK M47
Discharge to:
2601238LSH DO SERVICE TANK M42
DO tank emergency generator 2601239LSL DO SERVICE TANK M42
DO service tanks 2601240LSH DO SERVICE TANK M44
DMX OIL tank 2601241LSL DO SERVICE TANK M44
2601287LT DO DMX TANK M47
2. Two selector switches for the supply pump are provided in the separator starter panel and have the 2601288LT DO SERVICE TANK M42
following positions: 2601289LT DO SERVICE TANK M44
2605001UA FO/DO SEPARATOR 1
i EMERGENCY OPERATION/OFF/SPEED CONTROL.
ii LOCAL/REMOTE MACHINERY
a) Switch (i) in position EMERGENCY OPERATION: Item No. off m³/h bar
Pump starts.
F.O./DO separator 1 8 -
b) Switch (i) in position SPEED CONTROL
and Supply pump for separator 1 2.35- 2
Switch (ii) in position LOCAL 8.10
and
Start button activated.
Pump restart and control of speed locally INSTRUCTION BOOKS
c) Switch (ii) in position REMOTE: Book 63 : F.O./DO separator unit

Speed is controlled by ICS according to a manually adjusted set point after activation of the DO Book 63 : Supply pump for separator unit
position.

IMO - 9359038 DO Separator System
Rev.: 2015.12.01
IMO - 9359038 FO Separator System
Rev.: 2015.12.01
GENERAL 4. The separators are arranged for local start only.
The intention of the separator system is to supply the main engine and auxiliary engines with fuel oil free from 5. Steam to tracing lines only to be admitted with valves in open position and to be shut off when separator is in
deposits and water to the highest degree. normal operation.
6. Check the actual fuel oil consumption.
OPERATION
NOTES
1. Operating modes
1. It is recommended to maintain the separators in service with reduced flow during port conditions.
a) The separators in parallel.
2. Supply of soft water for liquid seal and for ejection will be from the F.W. hydrophore system through ion
b) The separators in parallel. exchange filter to the operation water tank, see section 6.1
Two or three with suction from F.O. settling tank and one recirculating F.O. service tank.
3. Operation of the separators will be automatically controlled from a local control unit and includes automatic
c) One of the heavy fuel oil separators acts as a diesel oil separator. purification.
2. Suction from: 4. Control unit will operate the ejection cycle automatically at preset intervals, see maker's instructions.
F.O. service tanks
F.O. Bunker tanks 5. The outer service tank is only used during maintenance work on the inner tank.
Discharge to:
F.O. service tanks STEAM TRACING
3. Two selector switches for the supply pump are provided in each separator starter panel and have the All heavy fuel oil tanks are equipped with heating coils and pipe lines with steam tracing.
following positions:
i EMERGENCY OPERATION/OFF/SPEED CONTROL. GENERAL RECOMMENDATIONS

ii LOCAL/REMOTE
1. No pumping should be attempted from any fuel tank before the oil is pumpable, meaning that the viscosity is
a) Switch (i) in position EMERGENCY OPERATION: about 700 cSt at 50oC (BS MA 100 CLASS M12) and that the suction and pressure line is free to flow.
Pump starts.
2. Pipe lines and in particular suction lines are heated to the same temperature by using the steam tracing
b) Switch (i) in position SPEED CONTROL system. Steam tracing may be shut off as soon as the fuel is flowing. Before admitting steam to tracing lines
and ensure that system valves are open.
Switch (ii) in position LOCAL
and 3. In cold climate it is most economical to maintain the temperature of the bunker tank from where fuel being
Start button activated: used in that period at, or near the pumping temperature at all times.
Pump restart and control of speed locally
c) Switch (ii) in position REMOTE

Speed is controlled by ICS according to a manually adjusted set point, or, pump is set in AUTO for
automatic control. In the latter mode, speed is automatically regulated by level in that F.O. service
tank, which is connected to the separators.

Rev.: 2015.12.01
Rev.: 2015.12.01
ALARMS
Tag no. Description

2603701PDSH FO PRES BF FILTER 1 CLOGGED
2605001UA FO/DO SEPARATOR 1
2605002UA FO SEPARATOR 2
2605003UA FO SEPARATOR 3
2605176TT FO SETTLING TK M23
2605177TT FO SERVICE TK M25
2605178TT FO LOW SULPH SETTL TK M31
2605179TT FO LOW SULPH SERV TK M29
2605236LSH FO SETTLING TK M23
2605237LSL FO SETTLING TK M23
2605238LSH FO SERVICE TK M25
2605239LSL FO SERVICE TK M25
2605240LSH LS FO SETTLING TK M31
2605241LSL LS FO SETTLING TK M31
2605242LSH LS FO SERVICE TK M29
2605243LSL LS FO SERVICE TK M29
2605286LT FO SETTLING TK M23
2605287LT FO SERVICE TK M25
2605289LT FO LOW SULPH SETTL TK M31
2605290LT FO LOW SULPH SERV TK M29
2607151UA FO DISH FILTER FAIL
2622076PT FO FILLING LINE
MACHINERY

F.O. separator 4 4.8 -
Supply pump for separator 4 Max: 8 3
INSTRUCTION BOOKS
Book 63 : F.O. separator unit

Book 63 : Supply pumps for separator unit

Rev.: 2015.12.01
IMO - 9359038 FO Service System Diesel Generators
Rev.: 2015.12.01
GENERAL HEAVY FUEL OIL SYSTEM
The system is designed for four auxiliary engine power plants. The heavy fuel oil system for the M.E. and auxiliary engine will supply heavy fuel oil to the auxiliary engine via a
manually operated valve
1. The auxiliary engines are to run on heavy fuel oil at any load, start or stop according to MAK’s
recommendation. However, after stopping any engine for maintenance purposes, it is possible to switch over The surplus oil is led via a manually operated valve to the main engine return line before the FO venting, see
to diesel oil. section 5.18.
2. Two service pumps are installed, one electric driven, powered from the emergency switchboard, and one air FO consumption to be measured on flowmeters.
driven pump.
3. In case of blackout, the air driven service pump starts automatically in order to maintain pressure in the FO NOTE
ring line. The pump stops as soon as this pressure is restored. Valve "B" shall always be open. If main engine system is changed to diesel oil, the auxiliary engines will also be running on diesel oil.
FO pressure before the diesel generator should be adjusted to 3 bar min.
4. When an auxiliary engine is running on diesel oil, the bypass valve "A" for the auxiliary engine in question At normal operation both sides of the filter are used in parallel to provide maximum filtration.
shall be open for fuel flow of 900 l/h. The change over between DO and FO and vice versa is done manually
so that abrupt change from hot FO to cold DO is avoided, as this could cause seizure of fuel pumps.
ALARMS
5. The initial running in period for the auxiliary engine after a major repair shall be without load on marine die-
Tag no. Description
sel. Then the engine is to be stopped before switch over to heavy fuel. Before starting the engine allow the
2606051UA FERROCENE DOSING UNIT
fuel pumps to be warmed up.
2606076PT CTRL OIL PUMP PRESS STB START
2606077PT CONTROL OIL PUMP PRESS FOR DG
6. The DO/FO supply and return lines with shut-off valves are arranged in such a way that it is possible to 2606252UA DG DO SERVICE PUMP
isolate each engine from the other. 2606551UA FO FLOW TO DG FAIL
2606552UA FO FLOW FROM DG FAIL
The fuel oil systems incorporate: 2606252 DG DO SERVICE PUMP
1. Marine Diesel Oil System

2. Heavy Fuel Oil System MACHINERY
DIESEL OIL SYSTEM DO service pump DG el-driven 1 6.0 7.0
The auxiliary engine is supplied with DO from service tank. The suction filter is a duplex type for manual cleaning,
when difference pressure reach 0.5 bar. DO service pump DG air driven 1 2.1 4.0
The electric driven DO service pump supplies the required diesel oil to auxiliary engines. The surplus oil is led via
a manually operated valve back to the DO service tank. The selector switch on starter panel has positions
LOCAL/OFF/ICS. INSTRUCTION BOOKS
Book 1 section 13 : DO service pump DG el-driven
In position LOCAL: Book 1 section 12 : DO service pump DG air driven
The pump is started at the starter panel. Book 6 section 6 : DO suction filter DG
Book ? section ? : DO duplex filter
In position ICS: Book 23 : Auxiliary engines, Operating Instr.
The pump is started manually on the ICS operator station. Book 24 : Auxiliary engines, Working Instr.
Book 25 : Auxiliary engines, Spare Parts Plates
Book 26 : Auxiliary engines, Meas. Contr./Accessor.
NOTE Book 27 : Auxiliary engines, Drwgs. & Turbocharger
Backpressure in return line when running on DO shall be abt. 3 bar.

IMO - 9359038 FO Service System Diesel Generators
Rev.: 2015.12.01
IMO - 9359038 FO Service System ME
Rev.: 2015.12.01
CHANGING FROM FUEL TO DIESEL OIL
GENERAL
The system is arranged for supplying FO or DO from the service tanks to the main engine and auxiliary engines. 1. Cut off the steam supply to the preheater.
The changeover valve 100S042002 selects the use of FO or DO 2. Reduce the engine load to 75% of normal.
Valve is operated locally. 3. With change over valve 100S042002 (operated locally) change to diesel oil when temperature has dropped to about 5°C above
the temperature in the FO service tank. If after the changeover, there is a sudden and considerable drop in temperature, the
The main engine and auxiliary engines are intended to operate on heavy fuel at all times, full power, reduced manoeuvring and in port. transition must be moderated by supplying a little steam to the preheater.
Operating on diesel oil is only during abnormal conditions and during major overhaul on the fuel system.
CHANGING FROM DIESEL TO FUEL OIL
The pressurized fuel oil system is to prevent any foaming of the fuel oil. Assuming engines operating or idle on diesel oil.
The FO feed pump supplies fuel oil to the main and auxiliary engines.
Discharge pressure is adjusted by valve 40C037. 1. The engine load must be max.75%.
The FO booster pump is circulating the system. 2. Slowly admit steam to heater raising temperature over 30 min to about 60°C.
Fwd. FO feed pump and fwd. FO booster pump is powered from the emergency switchboard. 3. Maintain temperature until pumps, fuel valves etc. are heated through.
4. Ensure oil in the FO service tank is heated to about 60°C and change over to fuel oil operation with change over valve
The capacity of each booster pump exceeds the max. consumption of the main engine and auxiliary engines, excess fuel is normally 100S042002 (operated locally).
returned to the FO venting tank. Provision is also made to return the excess oil to the service tanks through change over valve 5. Slowly increase oil temperature to normal temperature.
125S042003. This is only to be used in port to clean the system of fuel oil after changing over to diesel oil. It may also be desired when
overhauling fuel valves or fuel system.
NOTES
The capacity of each FO heater is sufficient for main- and auxiliary engines. Therefore only one heater to be in service and the other
stand-by. 1. Accumulated water in the FO and DO service tanks must be drained off twice daily.
2. The small FO and DO service tanks are only used during maintenance work on the main tanks.
Fuel oil viscosity before the main engine and the auxiliary engines is normally to be in accordance with schutzer instructions. All engines
are running at the same viscosity. The viscosity is measured and is automatically kept at the set value by ICS. STEAM TRACING AND HEATING COILS
Temperature in the service tanks will normally be maintained at a temperature corresponding to the normal discharge temperature from All heavy fuel tanks are equipped with heating coils and pipe lines with steam tracing.
the purifiers.
GENERAL RECOMMENDATIONS
NOTE 1. The oil in FO service tank shall always be kept at a temperature not lower than 60°C in order to ensure pumpability.
Under no circumstances the heavy fuel oil should be allowed to cool off in the piping system to the main engine or auxiliary engines at 2. Pipe lines and in particular suction lines are heated to the same temperature by using the steam tracing system. When steam
any time. tracing is on, it must be ensured that sufficient valves are opened to allow expansion of the oil.
OPERATING PROCEDURE
For FO feed pumps and FO booster pumps:
The selector switch on starter panel in ECR has positions LOCAL/OFF/ICS.
In position LOCAL:
The pumps are started at the ECR panel or by pressing the local pushbutton.
In position ICS:
The pumps are started manually on the ICS operator station, or, are set in AUTO mode for automatic start of standby pump.
NOTE
The FO feed pump must always be started before starting the booster pump.

Rev.: 2015.12.01
Rev.: 2015.12.01
ALARMS MACHINERY
Tag no. Description
2607045VT ME FO VISCORATOR Item No. off m³/h bar
2607051UA ME FO BOOSTER PUMP1 FO feed pump 2 19.6 6.0
2607052UA ME FO BOOSTER PUMP2
2607076PT ME FO FEED PUMPS STBY START FO booster pump 2 36.0 6.0
2607077PT ME FO BOOSTER PUMPS STBY START
2607078PT ME FO INLET INSTRUCTION BOOKS
2607079PT ME FO FEED PUMPS STBY START
2607080PT ME FO BOOSTER PUMPS STBY START Book 15 : Main engine, Operation & Data
2607151PDSH ME FO AUTO FILTER FLUSH COUNT Book 16 : Main engine, Maintenance
2607151UA FO DISH FILTER FAIL Book 17 : Main engine, Code Book
2607176TT ME FO INLET Book 18 : Main engine, Fitt. & Accessories
2607201UA ME FO FEED PUMP1 Book 19 : Main engine, Manoeuvring System
2607202UA ME FO FEED PUMP2 Book 20 : Main engine, Spare Parts & Tools
Book 21 : Bridge control system
2607236LSH FO DRAIN TANK LEVELH
Book 22 : Electric Governor System
2607286LT FO DRAIN TANK LEVEL Book 1 sect. 13 : FO feed pump, M.E.
2607351UA F.O. CLEAN SLUDGE PUMP Book 1 sect. 14 : FO booster pump, M.E.
2607381PDSH ME FO HEATERS Book 6 sect. 4 : FO discharge filter, M.E.
2607551UA FO FLOW TO ME/DG Book 6 sect. 6 : FO suction filter, M.E.
2607764PT ME FO (ENG.SIDE) Book 5 sect. 6 : FO heater, M.E.
2607765TT FUEL OIL SUPPLY UNIT TEMP Book 7 sect. 11 : Fuel oil viscorator
Book 7 sect. 10 : Flowmeters

Rev.: 2015.12.01
IMO - 9359038 FO Service System for Boiler
Rev.: 2015.12.01
GENERAL OPERATION SLUDGE TREATMENT SYSTEM
The Fuel oil for boiler plant is arranged to supply diesel oil, heavy fuel oil or heavy fuel oil/sludge mixture to the oil fired Normally treatment of sludge takes place in the FO boiler treatment tank M27 or LO boiler treatment tank M81. Water is
boiler. Diesel oil to be supplied from DO service tank, heavy fuel oil from FO boiler and heavy fuel/sludge mixture from settled and drained off.
Boiler Sludge Treatment Tank.
In general boiler sludge treatment tank shall be kept warm in order to settle water. The sludge transfer pump normally takes suction from the sludge tank M71 or M79 and discharge to the FO boiler
treatment tank M27 or to the LO boiler treatment tank M81.
The system also includes the following:
The selector switch on starter panel has positions LOCAL/OFF/ICS:
1 - FO service pump
1 - Suction filter In position LOCAL:
1 - FO/sludge heater The pump is started at the starter panel.
1 - Ignition pump
1 - Sludge transfer pump In position ICS:
1 - Sludge grinding pump The pump is started manually on the ICS operator station. It stops automatically at high level in boiler treatment tanks.
1 – Sludge decanter
Preparation for the burning from boiler sludge treatment tank directly:
The sludge transfer pump This procedure shall be used when the sludge separator system is out of function.
draws from: discharges to:
FO service settling tank FO Boiler treatment tank When the boiler sludge treatment tank is 50-70% filled with sludge, it is drained for all water. When this is completed, the
LO sludge tank LO Boiler treatment tank sludge transfer pump suction is shifted to FO Service/Setting tank and the tank is filled with FO Begin the preparation by
FO sludge tank Shore connection starting the grinding pump and recirculate the content until homogeneous mixture is obtained.
Sludge drain tanks
The sludge grinding pump is installed to circulate the content and measure the water content of the FO tank boiler or NOTES
FO/LO Boiler treatment tanks when required.
1. Supply of soft water for liquid seal and for ejection will be from the F.W. hydrophore system through ion exchange
filter to the operation water tank, see section 6.1
OPERATION BOILER SYSTEM
The selector switch on starter panel for FO service pump has positions OFF/ON.
Supply of diesel oil from DO service tank:

Set the fuel changeover valve “A” for diesel oil operation.
Open the recirculation line for diesel oil service, which connects the supply line with the return line via a pressure control
valve “B”.
Supply of heavy fuel oil from FO boiler tank:

Set fuel changeover valve “A” for heavy fuel operation. Heavy fuel oil to be supplied from FO tank boiler via FO heater to
the burner. Open the recirculation line for heavy fuel oil service, which connects the supply line with the return line via a
pressure control valve “C”.
When burning heavy fuel oil, the pipe system must be heated.
The boiler load is controlled automatically in modulating firing. For internal functioning of burner plant, see
manufacturer’s instruction.
Supply of heavy fuel oil/sludge mixture from the FO boiler treatment tank M27 or LO boiler treatment tank M81:
Set fuel changeover valve “A” for heavy fuel operation.
Open the circulation line for sludge mixture service, which connects the supply line with return line via a pressure control
valve “D”.

Rev.: 2015.12.01
Rev.: 2015.12.01
INSTRUCTION BOOKS
ALARMS
Book 56 Oil fired boiler
Tag no. Description
Book 57 Oil burning plant
2608151UA OFB FO SERVICE PUMP 1
2608152UA OFB FO SERVICE PUMP 2 Book 57 FO suction filter, boiler
2608177TT SLUDGE SHORE TANK M27
Book 57 FO service pump, boiler
2608287LT FO BOILER TREATMENT TANK M027
2608288LT DRAIN TANK M79 Book 57 FO/sludge heater, boiler
2608289LT DRAIN TANK M77
2608290LT DRAIN TANK M82 Book 57 DO ignition pump
2608292LT OILY WATER TANK M83 Book 57 Sludge grinding pump
2608401UA SLUDGE TRANSFER PUMP
2608701PT OFB SERVICE PUMP 1 Book 1 section 10 Sludge transfer pump
2608702PT OFB SERVICE PUMP 2 Decanter
2608951UA COLLECTING PUMP
Book 6 section 6 Sludge suction filter
MACHINERY
Item No. off m3/h bar

FO service pump, boiler 1 2.1 4
Sludge transfer pump 1 7.0 5
Sludge grinding pump 1 21.6 0.4
DO ignition pump 1 0.061 5.5-14
Decanter transfer pump 1 1.0 2.0
Decanter supply pump 1 0.5 2.0

Rev.: 2015.12.01
IMO - 9359038 Starting Air System
Rev.: 2015.12.01
GENERAL The main and auxiliary engines are supplied with starting air from a cross connection between receivers.
Three main start air compressors are installed for delivery of starting air to receivers with capacity 17 m3 each. Condensate from the air is collected and drained from automatic drain traps.
The starting air is delivered to the following consumers: All drain traps have a test valve in the top of the water traps.
These test valves have to be open once every 24 hours to check function of the water trap.
1. Main engine starting If water in inspection hole, immediately overhaul water trap.
2. Auxiliary engine starting
3. Air whistle
4. Supplementary air for working air system ALARMS
5. D.O. service pump, pneumatic
Tag no. Description
In starting air line for each auxiliary engine a shutdown valve is installed. If ambient temperature exceeds 80oC, a glass bulb
2701001UA START AIR COMPR 1
in the valve will break and the valve will close.
2701002UA START AIR COMP 2
2701003UA START AIR COMPR 3
2701077PT START AIR RECEIVER
OPERATING STARTING AIR SYSTEM 2701776PT ME START AIR PRESS
3500001PT6 DG1 STARTING AIR PRESSURE
The selector switch on starter panel has positions LOCAL/OFF/ICS. 3500002PT6 DG2 STARTING AIR PRESSURE
3500003PT6 DG3 STARTING AIR PRESSURE
In position LOCAL:
The compressors are started at the starter panel.
MACHINERY
In position ICS:
The compressors are set in AUTO mode on the ICS operator station for automatic start/stop of master and standby units.
Item No. off m3/h free bar
Selection of running (master) and standby start/stop sequence is done automatically, but can be altered manually. Number
air each
of compressors in the automatic start/stop sequence varies with ship condition control mode selected:
Starting air compressor 3 400 30
a) Port manoeuvring
Receiver pressure
Compressor Start Stop INSTRUCTION BOOK
Master 28.0 30.0
1st standby 25.0 29.0 Book 3, section 1: Starting air compressor
2nd standby 22.0 28.0
b) Sea condition
One compressor is running at reduced pressure with only one of the other units as standby (in case of failure). Start
and stop set points are adjustable on ICS.
The above set points can be adjusted by the operator.
NOTES
When starting, the main compressor runs unloaded for befor it starts loading.
In running condition, the compressor will unload and drain 5-10 s every 10-15 minutes.
At stop, the compressor will unload and drain continuously.

IMO - 9359038 Starting Air System
Rev.: 2015.12.01
IMO - 9359038 Control / Working Air System
Rev.: 2015.12.01
GENERAL All drain traps have a test valve in top of the water traps.
Two control/working air compressors provide air for control and working air system. This is supplemented from This test valve has to be open once every 24 hrs to check function of water trap.
the starting air system through reduction valve to the control/working air vessel.
If water in inspection hole, immediately overhaul water trap.
OPERATING
ALARMS
The selector switch on each control panel has positions LOCAL/OFF/AUTO (ICS).
Tag no. Description
In position LOCAL:
2702001UA CONT/WORK AIR COMPR 1
The compressors are started at the control panel.
2702002UA CONT/WORK AIR COMPR 2
2702051PSL FIRE FLAPS DECK PRESS LOW
In position AUTO (ICS) 2702076PT CONTROL/WORKING AIR
The compressors are set in AUTO mode on the ICS operator station for automatic start/stop of master and 2100715PT ME CTRL AIR SUPPLY
standby unit. Selection of master and standby start/stop sequence is done automatically, (but can be altered 2100716PT ME EXH VL AIR SPRING
manually). 2100717PT ME CONTROL AIR BACKUP
2100718PT ME CONTROL AIR
Master compressor start 6.3 bar stop 7.0 bar
Standby compressor start 6 bar stop 7.0 bar
These settings can be changed by the operator. MACHINERY
On reaching the cut-out pressure, the compressor runs in the unloaded state of 0-30 minutes before stopping.
Item No. off m3/h barg
When starting, the compressor runs unloaded for 10 seconds before it starts loading. Control/working air compressor 2 165 9
The control air system is supplied from the control/working air received through an air dryer filter unit and
additional aerolescer filter.
Condensate from the air is collected and drained automatically on air receivers and after coolers.
INSTRUCTION BOOKS
Control air to deck equipment is supplied through a separate air dryer.
Book no. 3 sect. 3 : Control/working air compressor
Book no. 3 sect. 4 : Control air dryer filter
In air supply line to working air system a shutdown valve, controlled by ICS, is installed. If the pressure in air
Book no. 3 sect. 5 : Control air aerolescer filter
vessel is below 5.0 bar the valve will close. This set-point can be adjusted by the operator.
Book no. 3 sect. 6 : Air dryer
NOTES
It is essential that the control air is clean and free from moisture. Therefore condition of control air dryer and
aerolescer filter should be checked at regular intervals.
It is of vital importance that all automatic drains are in perfect working order.

IMO - 9359038 Control / Working Air System
Rev.: 2015.12.01
IMO - 9359038 Cond. and Feed Water System, Oil Fired Boilers
Rev.: 2015.12.01
1. GENERAL 3.1 General
This system pumps and chemically treats feed water from the near vacuum in the deaerator tank (06/2906-01) to the oil 2x 100% capacity feed water pumps with autom. standby feature serve the oil fired boiler via a main feed line (with
fired boiler. Autom. level control for the OFB is provided. The feed water temperature is not automatically regulated. control valve 5W1) or a hand regulated emergency feed line (adjusted with valve 5C4).
For the deaerator tank level control see section 5.22.2. For the chemical treatment and automatic sampling system see The lower the OFB water consumtion, the higher the pressure behind the pumps, the lower the pumped water flow and
section 5.23. the more water by-passed through a series of orifices back into the deaerator tank.
2. Oil Fired Boiler 3.2 Feed Water Pumps
2.1 General Pump capacity : 6.3 m3/hr

Delivery head : 1.61 bar
The oil fired boiler AQ 10/12W is equipped with Max. Delivery Pressure : 20 bar g
a semi-mechanical pressure control system, NPSH : 0.12 bar
autom. water level control, Rated Power : 5.5 kW
a blower fan,
an electrically actuated soot blower running on starting air At 100% oil fired boiler steam production, the feed water pumps with deliver ~6.3 m3/hr, the boiler consume ~5m3/hr
and a rotary cup burner type KB 450W suitable for waste oil burning. and the rest (~1.3 m3/hr) is by-passed back into the deaerator tank.
Steam Output, Saturated : 5000 kg/h 3.3 Operation

Design Working Pressure : 8 bar g
Max. Working Pressure : 12 bar g The selector switch on the OF boiler control panel has positions ICS/OFF/RUN. In position ICS, the pumps can be
Safety Valve Trigger Pressure : 12 bar g started remotely from ICS or set into AUTO mode for automatic standby start in case the other pump shuts down.
Design Feed Water Temp. : 90 °C Ensure the OFB feed pumps are running before starting the OFB.
Burner Operating Range : 65 - 550 kg/hr
(fuel dependent) By-pass valve for the boiler feed water level control valve (5W1) to be normally closed. Ensure that control air is
available to the feed water control valve (5W1).
There are several different modes of operation for the oil fired boiler (OFB) in conjunction with the exhaust gas boiler
(EGB) system - refer to section 5.25. When the OFB is not in service, the OFB feed pumps should be stopped to avoid slow filling of the water & steam
space.
The oil fired boiler is equipped with steam heating coils for keeping it warm, when the Exh. Gas Boiler is running alone.
The water level in the OFB is electronically controlled using level transmitter 770, control valve 5W1 and an electronic 4. Alarms
controller built into the OFB feed water control panel provided by the boiler manufacturer.
Name Description
2.2 Operation
2902001UA OFB FEED PUMP1
2902002ESL OFB FEED P PANEL
For operation instruction refer to the manufacturer's instructions and section 5.19 (F.O. System Oil Fired Boiler). 2902002UA OFB FEED PUMP2
2902076PT OFB FEED PUMPS
2.3 Safety Functions & Alarms 2902077PT OFB FEED PUMPS
2902176TT OFB FEED WATER DISH
See manufacturer's instruction books. 2902451UA CHEMICAL INJECTION SYS FAIL
2902551FT OFB FEED WATER
3. Feed Water System

IMO - 9359038 Cond. and Feed Water System, Oil Fired Boilers
Rev.: 2015.12.01
IMO - 9359038 Cond. / Feed / Circulation System for Exhaust Gas Boiler
Rev.: 2015.12.01
1. GENERAL 3.2 OPERATION
The exhaust gas boiler (EGB) condensate & feed water system provides the following functionality: Check the water level in the air separator of the pumps and establish water flow.
When pumps are primed they are ready for start up. Start both pumps. Stop one pump when condenser pressure reaches its
1. Condensate high and low pressure (HP & LP) steam in the turbo-generator's (TG) vacuum condenser. Cooling is provided by
normal value of 0.07 bar abs. The standby pump to be started manually upon failure of the running. Automatic standby start is
sea water.
arranged for electrical failure.
1.1. Provide vacuum to the condenser using two vacuum pumps and another sea water cooler.
2. Pump the condensate into the deaerator tank and control the water level in the condenser using a control valve to adjust the Normally the system always should be in operation in order to protect the condenser against high thermal stresses.
circulation back into the condenser.
3. Take a sample of the TG condensate to the automatic feed water sampling unit. (Sampling point SP1) 4. CONDENSATE SYSTEM
4. Remove most of the air in the condensate due to the low pressure (~75 mbar absolute) in the deaerator tank. The close to
vacuum pressure in the tank is provided by a pipe connection to the vacuum condenser. 4.1 GENERAL
5. Controlled supply of make-up water (from the distilled water tank M64) and of condensate from the aux. steam system to the The condensate system is arranged to extra condensate from the hotwell of the vacuum condenser and discharge to the deaerator
deaerator tank. tank. The pumps are arranged for duty and standby purposes. The standby pump will start automatically on signal from a dedicated
6. Take a sample of the aux. steam system's condensate to the automatic feed water sampling unit. (Sampling point SP5) high level switch in the vacuum condenser hotwell and stop again when the high level switch is no longer activated on falling level.
The level in the condenser hotwell is automatically controlled by a level control valve.
7. Pump feed water from the deaerator tank to the exhaust gas boiler's HP and LP drums and on the way A salinometer, which is fitted to the pump’s common discharge pipe, initiates an alarm on the ECR Alarm Panel in the event of high
7.1. Chemically treat the common feed water with Drew Marine's OX chemical. salinity. See the end of this section for condensate pump capacities.
7.2. Heat the feed water with HT cooling water (normally at 90 °C). (without temperature control)
7.3. Heat up the HP feed water further by using the M/E scavenge air coolers. 4.2 CAPACITY
7.4. Separately treat the HP and LP feed water flow with Drew Marine's AT chemical.
7.5. Throttle each feed water flow to maintain a constant feed water level in the HP & LP drums.
Condensate pump 2 35 1.5
8. Take a feed water sample from each drum to the automatic feed water sampling unit. (Sampling points SP3 & SP4)
9. Pump hot feed water from each drum to the evaporation section (EVAP) of the respective EGB stage.
4.3 OPERATION
9.1. Throttle this flow of feed water circulation using the flow control units 1M33 and 3M33 with built-in throttling control valves
in order to provide just as much feed water that the EGB stage can evaporate (given the current exhaust gas flow and
All hand-operated valves in pumps’ suction pipes, discharge pipes, vent pipes, seal pipes, and recirculation pipe normally to be
temperature).
open.
10. Lead the produced saturated steam from the respective EVAP stage back into the respective drum.
Condensate pumps to be switched on, one to run while the other will be standby.
For details on the exhaust gas boiler and sootblowing operation see section 5.23. For details on the chemical treatment and
automatic sampling system see section 5.23.
5. EXHAUST GAS BOILER FEED WATER SYSTEM
VACUUM SYSTEM 5.1 GENERAL
3. GENERAL The system provides the boilers with water through an automatic level control system for each of the exhaust boiler steam drums
(see also ICS mimic 0802 "EXB Feed Water System"). The feed pumps, which are operated with one in service and the other on
Two el-motor driven vacuum pumps are installed - one in service and one standby. automatic standby, take suction from the deaerator tank. Two control valve regulated circulation lines send any surplus flow back to
the deaerator tank and the drain tank for a coordinated level control of the drums and these tanks.
The pumps take suction from the vacuum condenser, and the air escapes through air pipe at the pumps. The deaerator tank
deaerates to the vacuum condenser. In service the airflow should be as small as possible.

Rev.: 2015.12.01
6.2 HP CIRCULATION PUMP - CAPACITIES
5.2 FEED WATER PUMP - CAPACITIES
Pump capacity : 135 m3/hr
Pump capacity : 40 m3/hr
Max. Delivery Head : 5.8 bar
Max. Delivery Pressure : 19.1 bar
NPSH : 0.49 bar
NPSH : 0.12 bar
Rated Power : 45 Kw
Rated Power : 30 kW
6.3 LP CIRCULATION PUMP - CAPACITIES
5.2 OPERATION Pump capacity : 30 m3/hr

The handoperated valve (1) upstream of the coolant control valve for the HP steam desuperheater normally to be open. Delivery head : 3.2 bar
Max. Delivery Head : 3.6 bar
Bypass valves for automatic feed water control valves normally to be closed.
NPSH : 0.25 bar
Ensure that control air is available to the feed water regulators of both steam drums. See section 4.22 (“Control/Working Air Rated Power : 11 kW
System”).
See 2.1 of this section for steam drum levels before heating the exhaust gas boiler when leaving port. 6.4 OPERATION
In case of staying in port for extended periods the steam drums should be isolated manually to prevent slowly filling of the drums The circulating pumps should normally be operating - i.e. even while in port or in situations where the feed water valve is closed.
when the feed pumps are operating with the oil fired boiler. The handoperated shut-off valve (2) and (7) upstream of the HP and This assures that the exhaust gas boiler is never overheating and the risk of soot fires is thus greatly reduced.
LOP drum level control valve must always be closed in this situation. The shut off valve (2) is provided with a limit switch which
upon closing of the valve will initiate full opening of the HP economiser temperature control valve 83) for economiser cooling by If the pump has been stopped the following procedure shall be followed:
circulating water from the HP drum.
Check the level in the steam drum. All valves in the circulating system to be opened. All valves for the pumps’ coolers to be opened
and the coolers to be deaerated. The cooling water flow to be maintained at all times.
5.3 DRAIN/BUFFER TANK
The circulating pumps to be switched on before starting the main engine and heating up the exhaust gas boiler. One pump for each
In order to have an amble reserve of condensate and to have a sufficient pressure drop across the make-up valve, the level in the EGB stage to be running and the other standby.
drain/buffer tank should at least be above the low level alarm limit, and preferably the tank should be approx. 50% full.
During maintenance the drain tank design is for part of the system water. The drum(s) will accept draining of boilers. 8. MAKE-UP AND OVERFLOW SYSTEM
The system will keep the water level in the deaerator tank within controlled limits.
6. EXHAUSTS GAS BOILER WATER CIRCULATING SYSTEM
6.1 GENERAL
Recirculation pumps provide circulation between the steam drum and the respective evaporator section. One pump will be running
and the other automatic standby. Each pump has a built-on water cooler for cooling stator windings.
The flow control units 1M33 and 3M33 will throttle the circulation flows, so that in operation the feed water amount provided to the
EGB stage will be just below the maximum what the EGB can evaporate.

Rev.: 2015.12.01
ALARMS
Name Description
2906001UA EXB FEED PUMP 1
2906051UA HP EXB CIRCULATION PUMP 1
2906052UA HP EXB CIRCULATION PUMP 2
2906076PT EXB FEED PUMPS
2906077PT EXB FEED PUMPS
2906101UA LP EXB CIRCULATION PUMP 1
2906102UA LP EXB CIRCULATION PUMP 2
2906176TT EXB FEED WATER SUCTION
2906177TT EXB FEED WATER ME AIR COOL
2906179TT EXB FEED WATER DISH
2906236LSL DISTILLED WATER TANK M64
2906237LSH DRAIN TANK M62
2906238LSL DRAIN TANK M62
2906239LSH DEAERATOR TANK
2906240LSL DEAERATOR TANK
2906286LT DISTILLED WATER TANK M64
2906531LT DEAERATOR TANK
2906551FT EXB FEED WATER
2906700FT LP EXB CIRCULATION FLOW1
2906702FT HP EXB CIRCULATION FLOW1
2906703FT HP EXB CIRCULATION FLOW2
2906793PT ME A/C HT INLET PRESS
2906799TT ME SC-AIR COOL3 FEED WATER
INSTRUCTION BOOKS
Book : Positioner/Actuator for exhaust gas control

Book : Sample cooler
Book : Turbo generator plant, section
Book : Exhaust generator, section
Book : Exhaust gas boiler

Rev.: 2015.12.01
No Diagram to This Topic.

IMO - 9359038 Boiler Water Treatment
Rev.: 2015.12.01
1.0 GENERAL 5.0 BLOWDOWN
The development of modern marine boilers and associated equipment has resulted in the need for close control of Reduction of boiler water concentrations of suspended solids or silica is effected by blowing down. Blowing down
feed and boiler water quality. Accurate control of water treatment is therefore necessary to maintain high should never be carried out while the boiler is on load, as this may disturb the boiler internal water circulation and
efficiency in these units. cause damage.
2.0 SCALE PREVENTION 6.0 WATER CONDITIONS
2.1 Water containing dissolved and suspended solids flows into the boiler continuously and because the Condition of boiler water is to be kept strictly in accordance with instructions from the owner's inspection.
steam generated is almost pure, the solids are left behind and built up. Radiant heat is converted into
sensible heat in the boiler metal and, if scale retards the removal of this heat by the water inside the 7.0 AUTOMATIC FEED WATER ANALYSIS AND CHEMICAL DOSING
boiler, metal temperatures may become excessive and ruptures may occur.
The vessel is equipped with an automatic sampling panel on B-Deck in the casing, which automatically samples
2.2 Internal scale deposits of calcium and magnesium salts and iron oxides are minimized provided that the the feed water for pH and conductivity. In ICS these readings can be displayed and logged. The PLC on the
hard salts and iron in the feed water are controlled, and the reserves of caustic alkalinity and phosphate autom. sampling panel can furthermore control the 5 dosing units (as shown in the schematic under numbers
are maintained. 05/2902-451 until -455) based on the sample measurements (Note that there is no mechanical connection
between the sampling and dosing system).
3.0 CORROSION PREVENTION
4.1 Automatic Sampling: The automatic sampling panel opens different solenoid valves in the sequence SP1, SP5,
3.1 Boilers and piping must be protected against general corrosion and pitting. Corrosion of iron results when SP2, SP3, SP4 in order to take samples from different points and measure pH and conductivity for each. In order to
water is non-alkali, or where dissolved oxygen, carbon dioxide or other gases are present. be able to take samples from the near vacuum in the TG condensate line (sampling point SP1) a small sample
booster pump has been installed near the condensate pump.
3.2 Corrosion in the steam and condensate lines is reduced to a minimum by the use of a filming amine to The number of samples per day can be adjusted via ICS and 0 samples/day deactivates the whole unit incl. dosing.
On the automatic sampling panel, the sampling operation can be set into manual mode an a sampling point
maintain the steam and condensate in a slightly alkaline condition.
manually selected. In manual sampling mode the selected valve will be shown in manual mode on ICS mimic 2906.
Note: remember to switch back to automatic, since automatic dosing uses the last measurement for the dosing
4.0 CARRYOVER PREVENTION decision. All stop valves should be open in normal operation. This pump normally activates automatically but can
also be run manually. The solenoid valves near the sample booster pump can either be operated fully automatic,
4.1 Entrained moisture and associated solids passing from a boiler with the steam are known as carryover. In manual via a switch on the booster pump motor starter or manually directly on the valve with a screw driver.
order to avoid carryover the boiler water concentrations of solids must be maintained below the values at The sample water is cooled with drinking water. The cooling is not controlled but if the temp. transmitter after the
which contamination of the steam becomes dangerous. sample cooler indicates not sufficient cooling, the sampling solenoid valves will close automatically to protect the
sensors. Thus the amount of cooling water should be adjusted to provide just enough but not too little cooling.
4.2 Additional causes of carryover other than the concentration of salts in the boiler water are as follows: Manual sampling for (old style) manual chemical analysis is also possible with the 3-way valve just after the sample
cooler on the autom. sampling panel.
(a) High water level and load
(b) Presence of oil, grease and other foam inducing materials in the feed water. 4.1.1.1 Automatic Dosing: The chemical dosing points have been chosen to suit Drew Ashland's Drewplex AT/OX chemical
system. Dosing of the oxygen scavenger OX is controlled only by the temperature of the feed water (Temp.
transmitters 176 and 179) and the respective feed water flow rate. The readings from the feed water samples are
4.3 Priming is avoided by the following:
used to control the pH and conductivity by injection of AT into the feed water line shortly before the OFB, the HP
and LP drum. The dosing units should be filled with concentrated (non-diluted) chemical. There are 3 modes of
(a) Maintaining the correct water level. operation:
(b) Maintaining closely monitored control of feed water purity by the use of correct chemical 1) local dosing from the dosing pump directly by adjusting the stroke size,
treatment, and regular blowing down operations. 2) PLC controlled fully automatic dosing based on the feed water temperature and the sample readings
(c) Positive prevention of oil or salt contamination. and
3) ICS remotely adjusted yet manual control by entering a fixed dosing rate (in l/hr) on ICS mimic 0926.
4.4 Chemical treatment to avoid formation of scale, corrosion and carry-over is to be considered for boiler and
feed water. Chemicals are added to react with the salt in the water to produce conditions as required by In modes 2) and 3) the dosing pump stroke length should be adjusted to 100%, since the dosing rate is controlled
the chemical water treatment suppliers. by the frequency of dosing pump piston actuation.
For further details refer to the vendor manual.

IMO - 9359038 Boiler Water Treatment
Rev.: 2015.12.01
1. GENERAL 1.3 Corresponding Exhaust Gas Data for EGB stage data
The exhaust gas boiler consists of two separated steam systems: low pressure (LP) and high pressure (HP). Design Eng. Load : 85% MCR
Design Exh. Gas Temperature - HP stage inlet : 316 °C
For each stage: Design Exh. Gas Temperature - HP outlet / LP inlet : 199 °C
Design Exh. Gas Temperature - LP stage oulet : 172 °C
1. the feed water is first pumped into the respective drum (the water phase in the drum serves as pressurized feed Exh. Gas Pressure Drop (Design) - HP & LP combined : 127 mmWC
water buffer)
2. from there the circulation pumps lead feed water into the evaporator coils (EVAP) of the respective EGB stage, For different modes of operation - EGB and OFB in conjunction - refer to section 5.25.
where the feed water is evaporated to saturated steam
3. the saturated steam is then lead back into the drum (the vapor phase in the drum serves as steam buffer tank) 2 INSTRUCTIONS
4. from the drum the saturated steam is lead through the superheater (SUP) for additional heating (and drying) of the
saturated steam on its way to the respective steam turbine stage - see section 5.25. In order to prevent damage of the exhaust gas boiler by eventual soot fire, the circulating pumps should always be kept
in continuous service - also during stay in port.
The boiler is provided with exhaust gas damper and bypass damper, ensuring automatic bypass of exhaust gas at main
engine running below approx. 55% MCR. Note that a low exhaust gas flow and thus low exhaust gas velocity through In general the boiler should never be allowed to run dry. In an emergency the exhaust gas should be bypassed the
the EGB leads to more soot deposits between the EGB coil fins. boiler i.e. dampers for be forced into position of closed to boiler and bypass open.
Both drums are equipped with steam heating coils for keeping it warm, when the Exh. Gas Boiler is shut down (e.g. in The boiler LP and HP evaporator section is each divided into 3 sections. In case of leakage the leaking section may be
port). cut off by means of valves and blank flanges.
1.1 HP Exhaust Gas Boiler Stage` Water washing to be carried out while being in port.
Steam Output : 21.6 t/hr 3 Sootblowing

Design Working Pressure - Drum : 9.5 bar g
Design Working Pressure - superheater outlet : 9.2 bar g The HP and LP stages are equipped with 6 and 4 electrically rotated sootblowing lances (respectively), for periodic
Design Working Temperature - superheater outlet : 289 °C cleaning of the exhaust gas side of the EGB in order to prevent soot fires. Since sootblowing consumes with 4.2 t/hr
Max. Allowable Working Pressure : 12 bar g about 20% of max. HP steam production, uncontrolled and sudden sootblowing may take too much steam from the
Feed Water Temperature : 160 °C steam turbine away and thus cause a steam pressure drop. Even though the heat of the water in the HP drum and the
Circulation Water Temperature : 180 °C heat in the EGB steel provides a buffering effect, this magnitude of steam loss over time would force the PMS to shift
load away from the shaft motor and onto the running DGs.
The actual HP pressure is controlled by the steam turbine HP stage inlet control valve (just after TP2 on diagram
03/3006). The HP pressure set-point is floating between 6.5 and 9.5 bar g (for highest efficiency) and depends on the Furthermore, pressure decrease rates much above 0.3 bar/min may cause steam flashing and cause water carry over
WHR system's operating point (mostly dependent on M/E and electrical load). See also section 5.25. into the superheater (detectable by a reduced post superheater steam temperature) and in extreme cases to water carry
over to the steam turbine, which could result in damage to the steam turbine. Hence, it is important that sootblowing is
1.2 LP Exhaust Gas Boiler Stage initiated in a situation, where pressure is increasing, in order to reduce the pressure decrease rate during sootblowing. In
the automatic ICS controlled sootblowing sequence this situation is created by deloading the TG.
Steam Output : 4.9 t/hr
Design Working Pressure - Drum : 4.0 bar g Hence the preferred sootblowing method is to manually start the automated sootblowing sequence for the respective
Design Working Pressure - superheater outlet : 3.6 bar g EGB stage through ICS (on mimic 0806 "Sootblowing System"). The stage and sootblowing interval (e.g. every day)
Design Working Temperature - superheater outlet : 193 °C should be chosen from operational experience using the increase of exhaust gas pressure drop across the respective
Max. Allowable Working Pressure : 12 bar g EGB stage as guidance. For that purpose ICS mimic 0810 "EGB Soot Condition Monitor" shows the pressure drop trend
Feed Water Temperature : 85 °C corrected for M/E load and other parameters. While different soot blowing intervals for HP and LP could prove useful, it
Circulation Water Temperature : 152 °C usually makes most sense to sootblow the HP stage first and the LP stage (further downstream of the exhaust gas flow)
next.
The actual LP pressure is uncontrolled and depends on the consumption by the steam turbine.

IMO - 9359038 Exhaust Boiler and Sootblowing
Rev.: 2015.12.01
ICS controlled sootblowing will then trigger the following sequence:
ALARMS
1. All sootblowing lances are warmed up using leak steam by slightly opening control valve C123 on diagram 03/3006.
2. The PMS deloads the turbine by one load step (300 kW), resulting in an HP steam pressure rise of 0.4 bar. (If the Name Description
0.4 bar pressure increase is not reached within 300 secs, the PMS deloads the TG by another load step. If the 0.4
bar increase is still not reached after 800 secs, ICS gives an alarm.) 2906002UA EXB FEED PUMP 2
3. Once the HP steam pressure reaches the 0.4 bar increase, ICS sends a signal to the sootblower control panel to 2906051UA HP EXB CIRCULATION PUMP 1
soot blow for 103 secs with the first lance (only one rotation). This will cause the steam pressure to drop again. 2906052UA HP EXB CIRCULATION PUMP 2
4. Next the ICS waits until the increased steam pressure level is reached again and gives the signal for soot blowing 2906076PT EXB FEED PUMPS
with the next lance (again for 103 secs / one rotation). 2906077PT EXB FEED PUMPS
5. The previous step is repeated until the last lance of the respective stage has been used. 2906101UA LP EXB CIRCULATION PUMP 1
6. As the last step the PMS reloads with TG and as a result the HP steam pressure returns to the initial set-point. 2906102UA LP EXB CIRCULATION PUMP 2
2906176TT EXB FEED WATER SUCTION
If the HP pressure level is with 9.5 bar g close to the HP steam dump threshold pressure, no deloading is performed and
sootblowing is started directly without pressure increase.For details see boiler manufacturer's soot blowing instructions.
2906179TT EXB FEED WATER DISH
2906236LSL DISTILLED WATER TANK M64
4 Safety Functions 2906237LSH DRAIN TANK M62
2906238LSL DRAIN TANK M62
If the steam pressure of either steam system (LP or HP) raises beyond a threshold level due to the steam turbines not 2906239LSH DEAERATOR TANK
accepting any more steam (depends on the electrical power management), first the respective steam dump will open 2906240LSL DEAERATOR TANK
(see also subsection on steam dumps) and only if dumping steam did not work, will the safety valves trigger: 2906286LT DISTILLED WATER TANK M64
Safety Valve Location pcs. OSS Item Trigger Pressure 2906531LT DEAERATOR TANK
No.
on HP Drum (Aft / Fwd) 2 3C1 12.0 barg 2906702FT HP EXB CIRCULATION FLOW1
after HP Superheater 1 C85 11.8 barg 2906703FT HP EXB CIRCULATION FLOW2
on LP Drum (Aft / Fwd) 2 1C1 12.0 barg 2906793PT ME A/C HT INLET PRESS
after LP Superheater 1 C1 11.8 barg 2906799TT ME SC-AIR COOL3 FEED WATER
2800050UA1 EXB SOOT BLOWER POWER FAIL
2800050UA3 HP EXB SOOT BLOWER OVERLOAD
2800050UA4 LP EXB SOOT BLOWER OVERLOAD
2800050UA5 HP EXB SOOT BLOWER SEQ FAIL
2800050UA6 LP EXB SOOT BLOWER SEQ FAIL
INSTRUCTION BOOKS
Book : Positioner/Actuator for exhaust gas control

Book : Turbo generator plant, section
Book : Exhaust generator, section
Book : Exhaust gas boiler

IMO - 9359038 Exhaust Boiler and Sootblowing
Rev.: 2015.12.01
IMO - 9359038 Saturated Steam System in ER
Rev.: 2015.12.01
GENERAL NOTES
One oil fired boiler and one exhaust gas boiler are installed. Steam trap isolating valves are normally left open.
The oil fired boiler has heating coils in water drum, the exhaust gas boiler is also fitted with heating coils. The coils are installed to The steam traps should be regular inspected to ensure that they are clean and in good working order.
maintain the boiler at a stand-by condition temperature at all times and prevent vacuum.
If the temperature in the engine room is below 15-20°C steam tracing may be necessary to maintain a flow through the fuel lines.
The boilers supply saturated steam for heating of the following:
Do not provide steam heating to fuel lines which contains diesel oil, or to closed lines which would prevent the free expansion of fuel oil
(a) FO bunker tanks resulting in damaged FO lines.
(b) Main engine FO heater
(c) Fuel oil heaters for the boiler and auxiliaries. The return line of each heating unit is equipped with a test valve to check the condensate for contamination. These valves are also open
(d) Fuel oil overflow and oily/water tanks during start-up to clear large quantities of condensate.
(e) Lubricating oil tanks and heaters
(f) FW heater for main engine Steam heating exhaust from the main engine FO heaters is normally led to the heating coils in the FO service tank in order to reduce the
(g) Tracing of fuel oil lines drain tank temperature to an acceptable limit.
(h) Preheating of boilers
(i) Scavenging air drain tank The combined drain and observation tank is fitted with an oil/water detector, having two sensors, one at top and one at bottom of tank.
(j) Boiler sludge treatment tank During skimming of the water surface in the tank, the water level is to be lowered below the upper oil/water sensor. This will effect the
(k) Bilge separators sensor signal and give an alarm. In order to avoid these alarms, the alarm is to be overridden on ICS operator station in ECR. The
(l) Accommodation overridden alarm will be reset automatically.
(m) Condensate drain tank
(n) Fuel oil filters
ALARMS
Steam supply from the exhaust gas boiler is controlled to max. pressure 8.0 bar by a damper in exhaust pipes, see section 5.26.
Surplus steam will be led to the combined dumping condenser/drain cooler when pressure increases above 8.0 bar.
Tag no. Description
In normal service the oil fired boiler will automatically start and stop at preset pressures. 3002751PT OFB STEAM PRESS
3008176TT CONDENS TEMP CONTROL
Steam drains from all heating units, which are equipped with steam traps run to the combined drain and observation tank. 3008551AU
OIL IN WATER
A
Drain and observation tank temperature is controlled by a control valve. When the temperature of the observation tank is below 80°C the 2800050PT1 EXB HP DRUM STEAM PRESS
drains are led directly to the observation tank. If temperature is above 80°C the drains are led through the condensate cooler. 2800050PT2 EXB LP DRUM STEAM PRESS
Automatic temperature control is provided for the following units:

MACHINERY
(a) Dirty water tank
(b) FO wing tanks
(c) FO D.B. tanks ICS controlled Item No. off m³/h bar
(d) FO service tanks (Set temperature adjusted on operation station in ECR) Oil fired boIler 1 5000 8.0
(e) FO heaters ME
(f) FW heater ME Exhaust gas boiler 1 3000 8.0
(g) Heaters for FO, DO and LO separators
(h) Calorifier
(i) Sludge tank
INSTRUCTION BOOKS
(j) Condensate drain tank
(k) Heat exchanger for accommodation
Book 56 : Oil fired boiler
Book 58 : Exhaust gas boiler
There are two types of water traps, thermodynamic and float types.
Book 4 section 7 : Dumping condenser
Book 7 section 8 : Oil/water detector
INSTRUCTIONS
Normal steam pressure for oil fired boiler is 8 bar.

Normal steam pressure combined with exhaust gas boiler operation is 8 bar.
Heaters and FO tanks are temperature controlled.

IMO - 9359038 Saturated Steam and Drain System in ER
Rev.: 2015.12.01
IMO - 9359038 Steam Drain System in ER
Rev.: 2015.12.01
GENERAL NOTES
One oil fired boiler and one exhaust gas boiler are installed. Steam trap isolating valves are normally left open.
The oil fired boiler has heating coils in water drum, the exhaust gas boiler is also fitted with heating coils. The coils are installed to The steam traps should be regular inspected to ensure that they are clean and in good working order.
maintain the boiler at a stand-by condition temperature at all times and prevent vacuum.
If the temperature in the engine room is below 15-20°C steam tracing may be necessary to maintain a flow through the fuel lines.
The boilers supply saturated steam for heating of the following:
Do not provide steam heating to fuel lines which contains diesel oil, or to closed lines which would prevent the free expansion of fuel oil
(a) FO bunker tanks resulting in damaged FO lines.
(b) Main engine FO heater
(c) Fuel oil heaters for the boiler and auxiliaries. The return line of each heating unit is equipped with a test valve to check the condensate for contamination. These valves are also open
(d) Fuel oil overflow and oily/water tanks during start-up to clear large quantities of condensate.
(e) Lubricating oil tanks and heaters
(f) FW heater for main engine Steam heating exhaust from the main engine FO heaters is normally led to the heating coils in the FO service tank in order to reduce the
(g) Tracing of fuel oil lines drain tank temperature to an acceptable limit.
(h) Preheating of boilers
(i) Scavenging air drain tank The combined drain and observation tank is fitted with an oil/water detector, having two sensors, one at top and one at bottom of tank.
(j) Boiler sludge treatment tank During skimming of the water surface in the tank, the water level is to be lowered below the upper oil/water sensor. This will effect the
(k) Bilge separators sensor signal and give an alarm. In order to avoid these alarms, the alarm is to be overridden on ICS operator station in ECR. The
(l) Accommodation overridden alarm will be reset automatically.
(m) Condensate drain tank
(n) Fuel oil filters
ALARMS
Steam supply from the exhaust gas boiler is controlled to max. pressure 8.0 bar by a damper in exhaust pipes, see section 5.26.
Surplus steam will be led to the combined dumping condenser/drain cooler when pressure increases above 8.0 bar.
Tag no. Description
In normal service the oil fired boiler will automatically start and stop at preset pressures. 3002751PT OFB STEAM PRESS
3008176TT CONDENS TEMP CONTROL
Steam drains from all heating units, which are equipped with steam traps run to the combined drain and observation tank. 3008551AU
OIL IN WATER
A
Drain and observation tank temperature is controlled by a control valve. When the temperature of the observation tank is below 80°C the 2800050PT1 EXB HP DRUM STEAM PRESS
drains are led directly to the observation tank. If temperature is above 80°C the drains are led through the condensate cooler. 2800050PT2 EXB LP DRUM STEAM PRESS
Automatic temperature control is provided for the following units:

MACHINERY
(a) Dirty water tank
(b) FO wing tanks
(c) FO D.B. tanks ICS controlled Item No. off m³/h bar
(d) FO service tanks (Set temperature adjusted on operation station in ECR) Oil fired boIler 1 5000 8.0
(e) FO heaters ME
(f) FW heater ME Exhaust gas boiler 1 3000 8.0
(g) Heaters for FO, DO and LO separators
(h) Calorifier
(i) Sludge tank
INSTRUCTION BOOKS
(j) Condensate drain tank
(k) Heat exchanger for accommodation
Book 56 : Oil fired boiler
Book 58 : Exhaust gas boiler
There are two types of water traps, thermodynamic and float types.
Book 4 section 7 : Dumping condenser
Book 7 section 8 : Oil/water detector
INSTRUCTIONS
Normal steam pressure for oil fired boiler is 8 bar.

Normal steam pressure combined with exhaust gas boiler operation is 8 bar.
Heaters and FO tanks are temperature controlled.

IMO - 9359038 Saturated Steam and Drain System in ER
Rev.: 2015.12.01
IMO - 9359038 Steam System for Turbogenerator
Rev.: 2015.12.01
1. GENERAL
The system provides the dual pressure steam turbine of the combined turbo/power turbine generator set with high and low pressure IC 066 will dump excessive LP saturated steam pressure to the condenser. During dump the pressure will be maintained at 2.0
(HP & LP) superheated steam from the exhaust gas boiler. For each steam pressure level it provides the following major barg. The valve will close upon signal failure and if vacuum in the condenser has decreased to 250 mm Hg.
functionality:
KC 041 will maintain the LP steam pressure to the turbine at 1.8 barg. The valve will close upon signal failure, and if the pressure
rises too much (set point 2.4 barg).
1. Lead saturated steam from the steam drums to the superheater (SUP) in the respective (LP or HP) exhaust gas boiler stage.
2. Measure flow and temperature of the produced superheated steam.
3. Dry the steam once more by passing it through a steam separator. 2.1 MODES OF OPERATION - OFB AND EGB
4. Lead the dried and superheated steam separately via the respective steam inlet valve (on the TG unit) into the respective There are several different modes of operation for the oil fired boiler (OFB) in conjunction with the exhaust gas boiler (EGB) system:
steam turbine section (HP / LP).
5. Dump any excess steam (if the steam pressure exceeds the dump pressure threshold) by controlled mixing with feed water in a Mode of Operation Required Actions
3-way valve and lead the dumped steam into the vacuum condenser. • OFB alone serves aux. heating steam • OFB and EGB systems are disconnected by closing the 2 valves with
system item no. 3C2.
Furthermore the system provides HP steam to the EGB sootblowers (for both the LP and HP stage) • EGB steam system is disconnected and • OFB burner is controlled by the OFB pressure control system.
runs independently or is shut down (e.g.
in port).
2. OPERATING • The EGB steam system serves both the • OFB and EGB systems are connected by opening the valve with item
steam turbine and the aux. heating no. 3C2 and the correct flow direction.
Steam supply to the turbo generator is controlled from the Power Management System (See section 5.50). steam system. • The pressure control system of the turbo generator governs the HP
• OFB is off. steam pressure using the HP steam turbine inlet control valve.
The HP steam turbine inlet valve is controlled by the fast TG controller in order to keep the turbine at constant rpms (and thus the
• If LP steam is used for the turbine, then it is pressure controlled at 3.5
generator at constant frequency). With slow reaction speed, the power management system will shift electrical load to and from the
barg by the LP turbine inlet valve. Otherwise the LP steam is simply
TG in order to maintain a large HP steam turbine inlet valve opening degree, which minimises the pressure loss across the valve
dumped by the LP dump valve, when the pressure reaches 4.0 barg.
and maximizes efficiency. The HP steam pressure will thus be floating between 5.5 -8.5 barg and is limited by the HP steam dump
• The EGB and OFB together serve the • OFB and EGB systems are connected by opening the 2 valves with item
on the high side.
steam turbine and aux. steam system no. 3C2.
(e.g. when burning sludge in voyage). • The OFB is run in manual (non-pressure controlled) mode with a crew
The LP steam pressure is controlled to 3.5 barg by the LP steam inlet valve on the TG unit. Hence the power delivered by the LP
steam turbine is not controlled and instead utilises all of the produced LP steam. If LP inlet valve is already fully open and the LP adjusted fuel/sludge burning rate.
steam pressure still rises, the LP dump valve will start dumping steam, when it's threshold of 4.0 barg (adjusted on ICS mimic 0732) • The pressure control system of the turbo generator governs the HP
is reached. steam pressure using the HP steam turbine inlet control valve.
• If LP steam is used for the turbine, then it is pressure controlled at 3.5
The LP steam pressure set-point can be lowered down to 2.1 barg (for higher efficiency), however a lower LP pressure and the barg by the LP turbine inlet valve. Otherwise the LP steam is simply
resulting higher heat transfer in the LP stage will lead to reduced exhaust gas temperatures, which could lead to accelerated dumped by the LP dump valve, when the pressure reaches 4.0 barg.
corrosion of the exhaust gas ducting down stream. Therefore LP steam pressure set-points below 3.5 barg should only be used
after sufficient operational experience and at the operators risk. Note that the OFB can not alone serve the turbine (i.e. when the EGB is not running).
Before starting-up and supplying steam to the turbo generator check that no water is present by opening the manual drains up-
steam of the turbine stop valves. 3. TEST OF DUMP AND PRESSURE CONTROL VALVES
See steam turbine manufacturer’s instructions for bringing into operation and loading of the turbo generator. Dump and pressure control valves to be tested at regularly intervals.
The exhaust gas boiler steam production is a function of the exhaust gas quantity and temperature (ME load). See boiler maker’s The dump valve to be forced open by setting the controller to a lower value than the normal set point. Dump valve to open approx.
instruction. 10%. Then close instrument valve from condenser to pressure switches and connect a hand pump to the 3-way valve before the
pressure switch, in order to rise the vacuum for approx. 300 mm Hg. Thereafter the vacuum has to be decreased slowly and check
The desuperheater will secure the condenser against too high steam pressure and temperature if/when excessive steam has to be that dump valve LC 064 closes, when vacuum has decreased to 250 mm Hg.
dumped to the condenser. During dump steam temperature will be maintained at approx. 105oC by the temperature controlled
coolant control valve.
LC 064 will close upon signal failure and if vacuum in the condenser has decreased to 250 mm Hg, and if temperature in the
condenser exceeds 120oC.

Rev.: 2015.12.01
Rev.: 2015.12.01
ALARMS 2800725TT LP EXB FIRE DETECTION 7
Name Description 2800726TT LP EXB FIRE DETECTION 8
2800727TT LP EXB FIRE DETECTION 9
2800001LT OFB WATER LEVEL
2800001UA OFB FAIL
2800001UA1 OFB SHUT DOWN
2800050FT1 EXB HP STEAM FLOW
2800050FT2 EXB LP STEAM FLOW INSTRUCTION BOOKS
2800050JYO EXB SOOT BLOWING RELEASE
2800050LAH1 HP DRUM HIGH WATER LEVEL Book no. : Turbo generator plant, section
2800050LAH11 HP DRUM STBY M HIGH WATER Book no. : Turbo generator plant, section
2800050LAH12 LP DRUM STBY M HIGH WATER Book no. : Oil fire boiler
2800050LAH2 LP DRUM HIGH WATER LEVEL Book no. : Exhaust gas boiler
2800050LAL1 HP DRUM LOW WATER LEVEL
2800050LAL11 HP DRUM OPR. MODE LOW WATER
2800050LAL12 LP DRUM OPR. MODE LOW WATER
2800050LAL2 LP DRUM LOW WATER LEVEL
2800050LSH1 HP DRUM HIGH WATER LEVEL
2800050LSH2 LP DRUM HIGH WATER LEVEL
2800050LSL1 HP DRUM LOW WATER LEVEL
2800050LSL2 LP DRUM LOW WATER LEVEL
2800050LT1 EXB HP DRUM LEVEL
2800050LT2 EXB LP DRUM LEVEL
2800050PDT1 HP EXB DIFF PRESSURE
2800050PDT2 LP EXB DIFF PRESSURE
2800050PT1 EXB HP DRUM STEAM PRESS
2800050PT2 EXB LP DRUM STEAM PRESS
2800050TT1 HP EXB EXH GAS INLET TEMP
2800050TT2 LP EXB EXH GAS INLET TEMP
2800050TT3 HP EXB SUPERHEATED STEAM
2800050TT4 LP EXB SUPERHEATED STEAM
2800050TT5 LP EXB EXH GAS OUTLET TEMP
2800050UA1 EXB SOOT BLOWER POWER FAIL
2800050UA2 EXB SB LOW STEAM PRESS
2800050UA3 HP EXB SOOT BLOWER OVERLOAD
2800050UA4 LP EXB SOOT BLOWER OVERLOAD
2800050UA5 HP EXB SOOT BLOWER SEQ FAIL
2800050UA6 LP EXB SOOT BLOWER SEQ FAIL
2800704TT HP EXB FIRE DETECTION 1

Rev.: 2015.12.01
No Diagram to This Topic.

IMO - 9359038 Exhaust Gas Boiler Bypass Damper
Rev.: 2015.12.01
A bypass damper is installed across the exhaust gas boiler. ALARMS
At ME low load the exhaust gas is bypassed to prevent soot blocking of the boiler.
Tag no. Description
At ME load above 50% the bypass closes and the exhaust gas boiler starts to produce steam. 28000502 BY-PASS DAMPER
By-pass valves are either open/closed.
However, to keep the selfcleaning effect of the boiler the gas velocity must not drop below the value corresponding to M.E. load 50%
MCR. (The gas pressure drops across the boiler compared with design values will control the gas velocity).
Normally ICS controls the bypass damper automatically. Manual operation is possible from the boiler control panel or at the damper
actuator.

IMO - 9359038 Exhaust Gas Boiler Bypass Damper
Rev.: 2015.12.01
IMO - 9359038 Exhaust Gas / Air Intake System for ME
Rev.: 2015.12.01
The main engine has direct air intake from outside through a ducting.
The turbochargers are provided with an air intake housing around the normal
silencer.
The engine is provided with two waste gate valves on the scavenging air receiver,
which opens in case of low ambient temperature (-5 deg.C) and too high pressure
in the receiver. Temperature sensor is mounted in air intake ducting. See engine
manual.
The intake air is cooled in a two stage F.W. cooler, first section is used for preheat
of feed water and second section is cooled by LT FW.

IMO - 9359038 Exhaust Gas / Air Intake System for ME
Rev.: 2015.12.01
IMO - 9359038 Direct Air Intake System for ME Turbochargers
Rev.: 2015.12.01
GENERAL.
The M. E. turbochargers are provided with direct air intake from outside the engine room at B- and C-deck levels.
To prevent ingress of moisture and dust, 8 filter elements are fitted as shown on drawing opposite. Separated water
is collected in integral bilges and drained to clean bilge tank through water seal.
The entire ducting is sound insulated with mineral wool which is covered with glass web. The gangway at the bottom
is on top of this covered with stainless steel plate.
SERVICE.
Pressure drop across the filters must be checked regularly on ICS operator station in ECR.
When final pressure drop at nominal air flow 500592 kg/h (corresponding to 100% MCR) exceeds 3.5 mbar the
coalescer pads must be replaced. To prevent water being drawn into ducting during replacement, the pads must be
covered with roller curtains in accordance with instructions on a plate mounted near the door on the c-deck.
Check regularly that:
- Sound insulation is intact and mineral wool has not been drawn into the ducting.
- All drains are in good working order, to prevent water entering the ducting.
ALARMS.
Tag no. Description

2103083PDT ME AIR INTAKE FILT

IMO - 9359038 Direct Air Intake System for ME Turbochargers
Rev.: 2015.12.01
IMO - 9359038 ME Scavenge Air System
Rev.: 2015.12.01
From the main engine scavenge air receiver compressed air is used for sealing air at:
• power turbine
• gas valves before power turbine
• exhaust boiler soot blowers
ALARMS.
Tag no. Description

2100810TT3 ME SC-AIR COOL 1
2101701LS
ME AIR COOL 3 LEAKAGE
H
2101702LS
H
2101703LS
H
2103086PT ME SC-AIR RECEIVER
2103214TT ME SC-AIR RECEIVER

IMO - 9359038 ME Scavenge Air System
Rev.: 2015.12.01
INTENTIONALLY
LEFT
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IMO - 9359038
Rev.: 2015.12.01
5.30 START FROM DEAD SHIP CONDITION.
Now start a DG from Generator Control Panel by following procedure:
At dead ship condition it is possible to power up the ship, by starting the emergency generator manually by an - Check “REMOTE/READY TO RUN“ lamp is on.
emergency hydralic starter buildt on the diesel, if the starting battery is powerless. - Set the chosen DG "MANUAL/AUTO" switch to "MANUAL"
- Select the DG, by the generator selector switch
The dedicated 24 V battery for powering the electronic engine control panel shall be charged. - Push the "START" button. When the DG is running check voltage and frequency.
- At the same time, turn the ”SYNCHR. OVERRIDE” switch and push the ”C.B. CLOSE”.
Procedure for starting the emergency diesel generator: - Check voltage and frequency.
At emergency switchboard, generator section:

- Set the switch ” Block/Normal/Manual/Test” to ”Manual” Etablish normal supply to 440 V Main Switchboard by following the procedure descriped in chapt. 6.47.01 ”
- Set the switch ” Normal/Feedback” to ”Normal” RESTORATION OF NORMAL SUPPLY”.
At the diesel engine:

- Switch the contact on engine control panel to ”Dead-ship” position.
- Check that voltage is present on the engine control panel.
- Open the valve for the hydraulic accumulator.
- Check the hydralic accumulator .
- Check the hydralic oil pressure on the pressure gauge of hydralic starter unit. App. 200 bar. ( If no pressure or too
low pressure, pump it up by means of the hand operated hydraulic pump).
- Push the start button on the hydraulic starter unit, untill the engine starts.
At emergency switchboard, generator section:

- Push the button ”MAN. CLOS. OF CIRC. BR.r”
- Check voltage and frequency.
The emergency switchboard will now be powered. 440 V and 230 V emergency power, and 24 V DC will now be
available.
Etablish Feed back to main switchboard by following the procedure descriped in chapt. 6.47.01.”FEEDBACK MODE”
When the 440 V Main Switchboard is powered, manually start:

- a Starting Air Compressor
- Sea and Fresh Water Cooling Pumps.
- Engine room ventilation fan(s), for the DG to be started.
Before starting a DG check the following:

- Lub. oil priming pump for the actual DG is running.
- M.E. F.O. feed and booster pumps are running.
- Selector switch on local DG panel is set to ”REMOTE”
- Selector switches ”MAN/AUTO” for transformer feeders on 440 V Main Switchboard are set to ”MANUAL”.

IMO - 9359038 Start From Dead Ship Condition
Rev.: 2015.12.01
Table of Contents
1. GENERAL ..................................................................................................................................................... 2
1.1 PREFACE ................................................................................................................................................ 2
1.2 ABBREVIATIONS....................................................................................................................................... 2
1.3 PURPOSE................................................................................................................................................ 2
1.4 CONFIGURATION...................................................................................................................................... 2
1.4.1 The turbo generator .......................................................................................................................... 2
1.5 OPERATION ............................................................................................................................................. 3
1.5.1 The turbo generator .......................................................................................................................... 3
1.5.2 Soot blowing of exhaust gas boiler ................................................................................................... 3
2. VARIOUS RUNNING CONDITIONS ............................................................................................................. 5
2.1 ME RUNNING UP, EL-LOAD IS 3 MW ~ 25% REEFER. ................................................................................. 7
2.2 ME RUNNING DOWN, EL-LOAD IS 3 MW ~ 25% REEFER. ............................................................................ 9
2.3 ME EMERGENCY RUNNING DOWN, EL-LOAD IS 3 MW ~ 25% REEFER. .................................................... 11

IMO - 9359038 Waste Heat Recovery System
Rev.: 2015.12.01
1. General
1.4 Configuration
1.1 Preface
The waste heat recovery system consist of the following main components:
This manual part forms a general view of the waste heat recovery system, explains the main
• Main engine
components and how these components interact with each other. Operation and automated start and
• Exhaust gas boiler
stop of various units as well as some control loops are presented. Detailed information of the
components and the controls are explained in the specific manual sections and vendors manuals. • Turbo generator
• High voltage switchboard

1.2 Abbreviations
• Shaft motor / generator
CB Circuit Breaker
DG Diesel Generator • Power management system
ELS Economical Load Sharing
FDS Functional Design Specification • Integrated computer system
GCP Generator Control Panel
GENOP Generator Protection Relays
1.4.1 The turbo generator
GT Gas Turbine (or Power Turbine)
HP High Pressure (Steam) The turbo generator consists of a gas turbine, a steam turbine, a generator, two gears, a control
ICS Integrated Computer System
cabinet, a safety system and auxiliaries. The gas turbine is driven by exhaust gas and connected to
LP Low Pressure (Steam)
MCR Maximum Continuos Rating (ME) the back end of the steam turbine via a gear and a SSS clutch.
ME Main Engine
PBL Peter Brotherhood Ltd 1.4.1.1 The steam turbine
PMS Power Management System, Siemens supply
SCM Synchronous Condensing Machine The steam turbine has two steam inlets – one high-pressure steam inlet (HP-inlet) and one low-
SG/M Shaft generator or motor pressure steam inlet (LP-inlet). The steam turbine exhausts to a seawater cooled vacuum condenser.
SG Shaft Generator
SM Shaft motor Exhaust gas outlets from the main engine turbo chargers and from the gas turbine are connected to
SSS Synchro-Self-Shifting (Clutch) the exhaust gas boiler.
TG Turbine Generator
WHR Waste Heat Recovery The exhaust gas boiler is arranged with a HP drum and a LP drum. Circulation pumps circulate boiler
AI Aalborg Industries water through evaporator coils and back to the drum. Steam is taken from the drums and led through
1.3 Purpose super heating coils to the steam turbine HP and LP inlets.
The purpose of the waste heat recovery system is to use the energy within the main engine exhaust Dump and de-superheating valves are arranged to by-pass HP and LP steam to the vacuum
gasses instead of waste it. The heat of the exhaust gasses is converted to electrical power and condenser. The dump valves are pressure controlled and the de-superheating valves are temperature
supplied to the vessels electrical supply system via a combined steam and exhaust gas turbine controlled. Both steam drums are fitted with safety valves.
generator system. The HP and the LP turbine inlets are fitted with inlet control valves and shut off valves.
The nominal power of the turbine generator is 6 MW but limited by the exhaust gasses available in
1.4.1.2 Gas turbine valve arrangement
the various operating conditions.
A valve arrangement is used to start and stop the gas turbine and by-pass exhaust gas when power
turbine is not operating Five (5) valves are arranged to control the gas flow to the gas

Rev.: 2015.12.01
turbine. Two valves upstream the gas turbine, the first (V401) is a fast shut off valve and the next possible and feasible and also automatically stopped. The operation of LP steam and the gas turbine
(V404) is a tight shut off valve. In between is arranged a leakage valve (V413) that opens when the is enabled or disabled from the ICS.
two shut valves is shut. This leakage valve leads possible leakage gas to the funnel.
1.5.1 The turbo generator
XV-9001 TO EXHAUST GAS
The turbo generator is started manually. The engineer opens the HP-inlet valve and brings up the
ECONOMISER
V411
speed for the governor to take over. When remote control has been selected at the local control panel
V410 XV-9002
the synchronising aid adjust speed and it is possible to connect the generator circuit breaker. In auto
V413
POWER
mode the circuit breaker is synchronised by the PMS.
V414 TURBINE
XV-9003
XV-9008
XV-9004
XV-9006
The PBL control system request load to be added depending on available steam produced and the
V402 V405 PMS then transfer load from other generators to the turbo generator. PMS controls the load sharing
V421 V417
V401 V404
by adjusting the speed droop curves up and down for the individual generators.
XV-9005
The turbine generator will request for load as long as HP steam pressure is above 5.5 barg and the
XV-9007
V408
GAS V420 HP steam inlet valve is below 90% open. When the HP by-pass valve (dump valve) is closed Turbine
INLET
V407
pressure control loop reduces HP steam pressure towards 5.5 barg.
A start valve (V407) is arranged parallel with the tight shut off valve. This valve is used to accelerate
the gas turbine to a speed where the tacho pick ups are giving feedback. When the tacho feedback 1.5.2 Soot blowing of exhaust gas boiler
has been established, the tight shut off valve opens and hen the SSS clutch is then engaged and full The crew has to judge when sootblowing is required. The ICS will monitor the differential pressure
power will be transferred from the gas turbine shaft to the main shaft. across the exhaust gas boiler and gives a warning at too high differential pressure.
A by-pass valve (V410) is used to by-pass gas from the main engine exhaust gas manifold to the Sootblowing is inhibited by the ICS at ME MCR above 75%.
funnel if the load of the engine is above 57% MCR and the gas turbine is off service. At 55% MCR Sootblowing requires 4.2 ton/hr HP Steam which equivalents 750kW turbine power at design
either the by-pass or the GT shall be used to gain a suitable pressure in the exhaust gas manifold. conditions.
(The by-pass opens at 57% MCR and closes at 47 % MCR) HP-boiler and LP-boiler is sootblown by separate sequences. HP-boiler sequence involves activating
The PBL automation system automatically controls the gas turbine valve arrangement. 6 sootblowing lances one by one and LP-boiler involves 4 lances. Blowing one lance lasts 103 sec.
Before blowing the first lance, the system has to be warmed up this last app. 5 minutes.
1.5 Operation
At normal running conditions the Turbine is using all available HP steam. Activating sootblowing in
The turbo generator can operate as single generator or in parallel with other generators depending on
this situation could result in a not acceptable pressure drop rate. Hence, it is important that
available exhaust gas and the load situation.
sootblowing is initiated in a situation, where yhe HP steam pressure is increasing, in order to reduce
the pressure drop rate during sootblowing.
The power management system (PMS) is normally set to ELS mode (economical load sharing mode)
To obtain an increasing pressure the TG will be unloaded 450kW in advance via a feedforward signal
in which the turbo generator is loaded as much as possible and feeds surplus power to the propeller
from PBL to the PMS and when pressure has raised 0.15 bar, one sootblowing lance sequence can
shaft through the shaftmotor/ gen when possible.
be initiated automatically
The turbo generator is manually started for idling speed on HP steam locally at the turbine. LP steam
and gas turbine is automatically added via the PBL control system when

Rev.: 2015.12.01
The complete sootblowing sequence will be as follows:
1) Sootblowing of HP or LP boiler is requested at the ICS,
2) Given ME MCR > 75%, ICS sets the signal to boiler control (AI), “Warm up”
3) AI returns signal “ready for sootblowing” The ICS sets the signal to PBL “Sootblowing mode”, and
stores the pressure value.
4) PBL gives pulse “Unload TG 450kW” to the PMS and lifts the pressure control upper dead band
limit to allow for a pressure increase. The lower limit will be kept in order to protect against
excessive pressure drops.
5) The ICS monitors the pressure and when the pressure has increased 0.15 bar AI return signal
“finished blowing one lance” to ICS
6) Pressure would increase again and when it has increased to 0.4 bar above the initial pressure the
ICS initiates another lance.
7) When all lances (4 or 6) have been blowing the ICS releases the signal “Sootblowing mode” to
PBL and the normal pressure control takes over, and the TG will be loaded according to HP-
steam production.
8) Sootblowing sequence / logic to be seen / followed on the ICS display
Notes:
a) In case the pressure is at 8.5 barg (dump valve open) or reaches 8.5 barg during the pressure
increase phase, ICS initiates sootblowing without unloading of the turbine.
b) In case a pressure increase phase exceeds 60sec, the ICS shortly release the “Sootblowing
mode” signal and PBL gives the “Unload TG 450kW” pulse again.
In case a pressure increase phase exceeds 800 sec the ICS gives a warning to the crew.
The ICS aborts sootblowing in case of a ME shut or slown down, or ME MCR falls below 75% during
the sequence. Sootblowing lances will be automatically retracted by the Boiler Control Panel.

Rev.: 2015.12.01
2. Various running conditions
A couple of typical running conditions are detailed here for information. The curves shown are only
7000
indicating the principal performance that may differ from real operation. 6000
The following curves show the predicted WHR-system response on different events;
Shaft Motor max

5000
1. ME running up, EL-Load is 3 MW ~ 25% reefer (Average load)

4000
SM Max
3000
2000
2. ME running down, EL-Load is 3 MW ~ 25% reefer (Average load) 1000
0
0 15 30 45 60 75 90 105
ME RPM
Turbine power related to %MCR

From Wärtsilä
9000
8000
2500
7000
6000
2000
Power kWe
5000
SG Power
4000
1500
3000 SG Max
2000 SG-St.by start
1000
1000
0
50 60 70 80 90 100 110
500
ME %MCR
3. ME Emergency running down, EL-Load is 3 MW ~ 25% reefer (Average load)
0
The curves are based on the following general assumptions; 0 15 30 45 60 75 90 105
1) The turbine performance is estimated from the below chart, showing expected output at design
ME RPM
conditions (Ambient temp 25 degC and average aged ME).
The Steam turbine is started as soon as possible.

Rev.: 2015.12.01
Rev.: 2015.12.01
2.1 ME running up, EL-Load is 3 MW ~ 25% reefer.
a) 0-12min…SG is brought in operation and is running ELS with the DG
Exhaust gas damper opens when ME MCR have been above 35% in 20 sec.
.
b) 14-16min…TG connected and the HP dump valve will be open, i.e. the PMS increases load on
the turbine using a maximum load increase rate of 500 kW/min until the HP dump valve closes.
The PBL pressure control loop takes over, and the PMS follows the increase/decrease pulses
from PBL, steam pressure will slowly begin falling.
c) 18-26min… DG is running at minimum load (20%), and at 20min excess power allows SG to shift
to SM. When SG load is approaching zero the PMS shifts the SG into motor mode on the next
increase load on TG pulse from PBL.
If the dump valve is still open the PMS shifts SG to motor mode following the 500kW/min TG load
increase ramp.
d) 26min…the DG is stopped and only TG and SG/M are in operation. Steam pressure will at some
point have reached a stable level and the WHR system is running at optimal conditions.

Rev.: 2015.12.01
Rev.: 2015.12.01
2.2 ME running down, EL-Load is 3 MW ~ 25% reefer.
a) 0-24min…The TG power will be slowly reduced due to reduced steam production, steam
pressure would have a tendency to fall and PBL sends decrease load pulses to PMS. The SG/M
and the TG is running ELS, SM power is gradually reduced, as TG power falls of.
b) 18min…ME at 47% MCR and GT must be taken out of operation. GT valve closing time is 30 sec
and PMS shifts the load during this time.
c) 20min…SG/M shift from motor mode to generator mode.
d) 24min…PBL discovers that the MCR is below minimum for safe TG operation (40-45%), PBL
then closes the LP steam valves. The PMS introduces a st.by DG, power down the turbine
disconnects the CB and stops the turbine.
e) 25- 34min… SG and DG’s running parallel, SG stops at 45 RPM and the DG covers the
load...harbour mode.

Rev.: 2015.12.01
Rev.: 2015.12.01
2.3 ME Emergency running down, EL-Load is 3 MW ~ 25% reefer.
ME emergency running down occurs when a Shut-down, Slowdown or when the telegraph is set to
Half Ahead or below. In these situations the ME load down program is cancelled.
a) 0-10sec...When a run down of ME occur, that cancel the Load Program, a st.by. DG start is
requested undelayed. The power from GT is gone immediately, as ME fuel is cut off.
The hard preference trips are activated simultaneously, reducing the EL load to ships base load ~
2 MW
The SG/M is shifted to generator
b) 10-40sec…SG runs in parallel with TG. The TG is slowly unloaded following a predefined ramp.
c) 40 sec…St.by. DG is connected.
d) 40-70 sec… Turbine is disconnected by the PMS and taken out of operation.
e) 70-150sec…SG and DG is running in parallel until SG stop due to ME RPM below 45.

Rev.: 2015.12.01
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IMO - 9359038
Rev.: 2015.12.01
1 GENERAL------------------------------------------------------------ 2
6 TURBINE GENERATOR------------------------------------------ 7
1.1 Preface---------------------------------------------------------------- 2
6.1 SCM start / stop---------------------------------------------------- 7
2 CONCEPT------------------------------------------------------------ 2
6.2 Turbine generator as single generator--------------------- 7
3 GENERAL FUNCTIONS OG THE PMS---------------------- 2
6.3 Failure behaviour-------------------------------------------------- 7
4 PMS MODES--------------------------------------------------------- 2
7 DIESEL GENERATOR--------------------------------------------- 8
4.1 Basic Modes--------------------------------------------------------- 3
8 SYNCHRONOUS CONDENSER MOTOR (SCM)---------- 9
4.2 Operation Modes--------------------------------------------------- 3
9 HIGH VOLTAGE SHORE CONNECTION-------------------- 9
5 SHAFT GENERATOR / MOTOR (SGM)---------------------- 4
10 LOAD DEMAND----------------------------------------------------- 10
5.1 SCM start / stop---------------------------------------------------- 4
10.1 Thrusters------------------------------------------------------------- 10
5.2 Run-Up assistance------------------------------------------------ 4
11 GENERATOR PROTECTION------------------------------------ 11
5.3 ELS mode function------------------------------------------------ 4
11.1 Trip of reefer transformers------------------------------------- 11
5.4 Automatic booster function------------------------------------ 4
12 Notes on Power Management System---------------------- 12
5.5 Manual booster function---------------------------------------- 5
5.6 Shaft generator function---------------------------------------- 5
5.7 OFF mode------------------------------------------------------------ 5
5.8 Power- / load limitation------------------------------------------ 6

5.9 Shaft motor limitation-------------------------------------------- 6
5.10 Failure behaviour-------------------------------------------------- 6

IMO - 9359038 Power Management System
Rev.: 2015.12.01
1 GENERAL 4 PMS MODES
1.1 Preface At engine (Diesel / turbine / SGM / SCM)
This manual part forms a general view of the Power Management system, explains the main components
and how these components interact with each other. Detailed information of the components and the Control position: LOCAL REMOTE
- Start Engine
controls are explained in the specific manual sections and the Siemens, PMS manual. - Stop Engine
NOTE:
Important changes to Power Management System due to 2015 Conversion Project. At GCP
See Section 5.50 – Part 12.
2 CONCEPT Control position: MANUAL
- Start Engine(*)
AUTOMATIC
The power plant consists of: - CB synchronizing

- CB closing
3 Diesel generators (DG) each 3600 kW power factor 0.7. - Loading
1 Turbine generator (TG) of 6000 kW power factor 0.857 - Deloading
- CB opening
1 Shaft generator/motor (SGM) of 2500 kW / 6000 kW power factor 0.7 /0.85 - Stop Engine
1 Synchronous Condenser Machine (SCM) (Reactive power generator) of 6200 kVA

1 Shore Connection (SC) of 5000kVA, 6600V, 3 x 218.5 A over the plug connection. At PMS OP (HVS)
The PMS will control the power plant and supply the amount and quality of electrical power as demanded
by the various consumers in an efficient and safe way under all normal operating condition of the ship.
Control position: PMS OP ICS
Furthermore the power plant enables to take advantage of the waste heat recovery system and feed as
much power as possible to the propeller shaft. Semiautomatic Automatic
- Start Engine(*) - Engine start(*), CB
3 GENERAL FUNCTIONS OF THE PMS - CB synchronizing, synchronizing,
closing & loading
The operator can select between the standard PMS modes (semi automatic / automatic) via the PMS - Deloading &
connecting &
loading
operator panel (PMS OP) or via the ICS. In automatic with a single command the operator can start a CB opening
- Stop Engine
- Unloading,
disconnecting &
Diesel, synchronize and connect a generator breaker to the bus bar via the PMS OP or via the ICS. In Engine stop
semi automatic the operator can start a Diesel without that the circuit breaker will be synchronized and
connected to the bus bar (e.g. for testing Diesel start). The circuit breaker can be synchronized and At ICS
connected to the bus bar with a second command.

As soon as the circuit breaker is closed generators will run in load sharing mode controlled by the PMS. Semiautomatic Automatic
- Start Engine(*)
In case of any kind of failure on the electrical side or on the Diesel side the next available standby Diesel - CB synchronizing,
- Engine start(*), CB
synchronizing,
will be started, synchronized and connected on the bus bar to avoid a blackout situation. In case of a closing & loading
- Deloading &
connecting &
loading
powerless bus bar the PMS will start the next available standby generator set and connects the circuit CB opening - Unloading,
- Stop Engine disconnecting &
breaker without synchronizing. A Diesel is only available in standby if the automatic mode is selected. Engine stop
The start sequence of the standby Diesels is selectable via the PMS OP or via the ICS. (*): NOTE: except turbine. The turbine will be started always locally
Both, the shaft generator / motor and the turbine generator can not be selected as a standby generator.
The shaft generator / motor can be started in semi automatic via the PMS OP or via the ICS. The turbine
generator can be started or stopped in manual only.
If Diesel, shaft and / or turbine generator run in parallel, the asymmetrical load sharing will be always
activated. In this case the turbine generator runs with the 1st priority and the shaft generator with the 2nd
priority.

Rev.: 2015.12.01
4.1 Basic modes 4.2 Operation modes
On the PMS OP the following basic modes are selectable: The following table depicts the selectable operation modes.
 Semi automatic mode
 Automatic mode DG’s TG PTO / SG PTI / SM ELS SC
Mode 1 X
For each PMS unit the mode can be selected individually. Mode 2 X
The protection functions are independent of the actual mode and always active. Mode 3 X
Semi automatic mode Mode 4 X X X
In semi automatic the operator can control the generator set via the PMS OP or ICS. Mode 5 X X X
The operator can start (or stop) the Diesel or shaft generator / motor with one command. The turbine will Mode 6 X X X
be started always locally, in semi automatic the operator has the opportunity to stop the turbine. The Mode 7 X X X X
circuit breaker can be synchronized and connected to the bus bar with a second command, so that the Mode 8 X X
operator has the opportunity to run a Diesel, shaft generator / motor or turbine without connecting to the Mode 9 X X X X
bus bar. Mode 10 X X
In case of a powerless HVS the circuit breaker will be closed directly after the operator has given the Mode 11 X X
circuit breaker close command.
The load sharing is activated as soon as the circuit breaker is closed.
The command “circuit breaker off” will directly open the circuit breaker without unloading. PTO means “Power Take Out”. The shaft generator/motor plant takes power out from the main engine,
During this mode all automatic functions (e.g. blackout start, standby start, under load stop) are inhibited. i.e. acts as a generator (shaft generator mode [SG ]).
Automatic mode
In this mode the automatic functions (e.g. blackout start, standby start) are released. The automatic mode PTI means “Power Take In”. The shaft generator/motor plant gives power to the propeller shaft, i.e. acts
guarantees that under all conditions the power production and consumption are in balance. In case of any as a motor (shaft motor mode [SM ]).
kind of disturbances an additional Diesel will be started and the faulty one will be stopped.
In this mode the operator can start a Diesel, synchronize and connect to the bus bar with a single ELS means “Economical Load Sharing”. The load sharing is carried out automatically in a way that the
command. The operator will also be able to de-load, disconnect and stop a generator set with a single turbine generator always takes as much load as possible. The remaining part will be delivered by the
command. The Diesel will be automatically stopped after a cool down period. shaft and Diesel generators after the following priority:
The load sharing is activated as soon as the circuit breaker is closed.  1st priority: TG
The automatic mode is a precondition for the further PMS automatic modes, especially the shaft
 2nd priority: SG
generator / motor modes (see also 5.2 “Shaft generator / motor”).
 3rd priority: DG(s).
Control positions
In control position “GCP” on the GCP the Diesel and circuit breaker are controlled manually. As soon as
If all three types of generator sets (TG, SG and DG) are connected to the bus bar in general only the
the operator on the GCP switches the control position to remote (auto) the PMS is active in semi
generator set with the highest priority produces as much power as possible. The remaining generator
automatic mode. On the PMS OP the operator can select the automatic mode or the ICS as control
sets are running in symmetrical load sharing. The PMS takes care, that the Diesel will be running at least
position. After changing into the ICS control position the PMS can be controlled via the ICS. In this control
with a minimum (adjustable) load.
position the operator can also select the semi automatic mode or the automatic mode.

Rev.: 2015.12.01
5 SHAFT GENERATOR / MOTOR (SGM) If the acceleration is finished and none of the following modes are selected:
The SGM circuit breaker is normally closed, if not the circuit breaker shall be closed by an operator  Automatic booster
request via the PMS OP or ICS. This command is released by the PMS if sufficient apparent power is  Manual booste
available.
The ELS (economical load sharing) mode will be activated automatically by the PMS.
Via the function keys on the PMS OP or via the ICS the operator selects one of the following SGM
automatic modes: 5.3 ELS mode function
 Run up assistance (override function) This mode can be selected by the crew and can be overridden by the run up assistance mode.
 ELS (economical load sharing)
 Automatic booster Preconditions:
 Manual booster  The turbine generator or Diesel generator is already connected to the bus bar in automatic mode
 Shaft generator
The ELS function is used to benefit as much as possible from main engine waste heat.
Before the operator can select one of these modes the following pre conditions must be fulfilled: The turbine generator will produce as much power as possible from the available steam and exhaust gas.
 Start release by the shaft generator / motor controller Power in excess of ships and cargo load will be used to power the shaft motor. Consequently the main
engine will consume less fuel oil.
 Sea mode is activated
Under normal conditions at sea the turbine generator produces more power than is required for the ship
 SCM is ready in automatic mode or connected (shaft generator mode & ELS)
network and reefer container supply. The excess power of the turbine generator is used to drive the shaft
motor. In case of raised consumption or lower power production the PMS will reduce the load of the shaft
Note: If the SCM is not available, a start of the shaft generator will be blocked, but the start of the shaft
motor. If the load is nearly 0 kW the PMS will change the shaft motor to shaft generator.
motor will be possible.
5.1 SCM start / stop
5.4 Automatic booster function
When a shaft generator start is initialized, the PMS will in the 1st step start, synchronize and connect the
This mode can be selected by the crew and can be overridden by the run up assistance mode.
SCM to the bus bar.
After the shaft generator is stopped, the PMS will send a stop command to the SCM if the turbine
Preconditions:
generator is not connected to the bus bar.
 The turbine generator or Diesel generator is already connected to the bus bar in automatic mode
5.2 Run-up assistance
This mode can be selected by the crew and overrides the current active mode.
The run up assistance mode can be activated if the following pre conditions are fulfilled: In this mode the shaft motor shall support the main engine in case of load limitation to achieve the
desired speed.
 Thermal run up main engine (load program is active)
The automatic booster function is divided into two sub functions. If no load limitation is activated, this
 The turbine generator is already connected to the bus bar in automatic mode
mode works in same way as is described in the ELS mode function.
During acceleration from manoeuvring speed to cruising speed, the shaft motor will support the main
engine in order to reduce thermal stress. This mode only to be used when finish manoeuvring and
against cruise speed.
A run up program limits the main engine load during acceleration (for about one hour). During this time
the shaft motor shall give as much power as possible by using the power of the turbine generator and the
power of the already connected Diesel generators. Therefore the Diesel generators produce as much
power as possible (maximum limit 5% below the standby start limit). If the turbine generator and the
connected Diesels would be able to produce more power than required, the PMS will reduce the power of
the Diesel(s) and stops the excess Diesels.

Rev.: 2015.12.01
When the “load limitation signal” and the “speed deviation signal” is activated for 5 minutes, the PMS will 5.6 Shaft generator function
increase the load of the shaft motor by 400 kW pr minute until the maximum of 6 MW is reached. If the This mode can be selected by the crew and can not be overridden by the run up assistance mode.
SGM runs as shaft generator the PMS start, synchronize and connect the first standby Diesel. The shaft
generator will be stopped if its power is nearly 0 kW. The PMS will change over to the shaft motor mode Preconditions:
and increase the load of the shaft motor until the Diesel achieves its maximum load (90%). The PMS will • The SCM is ready to start or is already connected to the bus bar.
start the next Diesel(s), synchronize and connect them to the bus bar until the shaft motor load has
reached 6 MW. In this mode the SGM runs as a normal generator on the bus bar. If the shaft generator runs in parallel
with the turbine generator, the turbine generator will produce as much power as possible and the shaft
If the “load limitation signal” disappears for 10 minutes, the shaft motor will be de-loaded at a rate of 200 generator will produce the remaining power. If the shaft generator runs in parallel with a Diesel generator,
KW pr minute. Depending of the consumption in the network the shaft motor can be kept in service or the the shaft generator will produce as much power as possible and the Diesel generator will produce the
shaft motor will have to be changed over to the shaft generator. remaining power.
f the shaft motor can be kept in service, the Diesels will be de-loaded to their minimum load. The Diesel If the reserve power of the shaft generator falls to 10% of the nominal power, the PMS starts,
will be kept in service until the HP dumped steam has been able to substitute the shaft generator power synchronizes and connects the first standby Diesel to the bus bar. If the power of the Diesel achieves its
for at least15 minutes. minimum load, the Diesel keeps in service. If the shaft generator has been able to substitute the Diesel
If the shaft motor must be changed over into the shaft generator the Diesel will be de-loaded until the load power for 15 minutes, the PMS will de-load, disconnect and stop the Diesel.
of the shaft motor is nearly 0 kW. The PMS stops the shaft motor and starts the shaft generator with a
load nearly 0 kW. If the shaft generator has had the reserve power to substitute the Diesel power for 5.7 OFF mode
more than 15 minutes, the PMS will disconnect and stop the Diesel. In this mode the SGM is off. If the shaft motor is already connected, the PMS will decrease the load of the
shaft motor at a rate of 200 kW pr minute and stops the shaft motor below 300 kW.
5.5 Manual booster function
This mode can be selected by the crew and can be overridden by the run up assistance mode. 5.8 Power-/ load limitation
The maximum available power of the shaft generator / -motor is depending on the main engine (ME) rpm.
Preconditions: Below the ME minimum limit of 45 rpm the SGM will be blocked. As generator between 45 rpm and 80
• The turbine generator or Diesel generator is already connected to the bus bar in automatic mode rpm, the maximum power increases continouosly from 56% to 100 % of nominal power. As motor,
between 45 rpm and 90 rpm, the maximum power increases continuously from 55% to 100% of nominal
The manual booster function is used to boost ships speed in situations, where a reduction of main engine power.
stress is necessary. Such a situation could be a minor main engine alarm, where the crew will de-load the
engine and closely track the engine trends.
The manual booster function will boost as much as possible with those Diesels currently connected and : SM mode
: SG mode
turbine generators, but is limited by an operator setting. The function will not automatically start additional
SG mode: 2500 kW
Diesel engines. Power
% SM mode: 6000 kW
As soon as the operator selects this mode the PMS will increase the shaft motor load at a rate of 400 KW 100
pr minutes until it achieves the selected load set point or the maximum load of a generator set. 90
If the SGM runs as shaft generator the PMS will increase the load of the running Diesel. The PMS stops 80
the shaft generator, if its power is nearly 0 kW, changes over to the shaft motor mode and will increase 70
SG mode: 1400 kW
60 56%
the load of the shaft motor at a rate of 400 kW pr minute. 50 Standby limit
(95% Pnom)
40 SM mode: 3000 kW
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100 rpm
Fig.No. 1: SGM load

Rev.: 2015.12.01
5.9 Shaft motor limitation Engine telegraph below minimum
The shaft motor will be limited in situations where sufficient power is not available. The PMS will Shaft generator mode: The PMS will start, synchronize and connect the 1st standby Diesel. If the
activate the limitation, if the Diesel generator achieves 95 % of the available power (This value is above consumption is above 3.0 MW the PMS will start, synchronize and connect the 1st and 2nd standby
the ‘standby’ limit and below the ‘trip of unessential consumers’ limit) or if the turbine generator sends Diesel.
the “full load” signal. The PMS reduces the shaft motor load until the Diesel generator will fall to 92 % When the Diesel(s) are connected on the bus bar, the PMS starts to de-load and stop the shaft
of the available power or if the signal “full load” disappears. generator.
The SGM converter controller itself limits the load of the shaft motor automatically, if the bus bar Shaft motor mode: The PMS will reduce the load of the shaft motor as fast as possible (250 kW pr
frequency will fall below 58.0 Hz. This limitation is independent from the PMS. second), stop the shaft motor if the load falls below 300 kW and will change over to the generator
mode.
5.10 Failure behaviour The PMS will start, synchronize and connect the 1st standby Diesel. If the consumption is above 3.0
SGM warning MW the PMS will start, synchronize and connect the 1st and 2nd standby Diesel.
Shaft generator mode: The PMS starts, synchronizes and connects the 1st standby Diesel. SCM trips
Shaft motor mode: The PMS activates an alarm. Shaft generator mode: The PMS will start, synchronize and connect the 1st standby Diesel. If the shaft
SGM Generator overload generator is the only generator connected to the bus bar, the PMS will trip unessential consumers.
Shaft generator mode: The SGM will increase its nominal power limit to 125% for 60 sec. The PMS
starts, synchronizes and connects the 1st standby Diesel. Shaft motor mode: no reaction, if TG is not connected (see 6.3 “Failure behaviour”).
Shaft motor mode: Not available in this mode.
Delayed trip by SGM Turbine trips
Shaft generator mode: The PMS will start, synchronize and connect the 1st standby Diesel and will stop Shaft motor mode: If the turbine generator is the single generator on the bus bar and if this generator
the SGM as soon as the Diesel is connected to the bus bar. trips, the shaft motor will change over immediately to the generator mode. A blackout may be avoided.
Shaft motor mode: The SGM converter controller reduces the load of the shaft motor until the The change over process is handled directly by the SGM converter controller. All necessary information
minimum load and stops the shaft motor. The PMS activates an alarm. will be received by the SGM converter controller directly from hardwired signals.
Trip / Blocking by SGM
Shaft generator mode: The PMS will trip unessential consumers to protect the network and will start, Note: If the circuit breaker is tripped in shaft motor mode and the load had exceeded 4.0 MW the PMS
synchronize and connect the 1st standby Diesel. sends a binary signal to PBL to trip the switch able turbine parts. The trip of the switch able turbine
Shaft motor mode: The SGM converter controller trips the circuit breaker. The PMS activates an alarm. parts should keep the turbine generator in service.
Slow down main engine
Shaft generator mode: The PMS will start, synchronize and connect the 1st standby Diesel. If the
consumption is above 3.0 MW the PMS will start, synchronize and connect the 1st and 2nd standby
Diesel.
Shaft motor mode: The PMS will reduce the load of the shaft motor as fast as possible (250 kW pr
second), stop the shaft motor if the load nearly 0 kW and will change over to the generator mode.
The PMS will start, synchronize and connect the 1st standby Diesel. If the consumption is above 3.0
MW the PMS will start, synchronize and connect the 1st and 2nd standby Diesel.
Shut down main engine
The reaction of the PMS in the shaft motor mode and shaft generator mode is identical with the
reaction in case of “slow down main engine”.

Rev.: 2015.12.01
6 TURBINE GENERATOR
A combined steam- / exhaust gas turbine drives the turbine generator. The turbine generator consists of 6.1 SCM start / stop
the following components: When remote is chosen and the SCM is not connected on bus bar, the PMS will start, synchronize and
• High pressure steam turbine part connect the SCM to the bus bar.
• Low pressure steam turbine part After the turbine generator is stopped, the PMS will send a stop command to the SCM if the shaft
• Exhaust gas turbine generator is not connected to the bus
The steam turbine has a high-pressure steam inlet and a low-pressure steam inlet. The high-pressure 6.2 Turbine generator as single generator
steam inlet is equipped with a shut off valve and a throttle valve controlled by a speed governor. If the turbine generator runs as single generator and without the shaft motor being connected to the bus
The low-pressure inlet is equipped with a shut off valve and a modulating valve to control the Boiler LP bar the PMS will increase the load of the turbine generator until the electrical equivalent of the dumped
Pressure Input from Alborg Pressure Transmitter. steam has dropped below its minimum of 300 kW. If the reserve power has been below 300 kW for 10
The gas turbine is equipped with a valve arrangement providing on / off control. minutes, the Diesel with the highest priority will be started, synchronized and connected to the bus bar.
The valves of the high and low pressure steam turbine and the valves of the exhaust gas turbine are If the dump valve closes a st. by DG will be started immediately.
controlled by an independent controller belonging to the turbine. This controller is scope of supply of the 6.3 Failure behaviour
turbine vendor (PBL). Turbine stops by protection relay
Local start In case of short circuit, differential protection or over voltage the circuit breaker will be tripped
The turbine generator shall be started locally at the PBL panel. The synchronizing and connecting to the immediately. The turbine will be stopped by a PMS stop command.
bus bar can be done manually from the GCP or in remote by the PMS.
Low steam pressure
The PMS will start, synchronize and connect the next standby Diesel.
Manual
The turbine generator is manually synchronized and connected from the GCP. The crew takes care of the Standby start
SCM. If the SCM is not connected to the bus bar, the maximum power of the turbine generator is limited The PMS will start, synchronize and connect the next standby Diesel.
to 4.9 MW.
Remote Delay stop
When remote is selected and the turbine is ready for synchronization (PBL signal “CB close permit”) the The PMS will start, synchronize and connect the next standby Diesel. When the standby Diesel is
PMS will synchronize and connect the turbine generator. connected to the bus bar, the turbine will be stopped by the PMS.
If the SCM is ready and in automatic the PMS will start, synchronize and connect the SCM to the bus bar. If the load of the turbine is above 3.0 MW the PMS starts the 1st and 2nd Standby Diesel.
The power of the turbine generator will be limited to 6.0 MW by the PMS. If the SCM is not connected, the The circuit breaker of the turbine generator keeps closed and will be opened by the reverse power or
power will be limited to 4.9 MW. As long as the turbine generator is limited the PMS sends this under frequency protection relay.
information as a binary signal “Max. Power” to PBL.
As soon as the turbine generator is connected, the PMS starts to shift load to the turbine generator1 so Turbine trips
that the turbine generator can produce as much power as possible. This will only be limited by main The unessential consumers have to be tripped directly by a hardwired signal, from the HVS to the
engine and current network conditions. At least the PMS up-loads the turbine generator to 200 kW to preference trip system, independent of the PMS.
avoid that the turbine trips by reverse power. The PMS will start, synchronize and connect the 1st standby Diesel. In case of blackout as a result of a
If the main engine reduces speed, the steam and exhaust gas production will also be reduced. PBL will turbine generator trip, the PMS will directly close the circuit breaker
send the command “controlled unload and stop”. The PMS will unload and stop the turbine generator
below the minimum limit of 300 kW. The breaker will stay closed and will be opened by the reverse power
relay.
1
The load rate of the turbine generator will be limited at a maximum of 500 kW/min.

Rev.: 2015.12.01
The circuit breaker of the turbine generator keeps closed and will be opened by the reverse power or In automatic mode the Diesel will start, synchronize and connect to the bus bar with the generator set
under frequency protection relay. start command, given by the operator or the PMS automatic control.
If the turbine generator is the single generator on the bus bar and trips, the shaft motor will immediately With the generator set Stop command the Diesel will be de-loaded, disconnected and stopped after a
change over to generator mode. A blackout may be avoided. cooling down time. This command is released only, if at least a second generator set is connected on bus
The change over process is handled directly by the SGM converter controller. All necessary information bar and the remaining generator sets are not overloaded after the stop of this generator set. This
will be received directly by the SGM converter controller using hardwired signals. command can be given by the operator or by the PMS automatic control.
SCM trips
Case 1: When the Diesel generator runs in parallel with the shaft generator or turbine generator the ELS mode is
If the load of the turbine generator is below 4900 kW, the generator is able to supply the network without activated automatically (see also 4.2 “Operation modes”).
any restrictions (see also Turbine Generator Chapter “Remote” page 6).
Case 2: A start command from the PMS automatic is always given to the standby generator (with the highest
In this case the turbine generator is overloaded by over current due to the fact that the reactive power of priority in the start / stop order). The start / stop order can be adjusted by the operator.
the SCM has to be supplied by the turbine generator (apparent power: 7000 kVA, power factor of the net:
0.7. Maximum active power: 4900 kW). 8 SYNCHRONOUS CONDENSER MOTOR (SCM)
The PMS starts to de-load the turbine generator to 4900 kW. The SCM is a functional part of the SGM and the turbine generator. Because the SGM cannot generate
reactive power, the SCM is necessary in order to generate this reactive power instead. When the turbine
Slow down2 or shutdown ME generator shall generate more than 4.9 MW the SCM is necessary due to the fact that the power factor of
The PMS will start, synchronize and connect the 1st standby Diesel. If the consumption is above 3.0 MW the turbine generator is dimensioned to 0.856 and the ship network normally has a power factor of approx
the PMS will start, synchronize and connect the 1st and 2nd standby Diesel. 0.7.
Precondition for starting the SCM:
ET < ETmin  Voltage on the bus bar must be available.
The PMS will start, synchronize and connect the 1st standby Diesel. If the consumption is above 3.0 MW
the PMS will start, synchronize and connect the 1st and 2nd standby Diesel. Manual
In manual mode the SCM and its circuit breaker is controlled from the GCP. You can manually start the
7 DIESEL GENERATOR SCM, synchronize and close its circuit breaker. You can also open the circuit breaker and stop the SCM.
Local (at Diesel)
The Diesel can be started and stopped local from the Diesel panel, located at engine side if “Local” is Remote
chosen on the Diesel panel. When “Remote” is selected the control is transferred to the GCP where In remote the PMS will be activated. The SCM can be controlled via the PMS OP or via the ICS. The
manual or automatic can be selected. semi automatic mode will only be available at the PMS OP. The automatic mode will be available at the
Manual (at GCP) PMS OP and on the ICS.
In manual mode the Diesel and its circuit breaker is controlled from the GCP. You can manually start the In semi automatic mode the start command to start the SCM shall be given. With the close command the
Diesel, synchronize and close its circuit breaker and load the Diesel if “Manual” is chosen. You can also PMS will synchronize and connect the SCM to the bus bar. In case of a powerless bus bar the circuit
de-load the Diesel, open the circuit breaker and stop the Diesel. When “Automatic” is selected the control breaker is blocked.
is transferred to the PMS. If the open command is given, the circuit breaker will be opened. With the stop command the SCM will be
Automatic stopped immediately.
In automatic the PMS will be active. The PMS can be controlled via the PMS OP or via the ICS. The semi In automatic mode the SCM will start, synchronize and connect to the bus bar with a single command,
automatic mode is only available at the PMS OP. The automatic mode is available at the PMS OP and on given by the operator or the PMS automatic control.
the ICS. With a further command the SCM will be disconnected and stopped. This command can be given by the
In semi automatic mode the start command to start the Diesel shall be given. With the close command operator or by the PMS automatic control.
the PMS will synchronize and connect the Diesel to the bus bar. In case of a powerless bus bar the circuit The PMS automatic commands will be given from the SGM or turbine generator to connect or disconnect
breaker will be closed directly. The load sharing will be activated as soon as the circuit breaker is closed. the SCM automatically.
If a circuit breaker open command is given, the circuit breaker will be opened without de-loading. With a
DG stop command the Diesel will be stopped immediately.
2
Prior to a planned ME slow down command from bridge, the navigator may request a DG standby start from a push button in the
maneuvering console.

Rev.: 2015.12.01
9 HIGH VOLTAGE SHORE CONNECTION (SC): GENERAL  No blocking by OP
Shore connection is only possible in harbour mode.  Shore connection in Auto/Semi
An adequate numbers of diesel-generator sets will run in harbour mode, depending on the actual load  Shore load less than one DG load
situation. However for shore connection, only one DG should be on vessel’s HVS.  Only one DG selected in auto
In the SC mode the SC will be synchronized with the one DG on the vessels HVS, the Power
Management system will adjust vessel voltage to same voltage level as on shore side. As such is the 9.2 Basic Modes
fixed set point now changed /adjusted by PMS by two digital outputs on the genop71 in the SC
Switchboard. Those outputs are either sending higher or lower impulses to the AVR of the synchronizing On the PMS OP the following basic modes are selectable:
DG. In case of synchronisms the SC circuit breaker will be closed. After closing the SC circuit breaker the  Semi automatic mode
DG will be deloaded and the DG circuit breaker will be opened and the Diesel engine will be stopped and  Automatic mode
switched off. Now the ships network will be fed by shore connection.
When SC mode is deselected voltage setting of the used generator will be as before go back the “fixed Preconditions need to be fulfilled for both modes and the PMS will remain active.
set point”. The protection functions are independent of the actual mode and always active.
9.1 Shore Connection Mode (SC Mode)
The shore connection mode can be activated or deactivated either from Op177 or from ICS. If the shore Semi-Automatic Mode:
connection CPU is out of order, the operation of the shore connection is not possible. The protection is
made by Genop71 is still in service. This operation is only possible if harbour mode is selected and In the Semi-Automatic mode, the start command to start the shore connection container must be given
preconditions are to be fulfilled. from the PMS OP or from the ICS. Then a “close” command for the circuit breaker must be given so the
PMS will synchronize and connect the shore connection to the bus bar. The loading of the shore
Pre-conditions for Start connection and de-loading of the DG will be activated as soon as the circuit breaker of the shore
connection is closed. The circuit breaker of the DG will be opened after de-loading. With a diesel-
 No Blocking by Alarm generator stop command the DG will be stopped.
 No blocking by OP In case of Blackout the shore connection circuit breaker could be closed immediately.
 No fault on Bus bar
 Shore connection in Auto/Semi Similarly when an “open” command for the circuit breaker is given, the PMS will start the DG,
 Ship’s load less then shore load synchronizes and connects the circuit breaker to the bus bar. The loading of the DG and de-loading of the
 Only one DG on vessels HVS SC will be activated as soon as the circuit breaker of the DG is closed. The circuit breaker of the SC will
 Selected DG in Auto mode be opened after de-loading. Then a stop command to stop the shore connection container must be given
and the PMS will open the breaker in the container. Now you can switch of the shore connection mode.
 No TG, SGM or SCM should be in service
 Shore ACB ready and in service
Automatic Mode:
 Shore container ready to start
If in Automatic mode and the SC mode is activated, the shore connection procedure will start and be
The last diesel generator in automatic mode feeding the ships network will be taken to start the SC controlled automatically in the following steps.
procedure. All other diesel generator sets will be switched to semi-automatic mode. In the next step the
HVSC shore connection container will be started and the ICS will get the
 Start command from PMS to shore connection container will be given
signal soft trip from the PMS. With this signal the soft trip consumer will be switched off. The soft trip
 The circuit breaker in the HVS will be synchronized and connect to the bus bar
consumers will be switched off in an adjustable time interval from 10 to 60 sec with a step-rate of 1 sec.
After the shore connection is made the soft trip consumers will be connected again. This will be done by  The DG will be de-loaded and the circuit breaker will be opened
the same adjustable time interval. In case of overload due to overcurrent, power or under frequency the  The DG will be stopped and will be switched to standby
soft trip consumer will be switched off as preferential trip. The soft trip consumer should be connected
manually by hand In case of powerless bus bar the shore connection circuit breaker will be closed immediately.
after they are disconnected by overload. In the last step the SC and the last ships DG will be Similarly when a shore connection “stop” command the DG will be started, synchronized and the circuit
synchronized. After synchronizing the DG will be deloaded and switched off. If the preconditions are not breaker will be closed automatically. The shore connection circuit breaker will be opened after de-loading
fulfilled or malfunction occur during the shore connection procedure and the shore connection container will be stopped.
the SC mode will be ended and switched back to harbour mode. The shore connection mode will end automatically.
Pre-conditions for Stop
 No blocking by alarm

Rev.: 2015.12.01
2. Case – SC operation without DG operation:
SC circuit breaker shut-down, DG stand-by start
Start failure (Shore connection container)
The command remote start can only be given, if the signal “shore ready for power supply” from shore
connection container is given to the PMS. If this signal is available and the command “remote start” will
be given then within 10 seconds power should be available at the
MSB. If power is not available after 10 seconds failure detection will be given on the OP of PMS and at
ICS. The start failure time is adjustable from the operator panel in the range from 1s to 999s.
Control Failure:
If the shore connection CPU is out of order operation of the shore connection is not possible. The
protection functions of Genop71 are still in service. The shore connection will be available but the control
functions from ICS and PMS OP 177 are out of order. This status of the shore connection will be
displayed on the ICS. The connection between PMS and ICS is a hardwired connection. This signal is
called “PMS healthy”.
In this case disconnection of the shore connection is only possible by emergency stop or mechanical off
directly at the shore connection circuit breaker.
9.5 Protection Functions
The following protection functions are implemented:

 Over current
 Short circuit
 Reverse power
9.3 Synchronization Process  Under- / over voltage
 Under- / over frequency
The synchronization process between shore side and ships side are divided in to voltage adjustment and
frequency synchronization.
In the first step the ships voltage level will be adjusted to the shore side voltage level. The regulating 10 LOAD DEMAND
range of the DGs is limited between 6.35kV - 7.14kV which is non-adjustable. When the voltage
difference between shore side and ships side becomes equal or lower than the For all big consumers it is necessary to calculate the available power and current before these
Synchronization diff. voltage parameter setting (default 150V) the frequency synchronization process will consumers are connected to the bus bar in order to avoid unacceptable disturbance on the network.
be released. The Genop71 which regulates the frequency level is only operating inside a frequency The following consumers will require reserved power / current:
difference range of +/-10Hz. The closing of the circuit breaker is enabled if the frequency is less or equal  Bow thruster 2210 kW, 241 A
to the synchronization diff. parameter setting (default 0.2Hz). The whole synchronization process has to
be finished within the defined synchronization timeout (default 90 sec). If necessary the operator can Before a big consumer can be started a request has to be sent to the PMS. The PMS will calculate the
adjust the synchronization parameter settings via the local operator panel.
reserved power and current. If it necessary, the PMS will start, synchronize and connect one or more
standby Diesel to the bus bar. If the shaft motor is running the PMS will reduce the load of the shaft
9.4 Failure Behaviour
motor. If the reserve power and current is available, the PMS will send a release signal to the big
Shut down consumer, and the big consumer can be connected to the bus bar.
In case of a shutdown (ext. Input from the shore safety system) the PMS will trip the shore connection If a thruster request is activated and sufficient power and current are not available and no standby Diesel
circuit breaker in the MSB and send a stop command to the shore connection container. The operating is available, the load demand function will activate the soft trip of unessential consumers.
mode will be changed from automatic or semi – automatic to the local mode. The soft trip function will trip each second one reefer transformer, as long as the PMS sends the soft trip
request. If sufficient power and current is available, the PMS stops the request.
In SC Mode only one DG is in automatic mode other DGs will be switched in semi-automatic.
1. Case - SC operation parallel to DG operation:
SC circuit breaker shut-down, DG takes over load

Rev.: 2015.12.01
During the de-loading of the shaft motor, the turbine will be de-loaded as well. If the amount of requested
power is available the PMS will send a release signal to the big consumer. If the request of the big
consumer has disappeared, the PMS will start to reduce the dumped steam by loading the shaft motor.
Note: The nominal load and starting current for the load demand of the thrusters are fixed parameters.
A start of a thruster is not a normal operation when the turbine is connected.
If shore connection is activated, the heavy load consumers like thrusters will be blocked.
10.1 Thruster
As long as the thruster request is activated and the release is already given by the PMS, the PMS
reserves the power difference between nominal power of the thruster and actual power, so that always
100% power for the thruster is available in any situation.
If a thruster trips by overload, the PMS keeps the load demand for this thruster for 15 minutes, to give the
crew the opportunity to re-connect the thruster again.
11 GENERATOR PROTECTION
The generator is protected by the Genop and Siprotec units and the PMA71 control.
The reaction of the system is depending on how far the limits have been exceeded.
 Standby start to support the faulty generator
 De-loading the shaft motor
 Trip of unessential consumers
 Trip of the circuit breaker
11.1 Trip of reefer transformers
The reefer transformers can be tripped in two different ways:

Trip by the PMS. The PMS trips the reefer transformers as an unessential consumer by a hardwired
contact to the preferential trip system in the GCP.
Trip by the ICS (soft trip). This soft trip system gets information of the load situation via the PMS-ICS link.
As soon as an overload of a generator is reached the soft trip system sends an undelayed trip signal to
the preferential trip system in the GCP.
The reset and re-powering of the reefer transformer after a preference trip, or start up after a black out,
will normally be done automatically by the ICS. The PMS will start a standby generator set with the
highest priority. The reset and re-powering can be done manually from the GCP.

Rev.: 2015.12.01
Document ID: Revision: 2 (3)
IMPORTANT CHANGES TO SECTION 5.50 POWER MANAGEMENT: Operation of the engine in heavy running conditions following the nominal
propeller curve
• Max Engine and Propeller load without PTI/PTO is 46 MW @ 89.5 rpm Max Engine and Propeller load without PTI/PTO is 46 MW @ 89.5 rpm
• PTI on: Max engine load = 46 MW @ 93.2 rpm; Prop. load = 52 MW @ 93.2 rpm PTI on: Max engine load = 46 MW @ 93.2 rpm; Prop. load = 52 MW @ 93.2 rpm
• PTO on: shaft generator usage is limited from 86.0 rpm PT In/out remains as is (52/47%) until verified by PTO on: shaft generator usage is limited from 86.0 rpm
service test.
• WHR ST operated above 35%, remains as is until verified by service test. Note: engine must not be operated with full power on PTI in the area above the
• Switching TCCO on/off must be done manually at engine load below 10%, due to the risk of TC surging. nominal propeller curve. I.e. in very heavy propeller conditions.
• The engine is retrofitted with a TC Cut Out system (TCCO), cutting out TC no 2 when activated. The system is
activated manually using the E36 control panel in the ECR. This system is only intended for low load operati-
on, below the operating range for the WHR system. Please refer to the Power Instructions for further informa-
tion.

IMO - 9359038 Changes to Power Management System
Rev.: 2015.12.01
INTENTIONALLY
LEFT
BLANK

IMO - 9359038
Rev.: 2015.12.01
SUPPLEMENTARY SYSTEMS AND DECK PIPING SYSTEMS
Drink and wash water system--------------------------------------------------------------------------------------------------- 6.1 Ventilation system

Sewage system--------------------------------------------------------------------------------------------------------------------- 6.2 Ventilation system------------------------------------------------------------------------------------------------------------------ 6.30
Fire and HP sea water service system in engine room------------------------------------------------------------------- 6.3 Fire flaps air system---------------------------------------------------------------------------------------------------------------- 6.31
Bilge system in ER----------------------------------------------------------------------------------------------------------------- 6.4 Air condition general, refrigeration system for air condition-------------------------------------------------------------- 6.32
Bilge system for aft. ship---------------------------------------------------------------------------------------------------------- 6.5 Heating in accommodation------------------------------------------------------------------------------------------------------- 6.33
Bilge system for cargo holds----------------------------------------------------------------------------------------------------- 6.6 Refrigeration system for cold provision store-------------------------------------------------------------------------------- 6.35
Bilge system for forward ship---------------------------------------------------------------------------------------------------- 6.7
Bilge system for holds with dangerous cargo-------------------------------------------------------------------------------- 6.8 Electrical systems
Air and sounding pipes for cofferdam and bilge---------------------------------------------------------------------------- 6.9 Electrical distribution, location of switchboards and alarm panels----------------------------------------------------- 6.40
Ballast system in engine room-------------------------------------------------------------------------------------------------- 6.10 Electrical distribution 6,6 kV supply system---------------------------------------------------------------------------------- 6.41
Ballast system outside engine room------------------------------------------------------------------------------------------- 6.11 Electrical distribution 6,6 kV, power plant control--------------------------------------------------------------------------- 6.42
Ballast tank air pipe system------------------------------------------------------------------------------------------------------ 6.12 Electrical distribution 440V reefer supply system--------------------------------------------------------------------------- 6.43
Cleaning system main engine turbocharger and air cooler drain------------------------------------------------------- 6.13 Electrical distribution 440V main switchboard------------------------------------------------------------------------------- 6.44
SW system for FW generator---------------------------------------------------------------------------------------------------- 6.14 Electrical distribution 230V main light switchboard------------------------------------------------------------------------- 6.45
FW cooling system for emergency generator------------------------------------------------------------------------------- 6.15 Electrical distribution 440V emergency switchboard----------------------------------------------------------------------- 6.46
Air and sounding system LO----------------------------------------------------------------------------------------------------- 6.16 Electrical distribution emergency light switchboard------------------------------------------------------------------------ 6.47
DO transfer system----------------------------------------------------------------------------------------------------------------- 6.17 Electrical distribution emergency low power switchboard---------------------------------------------------------------- 6.48
FO transfer system in engine room-------------------------------------------------------------------------------------------- 6.18 Shaft generator / motor plant---------------------------------------------------------------------------------------------------- 6.49
FO service system for emergency generator-------------------------------------------------------------------------------- 6.19 HVSC Container (Shore Supply)----------------------------------------------------------------------------------------------- 6.50
FO & DO vent and overflow system------------------------------------------------------------------------------------------- 6.20 Maintenance and renewal of electrical equipment in hazardous areas----------------------------------------------- 6.55
FO filling and overflow system -------------------------------------------------------------------------------------------------- 6.21
Steam and drain system outside engine room------------------------------------------------------------------------------ 6.22
Main engine hydraulic top bracing---------------------------------------------------------------------------------------------- 6.23
SW system for reefer coolers---------------------------------------------------------------------------------------------------- 6.24
FW cooling system for reefers in ER------------------------------------------------------------------------------------------ 6.25
Water drains SB--------------------------------------------------------------------------------------------------------------------- 6.26
Water drains PS--------------------------------------------------------------------------------------------------------------------- 6.27
External scuppers, accommodation-------------------------------------------------------------------------------------------- 6.28

Rev.: 2015.12.01
IMO - 9359038 Drink and Wash Water System
Rev.: 2015.12.01
GENERAL OPERATING HYDROPHORE SYSTEM
All fresh water consumed on board is produced by the FW generator and distributed via the hydrophore system. One hydrophore pump will normally be running. The running pump starts automatically when the pressure in the hydrophore
tank falls to 6,0 bar and stops when the pressure reaches 7,0 bar.
One FW generator is fitted. The generator uses the waste heat in the cooling water leaving the main engine and auxiliary
engines. Max. capacity is 36 tons per 24 hours when operating M.E. at 85% MCR and the sea water temperature is 32°C. Compressed air should be supplied to the top of the hydrophore tank if water level rises to above 75% of water level gauge.
An SW pump supplies cooling water for the condenser, ejector drive and feed water to the FW generator (See section Water temperature in the calorifier is maintained at 65°C by electric heating elements or by steam heating coils.
5.15).
Distillate from the FW generator condenser, is pumped by a distillate pump to the selected fresh water tank. This pump NOTE
starts automatically when vacuum is established (> 88%).
A hot water circulating pump circulates the hot water system (A complete spare pump is kept in stores room).
A solenoid valve, activated by a salinometer, is fitted to the distillate pump discharge line. In the event that the chloride
content is not within acceptable limits, then a valve will automatically dump the generator output to bilge. On the drink and wash water system, there is a connection for fire extinguishing main engine scavenging air box (see
section 9.7) and a connection for fire extinguishing system in paint store (see section 9.6.1).
A silver sterilizer unit and a neutralizing unit (Dolomite Filter) are both fitted on the distillate discharge line to the fresh water
tanks.
ALARMS
The silver sterilizer starts/stops on flow signal from the FW generator.
Fresh water filling from ashore is to be partly through the sterilizer and partly by-passed. Tag no. Description
1101001UA FW GENERATOR
Fresh water to distillate water tank is taken from the discharge line before the sterilizer and neutralizing unit. 1101055PSL FW HYDROPHORE TANK
1101101UA SILVER STERIL FAIL
Chemical solution is added to the FW generator feed water supply by means of the dosing equipment, in accordance with 1101286LT FW TANK FORWARD M66
the maker's instructions. 1101287LT FW TANK AFT M68
1101055UA PAINT STORE FIRE FIGHT FAIL
Two fresh water hydrophore pumps are provided operating in conjunction with a hydrophore tank. Capacity each 8 m³/h.
A single hot water circulating pump is provided. INSTRUCTION BOOKS
All pumps are supplied from local starter panels. Book 1 sect.5 : FW hydrophore pump
Book15 sect.68a : FW generator
Book 54 : Salinity equipment
NORMAL AT SEA OPERATION Book 4 sect.2 : Silver electrode sterilizer
Book 4 sect.4 : Ion exchange filter
The FW generator is heated by the high temperature FW cooling system for main engine and auxiliary engines. Book 4 sect.1 : FW calorifier
Book 4 sect.3 : Neutralizing unitxx
The flow through the silver sterilizer is to be in accordance with maker's instruction by adjusting by-pass valve.
NOTES
During harbour stays all inlet valves to the FW generator should be kept closed in order to avoid ingress of contaminated
water into the heat exchangers.

IMO - 9359038 Drink and Wash Water System
Rev.: 2015.12.01
IMO - 9359038 Sewage System
Rev.: 2015.12.01
GENERAL ALARMS
The sewage system is designed to dispose the sanitary waste water and sewage.
Tag no. Description
1102101UA SEWAGE PLANT FAIL
All sewage is drained to the sewage treatment plant or directly overboard.
1102286LT SEWAGE HOLDING TK M88
However, in order to avoid difficulties with local regulations in ports, canals or other confined waters, it is
recommended that all waste is led to the sewage treatment plant at all times.
The sewage pump can discharge to the sea or to the IMO connections on upper deck. (flange O.D. 210 mm, bolt MACHINERY
circle 170 mm, 4 holes 18 mm, bolts diam. 16 mm). Local start at pump only is arranged.
Item No. m³/h bar
The sanitary waste water discharge lines are fitted with air flushing connections. off
Sewage pump 2 10 3
OPERATING AT SEA Sewage treatment plant 1 - -
The sewage is normally led to the sewage treatment plant.
The sewage pumps discharge to the sea. INSTRUCTION BOOKS
Book 1 section 3: Sewage plant

OPERATING IN HARBOUR OR CONFINED WATERS
All waste is led to sewage treatment plant.
The sewage pumps are discharging to the clean sewage holding tank.

IMO - 9359038 Sewage System
Rev.: 2015.12.01
IMO - 9359038 Fire / HP SW Service System in ER
Rev.: 2015.12.01
GENERAL FIRE CONDITION
1. Two general service pumps in engine room provide water to the following: 1. If required, the general service pumps can run simultaneously to serve the fire system.
a) Fire hose connections in engine room, shaft tunnel, steering gear room, deck and accommodation (PS and
SB) and main deck. 2. If the general service pumps are out of service, the additional fire pump will supply water to the fire system.
b) Anchor chain washing.
c) Driving water for bilge ejector for cargo holds (pump 051401001 only)
d) Driving water for ejector for dangerous cargo supplied through the fire line. NOTE
e) Swimming pool.
1. Sea suction valves and discharge valves for all fire pumps must be left in open position.
Start/stop and indication for running from:
a) Fire control station. 2. In weather condition below freezing point, the fire and deck wash water line to be drained.
b) Bridge.
c) Local supply switchboard. 3. There are two internal shore connections which can be connected to any hydrant on main deck. (See section 9.10)
d) Local at the pumps.
e) ICS, manually or in AUTO mode. 4. Running the general service pumps in AUTO mode from ICS, see section 6.6 - Bilge System for Cargo Holds.
5. When running the bilge operation manually, remember to flush the pipes afterwards.
2. Starting the general service pumps from all positions, except ICS, activates Fire Mode, and all valves around the
pumps automatically go to the correct positions.
ALARMS
3. Valves around the general service pumps may be individually operated from ICS.
Tag no. Description
Note: 1401001NFM FIRE PUMP 1
If SB pump is in fire mode, the automatic bilge operation is suspended. See section 6.6. 1401001UA FIRE PUMP 1
1401002NFM FIRE PUMP 2
4. For the additional fire pump, see section 9.2.2. 1401002UA FIRE PUMP 2
1401076PT FIRE MAIN LINE PRESS
5. All fire lines are galvanised on the sea water side. Welding on the fire lines is prohibited because it will destroy the 1401151TSH FIRE PUMP1 CASING
galvanisation.
1401152TSH FIRE PUMP2 CASING
NORMAL OPERATION AT SEA MACHINERY
1. Normally the general service pumps are started manually when needed. Item No. off m3/h bar
General service pump 2 100 10.0
2. If for some reason it is necessary to start the general service pumps from ICS, proceed as follows: Chain washing 70 8
(1) Set the LOCAL/OFF/ICS selector switch on the starter panel in ECR in the ICS mode.
(2) Operate valves as required.
(3) Start pump(s) in MAN mode on ICS. INSTRUCTION BOOKS
3. It is important to run the general service pumps and additional fire pump at regular intervals to check operation and Book 1 section 1: General service pump
performance.

IMO - 9359038 Fire / HP SW Service System in ER
Rev.: 2015.12.01
IMO - 9359038 Bilge System in ER
Rev.: 2015.12.01
IMO - 9359038 Emergency Bilge in ER
Rev.: 2015.12.01
GENERAL OPERATION
The bilge system consists of four systems:
1. DIRTY SYSTEM, ENGINE ROOM
1. One "dirty" system for daily use in engine room. 1.1 The main and aux. bilge pumps are normally used in daily service.
2. One "clean" system for daily use in cargo area. The selector switch on starter panels for Aux bilge pump has positions LOCAL/OFF/ICS.
In position LOCAL:
3. One system, complying with class rules for large bilge amounts in engine room or cargo area served by the The pump are started at the starter panels. - Note: This is the normal operating mode.
ballast stripping/ejectors and emergency direct suction from engine room with PS SW pump for central In position ICS:
coolers. The pump are started manually on the ICS operator station. See section 6.6
The Main bilge pump are started on the local start panel
4. One system for holds with dangerous cargo. All engine room bilge must pass through 100 ppm and 15 ppm the bilge water separators, where the oil
and water are separated.
The main and auxiliary bilge pumps are manually operated from local start/stop panels, but may also be operated
from ICS. 1.2 The main bilge pump draws from bilge wells in engine room, shaft tunnel and discharge through the 100
ppm separator. Water to be led to the clean bilge tank and oil to be led to F.O. sludge drain tank.
Remote operated valves are controlled by ICS in manual mode, except overboard valves, which are operated
from the hydraulic valves control station. 1.3 The aux. bilge pump can draw from the clean bilge water tank and discharge to the 15 ppm bilge
separator.
The water from the separator is discharged via a three-way valve.

ENGINE ROOM
The engine room is fitted with a bilge main (ø100 mm), with suction taken from all engine room bilge wells and a) If the oil content is below 15 ppm, the water is led to overboard.
cofferdam spaces and is extended to bilge system for aft ship.
b) If the oil content is above 15 ppm, alarm is given and the three-way valves automatically shifts to
Six bilge wells are provided in engine room. In addition to the cofferdam spaces, further suctions are fitted to the discharge to the clean bilge tank.
steering gear room, passageway PS and SB, shaft tunnel bilge wells, sterntube cooling water tank.
1.4 Oil from the 15 ppm separator is discharged to the M77 Sludge drain tank.
CARGO HOLDS 1.5 Heating steam may be supplied to either separator to assist in separation of oily bilge water.
The cargo holds bilge system is designed to remove accumulations of water from the cargo holds, cofferdam
spaces and drain from passageways.
2. CLEAN SYSTEM
2.1 The bilge ejector is normally used for emptying the cargo holds bilge wells and discharge to the bilge
NOTES holding tank. See section 6.6.
1. Bilge pumping overboard is allowed only when the ship is proceeding en route. In port and domestic water
bilge water from cargo holds to be pumped to the bilge holding tank with the bilge ejector. This tank to be 2.2 For emptying the bilge holding tank the main bilge pump is used for discharging to shore connection on
emptied directly to sea by the main bilge pump past the oil detector, or, to the clean bilge tank via the 100 deck (with remote stop of pump).
ppm separator. Emptying should be stopped when 10% tank volume is reached.
In port, bilge from engine room to be pumped with main bilge pump to the clean bilge tank via the 100 ppm 3. EMERGENCY BILGE
separator. 3.1 In case of emergency the ballast/stripping ejectors may take suction from the bilge main or directly from the
forward port bilge well. This bilge well is directly connected to the port ejector suction manifold. Following
The clean bilge tank to be emptied at sea with the aux. bilge pump through the 15 ppm separator to valves in engine room must be sealed in closed position to prevent oil discharge in normally case:
overboard. 300V209002, 125V294016, 100V004003, 125V294015 and 300V294003.
When in port, the overboard valve 40V317002 must be closed and sealed and separated water led back to 3.2 The ballast/stripping ejectors driving water is provided by the ballast pumps.
the clean bilge tank.
2. Flow through the 15 ppm oil detector to be adjusted to 1.5 l/min. 3.3 For using the SW pump see this manual section 5.1 note (d).
3. The ballast/stripping ejector to be used for emptying of the sea suction compartment. See this manual
section 5.1 note (c).

Rev.: 2015.12.01
NOTE MACHINERY
1. When not in use, the bilge water separators must be kept filled with water. Filling to be done from the F.W.
hydrophore system, see section 6.1.
2. For discharging of bilge to shore a special Marpol connection is installed. Remote stop of both bilge pumps
at discharge connection PS & SB. Main bilge pump 1 25 4.0
Aux. bilge pump 1 5 -
Bilge water separator 100 ppm 1 25 -
ALARMS Bilge water separator 5 ppm 1 5 -
Ballast/stripping ejector 2 398 -
S.W. pump (emergency bilge) 1 485 1.4
Tag. no. Description
1501055QT EBU UNIT PPM
1501055UA EBU FAIL INSTRUCTION BOOKS
1501055UA1 EBU DISCH HIGH PPM
1501077PT SUPL WATER EJECTOR PRESS Book 1 sect. 2 : Main bilge pump
1501078PT EJECTOR SUCT PRESS Book 1 sect. 8 : Aux. bilge pump
1501101UA MAIN BILGE PUMP Book 4 sect. 10: Bilge water separator 100 ppm
1501236LSH ME SEATING AFT BILGE Book 4 sect. 9: Bilge water separator 5 ppm
1501237LSH C/D BELOW ME BILGE Book 1 sect. 1 : S.W. pump for central coolers
1501238LSH ME SEATING FWD BILGE
1501239LSH ER FWD PS BILGE
1501240LSH ER FWD SB BILGE
1501241LSH VOID 167 FWD OF FWD PS CHEST
1501242LSH VOID R166 FWD OF FWD CHEST SB
1501243LSH VOID 167 AFT OF FWD PS CHEST
1501244LSH ER AFT PS BILGE
1501245LSH ER AFT SB BILGE
1501246LSH VOID R166 AFT OF FWD CHEST SB
1501254LSH COFFERDAM 3 SB BELOW DU
1501286LT CLEAN BILGE TK FW M75
1501287LT CLEAN BILGE TK AFT M73
1501288LT BILGE HOLDING TK M87

Rev.: 2015.12.01
IMO - 9359038 Bilge System for Aft Ship
Rev.: 2015.12.01
GENERAL ALARMS
The bilge system in the aft ship is connected to the bilge line (ø100 mm) from engine room and serves the
following: Tag no. Description
1502236LSH SHAFT TUNNEL BILGE
a) Steering gear room bilge wells 1502237LSH STG ROOM BILGE
b) Passageway aft PS and SB 1502238LSH PAS WAY PS AFT BILGE
c) Void space 1502239LSH PAS WAY SB AFT BILGE
d) Cooling water tank
1502240LSH VOID UNDER SHAFT TUNNEL AFT
e) Shaft tunnel tank top
1502241LSH VOID ABOVE STERN TUBE R213
Pump in aft ship are serving
a) Rudder horn MACHINERY
OPERATION Item No. m³/h bar

off
1. Bilge water from steering gear room and passageway aft discharge to engine room bilge system, served Rudder horn, bilge pump 1 7
by the main bilge pump. Suction
Working air 25 3
2. The rudder horn is emptied by local bilge pump and discharged overboard.
The pump is driven by air.
In general it should be avoided to use the bilge pump in port due to risk of pollution.
3. Cooling water tank stern tube is emptied via engine room bilge system.

IMO - 9359038 Bilge System for Aft Ship
Rev.: 2015.12.01
IMO - 9359038 Bilge System for Cargo Holds
Rev.: 2015.12.01
GENERAL Notes:
1. The bilge water from the cargo holds, except holds nos. 1 and 2, stabiliser rooms, pump room and cofferdam is The pump must afterwards be flushed by sea water to avoid possible contaminated water on deck for fire
emptied by the bilge ejector and discharged to the bilge holding tank in engine room. The ejector is driven by the SB operation. In AUTO mode this is done automatically.
general service pump, which draws from the same tank. The holding tank is emptied to sea with the main bilge pump.
See this manual, sections 6.3 and 6.4.1. i. Manual operation on ICS operator station:
2. In case of emergency, the ballast/stripping ejectors may take suction from the cargo bilge lines (see section 6.4.1). Operate valves and start pump in manual mode.
3. Bilge wells in holds: Notes:

- Flushing of general service pump, see above.
- The main bilge pump may also be used. See section 6.4.1.
Hold no. No. off ii. Procedure for automatic operation:
3-4 3
5-6 3 a) Close valves connecting bilge ejector to the bilge system and the overboard valve.
7-8 4 b) Ensure that hand operated valve in suction line from bilge holding tank is open.
9-10 3 c) Set following valves in AUTO on ICS:
11 2 - In sea suction and in suctions from bilge holding tank and from bilge wells.
- In discharges to fire water line and to ejector drive water.
12-13 3 d) Set pump in AUTO mode on ICS.
14 3 The system is now ready for automatic bilge operation.
15-16 3 e) The automatic system is activated when one or more bilge wells are full.
17 2 f) When operation is finished, the well suction valve is automatically closed and the pump is shortly and
18-19 1 automatically flushed by sea water.
20-21 1 g) Finally the pump is automatically stopped but the system is ready for automatic start.
4. All bilge valves in cargo holds and cofferdams are remote operated from ICS: Notes:
5. Bilge operations may be done manually or automatically on ICS. 1. More bilge suction valves may be open at the same time.
6. Passageway bilge forward. See section 6.7 2. To ensure complete emptying of well, the bilge suction valve is kept open a certain time after the level
Passageway bilge aft. See section 6.5 alarm has been reset.
The bilge water from passageway bilge wells is drained to cargo bilge wells by scupper valves, manually operated 3. Normally the bilge holding shall contain at least 10% water in order for the pump to drive the ejector. If the
from passageway. tank should be empty, the tank suction valve is closed and the sea suction valve opened. When water
volume has increased to 10% of full tank volume, the sea suction valve is closed and the tank suction
Note: These valves must be closed when system is not in operation. valve opened again.
7. Main bilge pump can also be used for cargo hold bilge, but only as a manual operation. 4. When holding tank level rises to 90%, an alarm is given. The tank should then be emptied overboard,
using the main bilge pump.
5. At 95% level in holding tank, the automatic sequence is stopped and an alarm is given.
OPERATION
6. If Fire Mode signal is received, the bilge suction operations are interrupted (see section 6.3).
The selector switch for SB general service pump on starter panel has positions NORMAL/BILGE/EMERGENCY.
7. If the automatic operation cannot be performed, is running too long or is started too often, an alarm is given.
1. Bilge pumping - local manual operation.
Set the selector switch in position BILGE.
The pump is started at the panel.
Operate valves as required.
2. Bilge pumping - NORMAL operation

Set selector switch in NORMAL position.
Valves and pump are operated manually on the ICS operator station, or, is set in AUTO mode for automatic bilge
pumping.

Rev.: 2015.12.01
ALARMS MACHINERY
Tag no. Description Item No. off m³/h bar

1504236LSH HOLD 5 CENT BILGE
Main bilge pump 1 25 4.0
1504237LSL HOLD 5 CENT BILGE
1504238LSH HOLD 6 PS BILGE Bilge ejector 1 80 4.0
1504239LSH HOLD 6 SB BILGE
1504240LSL HOLD 12 FWD BILGE
1504241LSH HOLD 7 PS VLV TRUNK
1504242LSH HOLD 7 PS BILGE
1504244LSH HOLD 8 PS VOID BILGE
1504245LSH HOLD 14 FWD BILGE
1504249LSH HOLD 8 SB VOID BILGE
1504250LSH HOLD 10 PS VLV TRUNK
1504251LSH HOLD 9-11 P VOID BLG
1504254LSH HOLD 9-11 S VOID BLG
1504255LSH HOLD 10 SB TRUNK
1504259LSH HOLD 12-13 PS VOID BLG
1504266LSH HOLD 15-16 P VOID BLG
1504274LSH HOLD 18-19 BILGE
1504277LSH HOLD 20-21 BILGE
1504284LSH HOLD 14 PS VOID BLG
1504285LSH HOLD 14 SB VOID BLG
1504286LSH HOLD 3 AND 4 BILGE CENTER
1504290LSL HOLD 3 AND 4 BILGE CENTER

Rev.: 2015.12.01
INTENTIONALLY
LEFT
BLANK

IMO - 9359038
Rev.: 2015.12.01
IMO - 9359038 Bilge System for Forward Ship
Rev.: 2015.12.01
GENERAL ALARMS
The bilge water from bow thruster room bilge wells and void spaces is emptied by Cargo holds bilge ejector, placed in E.R., and
discharged overboard or to the bilge holding tank (see section 6.6) Tag no. Description
The bilge water from forecastle store room is drained to the bow thruster room bilge well. Chain lockers are drained directly overboard.
It is possible to flush the chain locker drain pipes with water from the fire & deck wash system. 1505236LSH FORE PEAK BILGE
1505237LSH VOID BELOW BOW THR C
1505238LSH CHAIN LOCKER BILGE
OPERATION 1505240LSH BOW THR COMP BILGE
Bilge suction valve for foremost void space and for aft bilge well in bow thruster room can be controlled by ICS in manual mode. All 1505241LSH DECK STORES BILGE SB & PS
other valves are manually operated locally. 1505242LSH FORE BOW TH BILGE
In general, use of bilge ejectors in port to be avoided due to risk of pollution. 1505243LSH FORW SB P WAY BILGE
1505244LSH FORW PS P WAY BILGE
MACHINERY

Bilge ejector 1
Suction 80 -0.6
Driving water 10 10
INSTRUCTION BOOKS
Book 1 section 16: Bilge ejector

IMO - 9359038 Bilge System for Forward Ship
Rev.: 2015.12.01
IMO - 9359038 Bilge System for Holds with Dangerous Cargo
Rev.: 2015.12.01
GENERAL ALARMS
The bilge water from bilge wells in cargo holds nos 1 and 2 is emptied by two ejectors driven by water from fire & deck wash system. The
ejectors discharge overboard. Tag no. Description
1506236EA I-S EARTH FAILURE
1506236LSH HOLD 1 BILGE
OPERATION 1506237LSH HOLD 2 BILGE
All valves can be controlled by ICS in manual mode.
If contaminated bilge water is suspected, consult IMO's Dangerous Goods Code for correct action. MACHINERY
General use of bilge ejectors in port to be avoided due to risk of pollution. Item No. off m3/h bar
Contaminated bilge water or cargo spill can be discharged to tank/car ashore or tank/barge alongside by means of portable air driven
pump connected to separate connection on the suction line from the bilge wells. This connection is marked "Conn. for Chemical Pump". Bilge ejector 2 90 -
The pump may be supplied from ashore together with discharge hoses. Driving water 56 10
INSTRUCTION BOOKS
Book 1 section 16: Bilge ejector

IMO - 9359038 Bilge System for Holds with Dangerous Cargo
Rev.: 2015.12.01
IMO - 9359038 Air and Sounding Pipes for Cofferdam and Bilge
Rev.: 2015.12.01
Sounding pipes on upperdeck
Pos. no. Sounding of

1. Void
2. Void - Bow thruster compartment
3. Hold 1
4. Hold 2
5. Hold 4
6. Hold 6
7. Hold 7
8. Hold 8
9. Hold 10
10. Hold 11
11. Hold 13
12. Hold 14
13. Hold 16
14. Hold 17
15. Hold 19
16. Hold 20
Sounding pipes in steering gear room
Pos. no. Sounding of

17. Rudder horn

IMO - 9359038 Air and Sounding Pipes for Cofferdam and Bilge
Rev.: 2015.12.01
IMO - 9359038 Ballast System in ER
Rev.: 2015.12.01
GENERAL
ALARMS
The purpose of the ballast system is to provide the distribution of sea water ballast throughout the ship under varying load conditions.
The load bearing of the hull and the trim of the ship are affected by the cargo loading and unloading, bunkering, fuel oil transfer and fuel
consumption. The ballast system is used to compensate for all of these operating conditions. Tag no. Description
1601001UA BALLAST PUMP 1
The ballast system is arranged in principle as shown on the diagram opposite.
1601002UA BALLAST PUMP 2
All valves in the ballast system are hydraulically operated from the ICS operator station in the ship control centre in manual mode or in
automatic sequence.
MACHINERY
The selector switch for ballast pumps on starter panel has positions LOCAL/OFF/ICS.
In position LOCAL: Item No off m³/h bar

The pumps are started at the starter panel.
Ballast pump 2 600/1020 3.9/3.0
In position ICS: 410
Ballast/stripping ejector 2
The pumps are started manually on the ICS operator station, or, are set in AUTO mode for automatic start in the ballasting/deballasting
sequence. suction capacity
Ballast pump and ejector 998/1418
OPERATION
The ballast pump suction and discharge valves should be maintained in the OPEN (i.e. fail safe) position and, all other valves kept INSTRUCTION BOOKS
SHUT when the system is not in use.
Book 1 section 1 : Ballast pumps
Required tank levels are determined by simulation on the "Load Computer" located in the ship control centre and can be transferred Book 8 section 3 : Control butterfly valves
automatically to the ICS. Book section 44 & 45 : Hydr. system for valve operation
Book 81 : ICS user manual
Ballasting or deballasting is done in a sequence, remote manual or automatic, consisting of 5 steps listed below. This sequence makes
the best possible use of gravitational flow, and thereby minimises the use of the ballast pumps.
Note: The double bottom tanks must always be filled by gravity.
1. Waterflow by gravity between tanks
2. Waterflow by gravity to/from sea
3. Waterflow from sea by pump (if required)

Ballast pump is used.
4. Waterflow to sea by pump (if required)

Ballast pump and ballast/stripping ejector is used.
5. Stripping by use of ballast/stripping ejector
The valve operating procedure in each step is described in the ICS User Manual.
NOTE
1. When filling ballast tanks with the ballast pumps it should be observed that motors are not overloaded (red line on the ammeter).
If this occurs, the number of opened valves to ballast tanks shall immediately be reduced (closed) until current is within allowable
limit.
2. The system is mechanical prepared for future installation of a ballast water treatment system.

IMO - 9359038 Ballast System in ER
Rev.: 2015.12.01
IMO - 9359038 Ballast System Outside ER
Rev.: 2015.12.01
GENERAL ALARMS
The purpose of the ballast system is to provide the distribution of sea water ballast throughout the ship under Tag no. Description
varying load conditions. The load bearing of the hull and the trim of the ship are affected by cargo loading and
1602286LT WBT HOLD 2 R021
unloading, bunkering, fuel oil transfer and fuel consumption. The ballast system is used to compensate for all of
1602287LT WBT HOLD 3-4 PS R043
these operating conditions.
1602288LT WBT HOLD 3-4 SB R042
The ballast system is arranged in principle as shown on diagram opposite. 1602289LT WBT HOLD 5-6 PS R065
All valves in the ballast system are hydraulically operated from the ICS operator station in e.g. the ship control 1602291LT WBT HOLD 7-8 PS R073
centre in manual mode or in automatic sequence. 1602292LT WBT HOLD 7-8 SB R072
1602293LT HEEL TK HOLD 7-8 PS R075
1602294LT HEEL TK HOLD 7-8 SB R074
OPERATION 1602295LT WBT HOLD 9-10 PS R93
The ballast pump suction and discharge valves should be maintained in the OPEN position (i.e. fail safe position) 1602297LT WBT HOLD 9-10 CT R91
and all other valves kept SHUT when the system is not in use. 1602298LT HEEL TK HOLD 9-10 PS R095
1602299LT HEEL TK HOLD 9-10 SB R094
For further operation, see section 6.10.2. 1602300LT WB DB TK HOLD 11 PS R115
1602301LT WB DB TK HOLD 11 SB R114
1602302LT WBT HOLD 11 PS R117
SOUNDING SYSTEM 1602303LT WBT HOLD 11 SB R116
1602304LT WBT HOLD 12-13 CT R121
Each ballast tank is equipped with one level transmitter mounted on an isolating valve located on tank side close 1602305LT HEEL TK HLD 12-13 PS R125
to bottom facing cofferdam or mounted from the top of the tank and down (without isolation valve). 1602306LT HEEL TK HLD 12-13 SB R124
1602307LT WB DB TK HLD 12-13 SB R122
Each ballast tank is equipped with one sounding pipe. 1602308LT WB DB TK HOLD 12-13 PS R123
1602309LT WBT HOLD 15-16 PS R145
Signals are transmitted to ICS for control of ballasting/deballasting operations and for indication of tank contents 1602310LT WB DB TK HOLD 15-16 PS R143
in m, m3, % and tons. 1602311LT WB DB TK HOLD 15-16 SB R142
1602312LT WBT HOLD 15-16 SB R144
The transmitter isolating valves on the tanks normally to be open for all transmitters. 1602313LT WBT HOLD 15-16 CT R141
1602314LT WBT HOLD 17 PS R163
Location of all transmitters is shown and listed in section 2.8. 1602315LT WBT HOLD 17 SB R162
1602316LT WBT HOLD 18-19 PS R177
1602317LT WBT HOLD 18-19 SB R176
WARNING 1602318LT WBT HOLD 20 PS R193
1602319LT WBT HOLD 20 SB R192
Some ballast tanks are extended above the waterline and great care should therefore be exercised when the 1602320LT WBT HOLD 14 PS R137
ambient temperature is below freezing point. The surface water in ballast may freeze resulting in the danger of 1602321LT WBT HOLD 14 SB R136
rupturing a tank. 1602322LT WBT HOLD 14 PS R135
1602323LT WBT HOLD 14 SB R134
INSTRUCTION BOOKS
Book 8 section 3 : Control butterfly valves

Book 7 : Liquid level press transmitter
Book 15 section 44 & 45 : Hydraulic system for valve operation

IMO - 9359038 Ballast System Outside ER
Rev.: 2015.12.01
INTENTIONALLY
LEFT
BLANK

IMO - 9359038
Rev.: 2015.12.01
IMO - 9359038 Ballast Tank Air Pipe System
Rev.: 2015.12.01
IMO - 9359038 Cleaning System ME T/C and Air Cooler Drain
Rev.: 2015.12.01
GENERAL
AIR COOLER WATER WASHING
The turbochargers are specially susceptible to fouling and should therefore be cleaned periodically in accordance with the Mitsubishi
instruction manual. Air coolers can be high pressure cleaned through nozzles built in cooler.
Valves in drain line from gas outlet casing are opened and a check must be made that the drain line is not blocked. The water supply
SOFT BLAST CLEANING OF TURBINE must be shut off immediately, if no drain is flowing.
Cleaning is done once every 24 hours. After cleaning is terminated, run the engine at the same power for at least 10 minutes to ensure that all parts are dry and then increase
the load slowly.
Normally the injection of 3 litre "Soft Blast" granulate is made when the engine is running at full load.
AIR COOLER DRAIN
NOTE Air coolers water drains are collected and led to a separate drain tank. This clean water can be pumped directly overboard.
If the soft blast cleaning is insufficient, cleaning is to be carried out by water washing.
ALARMS
Tag no. Description

2101151UA AIR COOL DRAIN PUMP
2101286LT AIR COOLER DRAIN TK M80
2101701LSH ME AIR COOL 3 LEAKAGE
INSTRUCTION BOOKS
Book 15 : Operation & Data
Book 16 : Maintenance
Book 18 : Fitt. & Accessories

IMO - 9359038 Cleaning System ME T/C and Air Cooler Drain
Rev.: 2015.12.01
IMO - 9359038 SW System for FW Generator
Rev.: 2015.12.01
GENERAL
INSTRUCTIONS
1.1 A fresh water generator capable of producing min. 36 tons of fresh water in 24 hours by evaporation of sea water is provided. 1. Check that the power is available to the fresh water generator control panel and the sterilizer unit.
1.2 Evaporation occurs at below atmospheric pressure and to achieve this, the required vacuum is obtained by means of seawater driven 2. Open the valves on the suction and discharge sides of the S.W. pump for F.W. generator as well as the discharge overboard valve.
combined air/brine ejector. 3. Start the sea water pump at the control panel.
1.3 A fresh water generator cooling/ejector water pump takes suction from the sea suction compartment forward. The pump supplies
cooling water for condenser, feed water to the generator vessel and driving water to the combined air/brine ejector.
1.4 The ejector also takes suction from the brine sump within the generator shell. CAUTION
1.5 The cooling water discharge from the condenser section and combined air/brine ejector are led directly overboard.
1.6 A scale inhibitor dosage unit is provided for treating the feed water in the generator shell to prevent scaling. The fresh water generator should not be operated when pollution of sea water may be expected. During time in port, all sea water
1.7 The fresh water generator control panel, one set, only assumes the role of watch keeper, and stops the process if the external valves to the fresh water generator must be securely shut to avoid the possibility for the introduction of contaminated water into the plant.
parameters exceed the preset limits.
1.8 Reference is made to the following descriptions: ALARMS
- Fresh water production during stand still of main engine, see section 5.3.
- Silver electrode sterilizer, section 5.1. Tag no. Description
- Neutralizing unit, section 5.1. 1101001UA FW GENERATOR
2304001SSO SW PUMP FW GENERATOR
MACHINERY
Sea water pump for F.W. gen. 1 88 3.9
INSTRUCTION BOOKS
Book 15 sect.68 a: F.W. generator
Book 1 sect. 1: Sea water pump for F.W. generator
Book 4 sect. 2: Silver electrode sterilizer
Book 4 sect. 3: Neutralizing unit

IMO - 9359038 SW System for FW Generator
Rev.: 2015.12.01
IMO - 9359038 FW Cooling System Emergency Generator
Rev.: 2015.12.01
GENERAL ALARMS
The cooling water system is circulated by an engine driven pump through a bulkhead mounted radiator. This radiator is cooled by an
integral fan, electric motor driven. Name Description
Radiator has two cooling circuits, one for jacket cooling and L.O. cooler and one for the after cooler. 3500101LSL EMERG GEN JACKET COOL
3500101LSL1 EMERG GEN AFTER COOL
Air to the room is supplied by two low-pressure roof mounted ventilators. One of the fans is provided with a 2-speed motor. Exhaust via 3500101TT7 EMERG GEN FW TEMP SYSTEM
the outlet duct for the radiator fan.
Fan and ventilators are powered from the emergency switchboard.

MACHINERY
During operation of the emergency generator both ventilators will be in service.
During stop of the emergency generator only one fan controlled by a thermostat will be in service at reduced speed.
An electric preheater is installed in order to keep the temperature on the diesel ready for start-up.
Emergency generator built on circ. pump 1 93 0.5
Ventilator two speed 1 64800 0.0141
OPERATION 32400 0.0035
The cooling fan and room ventilator start and stop automatically and both dampers open/close with start/stop of the generator. Ventilator single speed 1 64800 0.0141
Start/stop of ventilator is controlled automatically by the room temperature when the generator is stopped.
Radiator fan 1 93600
Important
In cold climate ethylene glycol must be added in the expansion tank:
20% or 120 l for temperatures down to minus 1°C.

30% or 180 l for temperatures down to minus 17°C. INSTRUCTION BOOKS
Book 30 : Emergency diesel generator

IMO - 9359038 FW Cooling System Emergency Generator
Rev.: 2015.12.01
IMO - 9359038 Air and Sounding System LO
Rev.: 2015.12.01
GENERAL
The system provides venting and sounding of lub. oil tanks.
Venting
All tank vents and vents from main and aux. engines are joined together in eight air pipes terminating in the oil mist box in top of the funnel.
A common air pipe from the stern tube LO system terminates on mooring deck aft CL.
Sounding
Hand sounding of major tanks
Tank no. Tank Location of sounding position
M01 LO sump tank ME Tank top in engine room C.L.

M03 LO storage tank ME Storage room deck11650 PS
M06 Cyl. LO storage tank tower Auxiliary mach. room deck 19550 SB
M08 Cyl. LO storage tank upper Auxiliary mach. room deck 19550 SB
M05 Spare cyl. oil tank/LO cleaning tank ME Storage room deck11650 PS
M11 LO storage tank DG Storage room deck11650 PS
NOTE: Refer to tank plan for exact capacities of tanks.

IMO - 9359038 Air and Sounding System LO
Rev.: 2015.12.01
IMO - 9359038 DO Transfer System
Rev.: 2015.12.01
GENERAL ALARMS
The DO filling/transfer system is a separate pipe system.
Tag no. Description
The filling system is controlled and observed from the ICS operator station in the ship control centre.
2601051UA DO TRANSFER PUMP
The transfer system is observed and controlled from the engine control room. 2601076PT DO FILLING LINE
2601077PT DO TRF PUMP DISCH
The DO transfer pump can draw from any of the four DO service/storage tanks and discharge to DO service/storage tanks opposite or
2601236LSH DO STORAGE TANK M43
to the filling line.
2601237LSH DO DMX TANK M47
The pump selector switch on starter has positions LOCAL/OFF/ICS. 2601238LSH DO SERVICE TANK M42
2601239LSL DO SERVICE TANK M42
In position LOCAL:
The pump is started at the starter panel or by pressing the local pushbutton. 2601240LSH DO SERVICE TANK M44
2601241LSL DO SERVICE TANK M44
In position ICS: 2601286LT DO STORAGE TANK M43
The pump is started manually on the ICS operator station. 2601287LT DO DMX TANK M47
Tank filling valves are operated on ICS in manual mode. Other valves are operated locally. 2601288LT DO SERVICE TANK M42
2601289LT DO SERVICE TANK M44
Filling connections port and starboard are located on A-deck aft at accommodation.
Air pipes and overflow pipes to the overflow tank are separate from other systems and arranged in such a way that overflow to deck MACHINERY
cannot occur. See sections 6.20.1.
Level is indicated by one level transmitter placed in bottom of each tank which measures static pressure. Item No. off m³/h bar
The retrofitted LSFO transfer pump can take suction from F112, M29, M31 and MDO tanks. DO transfer pump 1 5.0 5.0
The LSFO transfer pump can be started from starter panel in local mode and from ICS in remote mode.
LSFO Transfer Pump 1 20.0 4.5
When the pump is set to Auto Mode in the ICS, it will be able to auto start and stop depending on the level in the LSFO settling tank
M31 and MGO tank M43.
INSTRUCTION BOOK
NOTE Book no. 1 sect. 13 : DO transfer pump
Book no. 6 sect. 10 : DO transfer filter
A flow switch alarm is fitted in the overflow line giving alarm in case of overflow to the overflow tank. See section 6.21. Book no. 7 sect. 1 : Level transmitter
If relief valve on DO filling system opens there will be an alarm in ship control centre.
The DO and FO transfer systems are two separate systems with manual change over possibilities by means of removable spool pieces.

IMO - 9359038 DO Transfer System
Rev.: 2015.12.01
IMO - 9359038 FO Transfer System
Rev.: 2015.12.01
GENERAL ALARMS
The FO transfer system is a separate system controlled from the engine control room.
Name Description
The FO transfer pumps can taken suction from FO settling, boiler tanks (see section 6.18) and discharge via filling lines to any FO
storage tank (see section 6.21). This can be done manually from the ICS or as an automatic operation, where the ICS after manual start 2603051NHC FO BUNK TR PUMP 1
up will automatically stop the transfer pump when the tank is empty or the receiving tank is full. When the pump is stopped, the valve is 2603051UA FO BUNK TR PUMP 1
closed to the tank that was the source of the transfer. The valve in the receiving tank remains open. 2603052NHC FO BUNK TR PUMP 2
The operator can also open the valves in MAN mode, one at the source tank and one at the receiving tank and start the pump in MAN 2603052UA FO BUNK TR PUMP 2
from the ICS. 2603077PT BUNK TR PUMP OUT P2
2603078PT BUNK TR PUMP 1 SUCTION
Further functions of the pumps are:
2603079PT BUNK TR PUMP 2 SUCTION
Suction from: 2603080PT BUNK TR PUMP OUT P1
FO overflow tank 26033011ZT FO SETTLING TANK M23 FILLING
FO service tanks
FO storage tanks 26033017ZT LS FO SETTL TANK M31 FILLING
Discharge to: 2603702PDSH FO PRES BF FILTER 2 CLOGGED
Filling line
FO settling tank
FO service tank
The pump selector switch on starter panel in ECR has positions LOCAL/OFF/ICS. MACHINERY
In position LOCAL:
The pump is started at the ECR panel or by pressing the local pushbutton.
FO transfer pump (freq. control) 1 100.0 5.0
In position ICS:
The pump is started manually on the ICS operator station, or, is set in AUTO mode both for start and for automatic stop (see above). FO transfer pump 1 100.0 5.0
Level is indicated by one level transmitter, placed in bottom of each tank, which measures static pressure.
INSTRUCTION BOOK
NOTES
Book no. 1 sect. 14 : FO transfer pump
The FO and D.O. transfer system are two separate systems with manual change over possibilities by means of removable spool pieces. Book no. 6 sect. 10 : FO transfer filter
Book no. 7 sect. 1 : Level transmitter
A flow switch alarm is fitted in the overflow line giving alarm and pump stop in case of overflow to the overflow tank. See section 6.20.
STEAM TRACING AND HEATING COILS

All heavy fuel tanks are equipped with heating coils and pipe lines in engine room with steam tracing.
When applying steam to steam tracing always be sure that the oil in the pipe system is free to expand. Do never apply steam tracing to
pipes where valves in both ends at piping are closed.
GENERAL RECOMMENDATIONS are as follows

1. No pumping should be attempted from any fuel tank before the oil is pumpable, meaning that the viscosity is about 700 cSt at
50°C (BS MA100 class M12) and that the suction and pressure lines are open.
2. Pipe lines and in particular suction lines should be heated to the same temperature by using the steam tracing system. Steam
tracing may be shut off as soon as the fuel is flowing.

IMO - 9359038 FO Transfer System
Rev.: 2015.12.01
IMO - 9359038 FO Service System for Emergency Generator
Rev.: 2015.12.01
GENERAL ALARMS
The emergency generator is supplied with diesel oil from D.O. separator system, section 5.15. Tag no. Description
2613286LT EM DG SERVICE TANK M46
The engine is provided with a directly driven fuel oil booster pump.
NOTES INSTRUCTION BOOKS
Always be sure that discharge valve to emergency generator D.O. service tank is open when transferring D.O. Book 15 sect. 29 : Emergency generator plant

IMO - 9359038 FO Service System for Emergency Generator
Rev.: 2015.12.01
IMO - 9359038 FO and DO Vent. and Overflow System
Rev.: 2015.12.01
GENERAL ALARMS
All FO and DO tanks are FO fitted with combined vent system and overflow pipes leading to the FO overflow tank in the engine room.
The overflow pipes form storage tanks and service tanks are separated in order to avoid fumes from service tanks to enter the storage Tag no. Description
tanks. 2620176TT FO OVERFLOW TK CT M21
2620238LSH FO OVERFLOW TK CT M21
2620286LT FO OVERFLOW TK CT M21
OPERATION 2620336FSH FO OVERFLOW
Fuel oil and diesel bunkers are taken on board via FO/DO filling system outside engine room.
Overflow lines are supplied with a common flow switch. In case of overflow, alarm is sounded. Additionally there is level alarm 90% level
in overflow tank.
The overflow tank has a single air vent taken to a mist box at the funnel top level. In order to avoid excessive pressure in the overflow
tank and to prevent vacuum in the vent system, a pressure/vacuum valve is arranged at upper deck level. The height of air pipe above
upper deck plus the set pressure of the pressure/vacuum valve must not exceed 1370 mm W.C.

IMO - 9359038 FO and DO Vent. and Overflow System
Rev.: 2015.12.01
IMO - 9359038 FO Filling and Overflow System
Rev.: 2015.12.01
GENERAL ALARMS
Four filling stations with cross-over connections are provided P and S on fore UD and P and S aft UD.
Tag no. Description
The FO filling system is a remotely controlled system. The filling valves are operated from the ICS station in the ship control centre. 2622076PT FO FILLING LINE
When a storage tank is full, the filling valve is closed automatically by the ICS in order to prevent overflow. 2622176TT FO TK HOLD 7 SB F072
2622177TT FO TK HOLD 7 CT F071
From ICS in the ship control centre and engine control room, the content of FO storage tank can be observed. 2622178TT FO TK HOLD 7 PS F073
Loading of fuel oil and its distribution is to be effected in such a way as to minimise undue hull stresses. 2622179TT FO TK HOLD11 SB F112
2622180TT FO TK HOLD11 CT F111
Operating procedures must be in accordance with local and APM regulations. 2622181TT FO TK HOLD11 PS F113
2622184TT FO BUNKER SB
The FO storage capacity is 12045 m3 and filling time is max. 6 hours. The filling capacity for each tank is as the following: 2622185TT FO BUNKER PS
2622236LSH FO TK HOLD 7 SB F072 LSH
Tank no. Description Volume of tank
m3 2622237LSH FO TK HOLD 7 CT F071 LSH
F072,F073 FO storage tank P&S 2 x 1170 2622238LSH FO TK HOLD 7 PS F073 LSH
F071 FO storage tank CT 2487 2622240LSH FO TK HOLD11 SB F112 LSH
F111 FO storage tank CT 2493 2622241LSH FO TK HOLD11 CT F111 LSH
F112,F113 FO storage tank P&S 2258
2622242LSH FO TK HOLD11 PS F113 LSH
M27 FO tank boiler P 58
M23 FO settling tank P 151 2622286LT FO TK HOLD 7 SB F072
Total 12045 2622287LT FO TK HOLD 7 CT F071
2622288LT FO TK HOLD 7 PS F073
Each bunker tank is equipped with an alarm set at 95-98% fuel capacity and high temperature alarm set at 65oC. 2622289LT FO TK HOLD11 SB F112
2622290LT FO TK HOLD11 CT F111
All FO tanks are fitted with combined vent system and overflow pipes leading to the FO overflow tank in the engine room.
2622291LT FO TK HOLD11 PS F113
One vacuum breaker for each side of the lines is arranged in the foreship.
NOTES
A flow switch alarm is fitted in the overflow line to overflow tank, giving alarm in case of overflow to the overflow tank.
See section 6.20.
Between the filling line and overflow line is fitted a press-relief valve set to 7.0 bar with an indication lamp in the ICS panel in ship
control centre for actuation in order to prevent overpressure.
On FO filling line in PS and SB there is connection, where it is possible to connect a portable oil sample unit, to take out samples during
bunkering.
PREPARATIONS
1. Ensure that all local and APM’s regulations are checked and fulfilled.
2. Ensure that all bunker valves, alarms etc. are operational by check of console.
3. Check that overflow tank is empty before starting bunkering.
4. When bunkering commences, ensure that flange connections are tight.

IMO - 9359038 FO Filling and Overflow System
Rev.: 2015.12.01
IMO - 9359038 Steam and Drain System Outside ER
Rev.: 2015.12.01
GENERAL ALARMS
All F.O. storage tanks are equipped with heating coils (larger tanks have two separate heating coil systems).
Tag no. Description
Fore and aft storage tanks have separate heating coil systems.
2622176TT FO TK HOLD 7 SB F072
Heating steam is supplied from the saturated steam system and condensate feed back via steam traps (thermodynamic type) to the 2622177TT FO TK HOLD 7 CT F071
observation tank, see section 6.24.2. 2622178TT FO TK HOLD 7 PS F073
2622179TT FO TK HOLD11 SB F112
Heating steam is automatically controlled by ICS. Set temperatures are adjusted on operator station in engine control room. 2622180TT FO TK HOLD11 CT F111
2622181TT FO TK HOLD11 PS F113
All storage tanks are fitted with temperature probes and indication in engine control room (ICS).
The regulating valves will automatically shut off for steam to heating coils when the temperature in the tank in question exceeds the set
value or at low level in tank.
INSTRUCTION BOOKS
Book 15 section 57, 58 : Oil fired boiler
Book 15 section 58 : Exhaust gas boiler
GENERAL RECOMMENDATIONS
Normally only two bottom heating coil loops should be in use. The top loops to be shut off.

IMO - 9359038 Steam and Drain System Outside ER
Rev.: 2015.12.01
IMO - 9359038 Hydr. System for Top Bracing ME
Rev.: 2015.12.01
Hydraulic top bracings are installed on SB side of engine only, aft and fore, in pairs. The cylinders are single acting,
with a self-return mechanism.
If forces above the hydraulic relief valve setting occur, the relief valve will open and high pressure oil will flow to low
pressure side and be accumulated in a pressurized chamber until forces are "negative" and the "air spring" will
ensure a controlled outwards force and send oil back to the high pressure side. The pressurization of the
accumulator chamber is by pneumatic pressure supplied by the ship's compressed air system, regulated to correct
pressure by the pressure control valve at inlet to the service tank, 1 for each pair of cylinders fore and aft.
Hydraulic cylinder
General specifications
Maker/type DE-MAX Ø400 self-contained air loaded

Static thrust per cylinder at 4 bar air 28.275 kN
Max. load at max. hydraulic pressure 17bar 120.169 kN
Valve block 1 relief valve 17 bars setting
Accessories
Service tank: 2 per ship, 1 per 2 cylinders.
Instruments per cylinder Level gauge
1 pneumatic control valve
2 bleed valves
1 fill port with connector
Service Tank
Oil type Standard hydraulic oil
3,5-5°E, @ 50°C Any major brand.
Service Tank
Oil volume 5 litres per cylinder
Weight Approx. 140 kg per cylinder

IMO - 9359038 Hydr. System for Top Bracing ME
Rev.: 2015.12.01
IMO - 9359038 SW System for Reefer Coolers
Rev.: 2015.12.01
INTRODUKTION ALARMS
The two reefer cooling seawater pumps supply seawater to the two container freshwater coolers. The pumps draw from PS and SB sea
Tag no. Description
suctions in service, but can also draw from one sea suctions if required. The reefer sea water cooler system is provided with back
flushing. 2311001UA SW REEFER COOLER P1
2311002UA SW REEFER COOLER P2
2311076PT SW REEFER PUMPS OUTLET PRESS 1
OPERATION 2311077PT SW REEFER COOL1 SW OUT
2311078PT SW REEFER COOL2 SW OUT
1) Ensure that all suction strainers are clear. 2311079PT SW REEFER PUMPS OUTLET PRESS 2
2) Ensure all the pressure gauge and instrumentation valves are open and that the instrumentation is reading correctly. 2311176TT SW REEFER COOLER OUT TEMP
3) Close the back-flushing valves 350V228006 and 350V228005.
4) Both pumps to be ready for operation as they are 50% each. All isolation valves to be open.
5) One cooler only to be in service, and one stand-by (each cooler is designed for 100% heat transfer). The isolation valves
upstream and downstream the cooler in service to be open.
MACHINERY
6) At the cooler as stand-by the isolation valve upstream to be open and the valve downstream to be closed.
Item m3/h Bar
SW Pump no. 1 and 2, each 250 2.2
BACK FLUSHING COOLER
SW Pump no. 1 or 2 365 1.2
The cooler is back-flushed by leading the water through the cooler in service, and hereafter not overboard but into the cooler to be SW spare pump
back-flushed before the water is directed overboard through the normally closed connection between upstream the cooler and the
overboard connection.
The valves to be operated with care in order not to establish a water hammer that could damage the port filter installed in each cooler.
Back-flushing cooler 1 is shown below; back-flushing cooler 2 will be similar.
1) Close the valve 350V228001.
2) Open the valve 350V228003.
3) Close the valve 350V228011and open valve 350V228006 meanwhile.

IMO - 9359038 SW System for Reefer Coolers
Rev.: 2015.12.01
IMO - 9359038 FW Cooling System for Reefers ER
Rev.: 2015.12.01
INTRODUCTION ALARMS
Container fresh water cooling is supplied by a separate fresh water circulation system with own fresh water pumps, coolers, sea water Tag no. Description
pumps, expansion tank and steriliser unit. The expansions tank is supplied with make-up water from the fresh water system and is 2406001UA FW REEFER COOL PUMP1
provided with high and low level alarms.
2406002UA FW REEFER COOL PUMP2
The coolers are supplied with sea water by cooling pumps (see section 6.24). The container fresh water cooling system operates on 2406003UA FW REEFER COOL PUMP3
demand from refrigerated container (reefer) system on basis of the number of reefers onboard. The container fresh water cooling 2406076PT FW REEFER COOL SYS DISH PRESS
preheater maintains a minimum temperature in the circulating water system. This prevents the water freezing in the pipeline system. The 2406077PT FW REEFER COOL SYS DISH PRESS
container fresh water cooling preheater may be by-passed if required. There is an orifice plate in parallel with the preheater in order to 2406101UA FW REEFER COOL STRILIZER
make sure that some cooling water does bypass the heater.
2406176TT FW REEFER COOL SYS DISH TEMP
Temperature control valves located in the cooler inlet and bypass lines, regulate the amount of container fresh water cooling passing 2406236LSH FW REEFER EXP TANK
though the coolers thereby regulating the temperature of the water being supplied to the reefer containers. 2406237LSL FW REEFER EXP TANK
The silver ion steriliser, located between the container cooling water supply and return lines, automatic operated to maintain the water in
a sterile condition. MACHINERY
OPERATING THE REEFER FRESH WATER COOLING SYSTEM Item m3/h bar
F.W. pump no. 1 and 2, each 242 3.6
1) Check that the reefer fresh water cooling expansions tank is at the correct level and top up if necessary from the domestic fresh
water supply system. F.W. pump no. 1 or 2 350 1.8
F.W. pump (low speed) 230 0.8
2) Check all line valves, particularly those outside the engine room, to ensure that all valves which are supposed to be shut are
actually shut.
3) Supply sea water to the reefer fresh water coolers as explained i section 6.24.
4) Set the essential vales as below:
Close valve 150V211006 (F.W. heater by-pass to be open when heater is closed)
Open valve 350V211002 (F.W. heater parallel branch, normally open)
Open valves 15V654116 and 15V654119 (Sterilizer)
Open the isolation valve upstream and downstream the reefer cooler in operation (each is rated for 100%; hence one is stand-by)
Close the valve downstream the reefer cooler in stand-by (350V2200009 or 350V220010)
Open the valve 350V211001 (F.W. return from holds)
5) Start fresh water duty pumps
6) Start the steriliser unit and ensure that it is operating correctly by taking water samples
7) Open the heater steam supply and ensure that control valves are operating for steam supply
8) Open the supply and return valves at the reefer containers as required and check their operation

IMO - 9359038 FW Cooling System for Reefers ER
Rev.: 2015.12.01
IMO - 9359038 Water Drains SB
Rev.: 2015.12.01
IMO - 9359038 Water Drains PS
Rev.: 2015.12.01
IMO - 9359038 External Scuppers, Accommodation
Rev.: 2015.12.01
INTENTIONALLY
LEFT
BLANK

IMO - 9359038
Rev.: 2015.12.01
IMO - 9359038 Ventilation
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
IMO - 9359038 Fire Flap Air System
Rev.: 2015.12.01
For fire protection in the engine room, all ventilation inlets and outlets for air discharge to funnel,
are fitted with dampers.
The dampers can be closed from the fire control station in CCR or from on operating board
located outside the funnel PS.
As mal-operation could create vacuum in the engine room, the system is separated in such a way
that all dampers, except one, are activated by operating valve #1. The last damper is activated by
operating valve #2.
Fire flaps on upperdeck close automatically when supply fans for diesel generator rooms are
stopped.
All dampers can be opened from an operating board located inside the funnel PS.
Each damper can also be operated locally on a three-way cock. This cock is to be used for
testing purposes and in case closing of individual dampers is required.
NOTE
After testing, the three-way valve is to be put in normal position.

IMO - 9359038 Fire Flap Air System
Rev.: 2015.12.01
IMO - 9359038 Air Condition General - Refrigeration System for Air Condition
Rev.: 2015.12.01
1. GENERAL • Pass 2 humidifying steam lances, which inject clean humidifying steam into the air flow to reach a comfortable
50% relative humidity level. The humidification steam is produced by a dedicated electrical steam generator
The air conditioning system provides separate climate control to the following spaces: near the AHU.
• Pass chilled water air coolers
1. Accommodation (excl. bridge) with re-heaters in each room for individual temperature adjustment - full • Pass the supply fan.
temperature and humidity control
2. Bridge - full temperature and humidity control Next a network of ducts lead the air to the different rooms, where re-heater installed in the ceiling mounted cabinet
3. Galley - temperature control units, provide a final heat boost, which can be adjusted to a personal comfort level using. Also in summer is the cool
4. Engine Control Room (ECR) - cooling only and temperature control air from the main AHU reheated to match personal preferences. The re-heaters, which are running on a hot water
5. Workshop - cooling only and temperature control circulation circuit, can be adjusted by the temperature knob in the cabinets, which is coupled to the hot water valve
serving re-heater coil. The hot water is produced by a hot water circulation pump and heater unit in the engine room
Cooling is provided by circulating chilled water in the air handling units (AHUs). A chiller unit with two independent (see also section 6.33).
circuits transfer the heat from the chilled water to the low temperature cooling water system. The chilled water is
circulated by 2 x 100% pumps. The used and possible warmed up air from the rooms is drawn by another duct system back to the main AHU.
The chiller unit automatically adjusts the cooling capacity within 10-100% to provide a supply of chilled water of
6 °C Note that the toilet exhaust air has its own separated duct system.
1 main control cabinet is placed in the air condition room (A-deck). This unit picks up all data from the AHUs and the Both the supply and exhaust fan are single speed and should always be running.
chiller plant. Via serial interfaces to the ICS it is possible to change settings and as backup local on the panel in
control cabinet. The enthalpy exchanger wheel has its own small motor starter. It is automatically stopped when the outside
temperature is above abt. 15 °C but no cooling power is required yet. If the wheel was not stopped the warmed up
The A/C system can be operated from ICS mimic 0303. air from the accommodation would actually warm up the outside air requiring it to be cooled down again with
refrigerant at an additional electrical power consumption.
1.1 Design Outside Conditions
2.2 Capacities
Temperature Rel. Humidity
Summer, Outdoor 35 °C 70 % Supply Air Flow : 17676 m3/hr
Summer, Indoor 25 °C 50 % Exhaust Air Flow : 17676 m3/hr
Winter, Outdoor -25 °C 95 % Cooling Coil : 193.6 kW
Winter, Indoor 20 °C 50 % Pre Steam Heating Coil : 77.6 kW
Main Steam Heating Coil : 96.7 kW
(for standard sun conditions according to ISO 7547-1985) Electrical Humidification Steam : 65 kg/hr
Generator
2. ACCOMMODATION 2.3 Control
2.1 Air Treatment - Accommodation

On mimic 0303 the operator can change set-points for temperature and humidity.
After the outside air entered the main fresh air inlet at the side of the decks house on upper deck and passed
through a filter, it undergoes the following treatment inside the main air handling unit (AHU) in the A/C Room on A-
Deck:
• Pass a thermostatically controlled steam pre-heater that heats up the outside air to at least -20 °C in order to
avoid over-freezing of the enthalpy exchanger wheel in the next step.
• Pass the enthalpy exchanger wheel and recuperate abt. 70% of the exhaust air enthalpy (both heat and
humidity).
• Pass a thermostatically controlled main steam heater, which heats up the air to +20 °C in winter.

IMO - 9359038 Air Condition General
Rev.: 2015.12.01
3. BRIDGE
5. Workshop
3.1 Air Treatment - Bridge
A chilled water air cooling unit with built in circulation takes air from the workshop, cool it and return it to the
The supply air pass an inlet filter, a steam heater, a humidifier, a chilled water air cooler and a fan before it is workshop.
discharged to the wheelhouse.
A fan discharge exhaust air through a separate exhaust duct.
Exhaust from the wheelhouse is 90% re-circulated and 10% escapes naturally through wheelhouse openings to
outside. 5.1 Control
On mimic 0303 the operator can change set-points for temperature which also can be done locally.
3.2 Capacities
6. ECR
Supply Air Flow : 6264 m3/hr
Return Air Flow : 5637 m3/hr Two chilled water air cooling units are located in the HVS room. Built in circulation fans take air from the HVS room
Exhaust Air Flow : 627 m3/hr into the unit, cool it and discharge it to the ECR. 80% air is re-circulated and 20% of the air is fresh air. Air is
Cooling Coil : 36.9 kW returned from ECR to the HVS room through open areas.
Steam Heating Coil : 36.4 kW
Electrical Humidification Steam : 5.3 kg/hr 6.1 Control
Generator On mimic 0303 the operator can change set-point for temperature.
7. Alarms
3.3 Control
On mimic 0303 the operator can change set-points for temperature and humidity. Tag name Description
10000010UA AHU ACCOM. FAIL
10000011UA AHU BRIDGE FAIL
4 GALLEY
10000012UA AHU GALLEY FAIL
10000013UA AHU ECR 1 FAIL
4.1 Air Treatment - Galley
10000014UA AHU ECR 2 FAIL
10000015UA AHU WORKSHOP FAIL
The supply air pass an inlet filter, a steam heater, a chilled water cooler and a fan and are the discharged to the 1000001UA ACC. A/C SUPPLY FAN
galley. 1000002UA ACC. A/C EXH FAN
1000030UA BR A/C FAN
Exhaust is discharged outside via a fan. The exhaust fan is twice the capacity 1000050UA GALLEY A/C FAN
1000201UA A/C ECR FAN 1
4.2 Capacities 1000202UA A/C ECR FAN 2
1000203UA WORKSHOP A/C FAN
Supply Air Flow : 1584 m3/hr 1000351UA EM GEN SUPPLY FAN 1
Return Air Flow : 0 m3/hr 1000361UA EM GEN SUPPLY FAN 2
Exhaust Air Flow : 3720 m3/hr 1000401UA CO2 ROOM EXH FAN
Cooling Coil : 37.2 kW 1006001UA HVAC PLANT FAIL
Steam Heating Coil : 26.6 kW 1006103UA CHILLER PUMP COMMON ALARM
4.3 Control
On mimic 0303 the operator can change set-points for temperature.

IMO - 9359038 Air Condition General
Rev.: 2015.12.01
INTENTIONALLY
LEFT
BLANK

IMO - 9359038
Rev.: 2015.12.01
IMO - 9359038 Heating in Accomodation
Rev.: 2015.12.01
GENERAL
For general description of air conditioning system, please refer to section 6.32.
CENTRAL HEATING SYSTEM
A steam heated hot water circulation system is provided to supply the individual cabinet reheater units
with hot water and thus allow for individual temperature adjustment in each room served by the main
AHU. (Note that neither the galley nor the bridge is equipped with reheaters, since these spaces are
only one room and the AHU controls the temperature directly)
Furthermore the hot water is used in bathroom heaters and similar.
The system consists of:
- One heating water heater located in machinery on upperdeck.

- Two circulating pumps in proximity of the heaters providing ~ 5m3/hr.
- A local controller regulating the hot water temperature to 80 °C by adjusting the steam valve.
One expansion tank is located in top of funnel.
The heater is fed from saturated steam system.

IMO - 9359038 Heating in Accomodation
Rev.: 2015.12.01
IMO - 9359038 Refrigeration Plant for Cold Provision Store
Rev.: 2015.12.01
GENERAL OPERATION
The refrigeration plant is situated one deck below upper deck in the SB side of the compressor room. 2x 100% Capacity compressors are installed in an arrangment that allows switching between the compressor
and separately also the condenser used.
The refrigeration used is R134A which cools the handling room and cooling/freezing cabinets situated on the B-
deck by means of a single pipe cooling system. Cooling water for the condensers is provided from the central Normally one compressor will have enough capacity to operate the handling room and cooling/freezing cabinets
cooling system low temperature, see section 5.2 with the other as stand-by. However, under certain conditions e.g. loading provisions in tropical waters (with
above 37 °C LT cooling water temperature), both compressors may be required to operate for a short period. In
The provision rooms cooled are: this case the oil level in the compressors will need to be controlled since the plant is not designed for continuous
parallel working.
Cooling/freezing cabinets +2/ -24°C
Handling room +2°C When operating with one compressor, the other unit must be shut down and all valves shut to prevent the R134A
accumulating in the stand-by condenser.
Note: Temperature in all cabinets can be adjusted to +2°C or -24°C.
The freezing cabinets have an automatic defrosting device fitted, regulated by a timer. When defrosting, the
The -24 °C performance requirement, leads to an R134a evaporation temperature around -28 °C, which results circulating fans automatically stop and the solenoid operated valves in the liquid line close.
in a suction pressure around atmospheric pressure. In order not to go below atmospheric pressure and with it the
risk of sucking air into the piping system, the compressor unit is equipped with subcoolers, which subcool the The cabinets have door heaters built into door frame. Each cabinet and room cooler are fitted with a temperature
liquid without going further down in pressure. sensor type
PT 100 for local temperature indication.
All cabinets room have circulating fans installed, which are running continuously under normal operation.
The temperature in cooling cabinets and handling room is regulated by solenoid valves and electronic controllers
in the panel just outside the cold provision room. These controllers allow to adjust the temperature in each
cabinet.
Alarms
Tag no Description
0901001UA COLD PROV COMPR1
0901002UA COLD PROV COMPR2
0901701TT FREEZING ROOM 1
0901702TT FREEZING ROOM 2
0901711TT COOLING ROOM
0901712UA COLD MAN ALARM
INSTRUCTION BOOKS
Book no. 53 Provision refrigeration plant

IMO - 9359038 Refrigeration Plant for Cold Provision Store
Rev.: 2015.12.01
Power Switchboards
Swbd. Area Location Type of service Swbd. Area Location Type of service
HVS Engine room Switchboard Room High Voltage Swbd PS13 Engine room T.T SB T.T. SB Swbd.
MSB Engine room Engine Control Room 440 V Main Distribution Swbd. PS14 Engine room T.T SB T.T. SB Swbd.
ESB Accommodation Emergency Generator 440 V Emergency Distribution PS15 Engine room Oil Treatment Room Oil Treatment Room Swbd.
Room Swbd.
PS1 Accommodation U-deck Accommodation Air Cond. & Vent. PS16 Accommodation U-deck Gangway & Ladder Swbd.
Reefer Repair Shop Swbd. Machinery Room
PS2 Accommodation D-deck Laundry Equipment Swbd. PS17A/B Engine room Oil Treatment Room Oil Treatment Room Swbd.
Laundry
PS3 Accommodation B-deck Galley Swbd. PS18 Engine room Portside Diesel D.G. 1 Room Swbd.
Galley Generator Room
PS4 Engine room U-deck Shore Connection Box PS19A/B/C Engine room Turbo Generator Room Turbo Gen. Room Swbd.
Casing
PS5 Deck Fwd. Stores Fwd. space deck mach. Swbd. PS20 Engine room Starboard Diesel D.G. 2 and D.G. 3 Room Swbd
Generator Room
PS6 Deck Steering Gear Room Aft. deck mach. Swbd. PS21A/B Engine room Starting Air Compressor Room Service Swbd.
Compressor Room
PS7 Engine room Workshop Workshop equipment Swbd. PS22A/B/C Engine room Auxiliary Machinery Aux. Machinery Room Swbd.
Room
PS8 Engine room Switchboard Room PS Ventilation Swbd. PS23 Engine room Shaft Tunnel Fwd. Shaft Motor Aux. Swbd.
PS9 Engine room Auxiliary Machinery SB Ventilation Swbd. PS24A/B Engine room Shaft Tunnel Aft. Shaft Tunnel Swbd.
Room
PS10 Engine room T.T PS T.T. PS Swbd. PS25 Accomodation U-deck Reefer Repair Swbd.
Reefer Repair Shop
PS11 Engine room T.T PS T.T. PS Swbd. PS26 Engine Room Turbo Generator Room Hydr. Power Pack Swbd.
PS12A/B/C Engine room T.T SB T.T. SB Swbd.

IMO - 9359038 Electrical Distribution - Location of Switchboards and Alarm Panels
Rev.: 2015.12.01
Reefer and Cargo Hold Ventilation Switchboards
PS101 Deck Hold 9 PS Distribution Swbd transf. 1 PS202.4 Deck Hold 8 Ventilation in Cargo Holds 8
Hold 9/Hatch 9+10
PS102 Deck Hold 9 SB Distribution Swbd transf. 2 PS203.1 Deck Hold 12 Ventilation in Cargo Holds 12
Hold 15/Hatch 9+10
Hold 12/Hatch 11+12
Hold 12/Hatch 11+12
Hold 15/Hatch 14+15
Hold 15/Hatch 14+15
PS201.1 Deck Hold 3 Ventilation in Bow Thruster / Fwd. PS205.2 Deck Hold 16 Ventilation in Cargo Holds 16
Stores Room and Cargo Holds 1-3
PS201.2 Deck Hold 9 Ventilation in Cargo Holds 9-10 PS PS206.1 Deck Hold 17 Ventilation in Cargo Holds 17
PS201.3 Deck Hold 9 Ventilation in Cargo Holds 9-10 SB PS206.2 Deck Hold 18 Ventilation in Cargo Holds 18
PS202.1 Deck Hold 4 Ventilation in Cargo Holds 4 PS206.3 Deck Hold 19 Ventilation in Cargo Holds 19
PS202.2 Deck Hold 5 Ventilation in Cargo Holds 5-6 PS206.4 Deck Hold 20 Ventilation in Cargo Holds 20-21
PS202.3 Deck Hold 7 Ventilation in Cargo Holds 7
TCB 1 Deck Trafo room 1 Transformer Connection bar.

Hold 9 PS
Hold 9 SB
Hold 12 PS
Hold 12 SB
Hold 15 PS
Hold 15 SB

Rev.: 2015.12.01
Light Switchboards
MLS Engine room Engine Control Room 230 V Main Light Swbd. LS17 Engine room Turbo Gen. Room Swbd. 230 V Misc. Light Swbd.
LS1A/B Accommodation Wheel House 230 V Misc. Light Swbd. LS18 Engine room 2. Deck 230 V Light Swbd.
Wheel House Control Stairway
LS2 Accommodation Wheel House 230 V Misc. Light Swbd. LS19 Engine room Aux. Machinery Room 230 V Light Swbd.
Converter Room
LS3 Accommodation H-deck 230 V Light Swbd. LS20 Deck Fwd. Stores 230 V Light Swbd.
Cable Trunk
LS4 Accommodation G-deck 230 V Light Swbd. LS21 Engine room Engine Control Room 230 V Misc. Light Swbd.
Cable Trunk Engine Control Console.
LS5 Accommodation F-deck 230 V Light Swbd. LS22 Deck Passageway PS 230 V Light Swbd.
Cable Trunk CH 1-3
LS6 Accommodation E-deck 230 V Light Swbd. LS23 Deck Passageway PS 230 V Light Swbd.
Cable Trunk CH 4-6
LS7 Accommodation D-deck 230 V Light Swbd. LS24 Deck Passageway PS 230 V Light Swbd.
Cable Trunk CH 7-10
LS8 Accommodation C-deck 230 V Light Swbd. LS25 Deck Passageway PS 230 V Light Swbd.
Cable Trunk CH 10-11
LS9 Accommodation B-deck 230 V Light Swbd. LS26 Deck Passageway PS 230 V Light Swbd.
Cable Trunk CH 12-15
LS10 Accommodation B-deck 230 V Misc. Light Swbd. LS27 Deck Passageway PS 230 V Light Swbd.
Galley CH 16-17
LS11 Accommodation A-deck 230 V Light Swbd. LS28 Deck Passageway PS 230 V Light Swbd.
Fire station CH 18-20
LS12 Accommodation A-deck 230 V IT Swbd. LS29 Deck Aft. Stores 230 V Light Swbd.
Fire station
LS13 Accommodation U-deck 230 V Light Swbd. LS30 Engine room Shaft Tunnel 230 V Misc. Light Swbd.
Deck Stores
LS14 Engine room Oil Treatment Room 230 V Light Swbd. LS31A.1 Accommodation Wheel House 230 V Distribution Swbd. For ICS
Wheel House Control
LS15 Engine room Oil Treatment Room 230 V Misc. Light Swbd. LS31A/B/C Accommodation Emergency Generator 230 V Inverter Swbd. For ICS
Room
LS16 Engine room Turbo Gen. Room Swbd. 230 V Light Swbd.

Rev.: 2015.12.01
Emergency Light Switchboards
ELS Accomodation Emergency Generator 230 V Emergency Light Switchboard LSE6 Engine room 2. Deck 230 V Emergency Light Switchboard
Room Stairway
LSE1 Accomodation Wheel House 230 V Emergency Light Switchboard LSE7 Engine room Aux. Machinery Room 230 V Emergency Light Switchboard
Wheel House Control
LSE2 Accommodation G-deck 230 V Emergency Light Switchboard LSE8 Deck Passageway SB 230 V Emergency Light Switchboard
Cable Trunk CD 3
LSE3 Accommodation B-deck 230 V Emergency Light Switchboard LSE9 Deck Passageway SB 230 V Emergency Light Switchboard
Cable Trunk CH 12
LSE4 Engine room Oil Treatment Room 230 V Emergency Light Switchboard LSE10 Deck Passageway SB 230 V Emergency Light Switchboard
CH 20
LSE5 Engine room Turbo Gen. Room 230 V Emergency Light Switchboard LSE11 Engine room Switchboard Room 230 V Distribution Swbd. For HVS
Swbd.
Others
RS1 Accommodation Wheel House 230 V Radio Station Swbd. DS2 Engine roomEngine Control Room 24 V. DC Distribution Swbd. ECRCC
Wheel House Control Engine Control
RDS1 Accommodation Wheel House 24 V DC Radio Station Swbd. DS3 Accommodation A-deck 24 V. DC Distribution Swbd. Fire Station
Converter Room Fire station
RDS2 Accommodation Wheel House 24 V DC Radio Station Swbd. DS4 Engine room Portside Diesel 24 V. DC Distribution Swbd. DG 1
Converter Room Generator Room
ELP Accommodation Emergency Generator 24 V. DC Main Distribution Swbd. DS5 Engine room Starboard Diesel 24 V. DC Distribution Swbd. DG 2-3
Room Generator Room
DS1 Accommodation Wheel House 24 V. DC Distribution Swbd. WHCP OP1A/B Accommodation Wheel House Navigation light panels
Wheel House Control

Rev.: 2015.12.01
ICS
A-deck
IPC1 Accommodation ICS-System RIO15 Deck Hold 12 ICS-System
Ships Control Center
Accommodatio
IPC2 Engine room Engine Control Room ICS-System RIO16 Hold 14 ICS-System
n
Platform deck 6950
IPC3 Engine room ICS-System RIO17 Deck Hold 15 ICS-System
Stairway
H-deck
RIO10 Deck Forward stores ICS-System RIO20 Accomodation ICS-System
El Equipment Room
RIO11 Deck Hold 5 ICS-System RIO21 Deck Hold 18 ICS-System
RIO12 Deck Hold 7 ICS-System RIO23 Engine room Shaft Tunnel Emergency Exit ICS-System
RIO13 Deck Hold 8 ICS-System RIO41 Deck Hold 10 ICS-System
RIO14 Deck Hold 9 ICS-System

Rev.: 2015.12.01
IMO - 9359038 Electrical Distribution System 6,6 KV Supply System
Rev.: 2015.12.01
GENERAL DESCRIPTION OF HIGH VOLTAGE SUPPLY SYSTEM ALARMS
Major Alarms on the High Voltage Switchboard (HVS)

The ship is provided with following generators operating at 6.6 kV at 60 Hz connected to one switchboard - the Supply Switchboard
(SSB) also named the High Voltage Switchboard (HVS): Tag no. Description
- 3 pcs. diesel generators (DG) of each 5143 kVA (3600 kW at cos = 0.7) 4000000ICC1 PREF TRIP STEP 1
- 1 pc. turbine generator (TG) of 7000 kVA (6000 kW at cos = 0.857) 4000000ICC2 PREF TRIP STEP 2
- 1 pc. synchronous condenser motor (SCM) of 6200 kVAr (cos = 0) 4000000ICC3 PREF TRIP STEP 3
- 1 pc. shaft generator motor (SGM) of 2500 kW in generator mode and 6000 kW in motor mode. 4000000ICC4 PREF TRIP STEP 4
- 1 pc Shore Connection (SC) of 5000kVA, 6600V, 2 x 218.5 A over the plug connection.
4000000NI THR EMERGENCY CTRL
In total a number of 6 pcs. 1450 kVA 6.6 kV/440 V transformers are supplied from this HVS. Each of these transformers supplies a 4000001ISC HVS01 SGM TRIPPED
common distribution switchboard which again supplies the cargo hold ventilation and the reefer containers. For further information on 4000001UA HVS01 SGM FIELD FAILURE
reefer supply system please see the part under Reefer Supply System. In front of each 1450 kVA transformer is a Transformer 4000002ISC HVS02 SCM CB TRIPPED
Connection Bar (TCB). 4000002UA HVS02 SCM FIELD FAILURE
4000003ISC HVS03 TG CB TRIPPED
Further 2 pcs. 2900 kVA 6.6 kV/440 V transformers are supplied from the HVS. These transformers supply the ship's basic equipment
through the 440 V Main Switchboard (MSB). 4000003JCC2 SOFTTRIP QUICK ACTION 2
4000003UA HVS03 TG FIELD FAILURE
The ship is equipped with 1 thruster also supplied from the HVS. One thruster in the bow (output ~ 2210 kW). 4000004ISC HVS04 CB TRIPPED
4000004UA HVS04 FIELD FAILURE
The switchboard is designed to run with the bus coupler switch in HVS 08 closed. If this is not the case, all generators shall be set to
4000005ISC HVS05 CB TRIPPED
"manual" on the generator control panel. This will also require that the thruster are started according to the emergency start procedure
outlined under the description of the generator control panel. 4000005UA HVS05 FIELD FAILURE
4000006ISC HVS06 MSB2 CB TRIPPED
4000006UA HVS06 MSB2 FIELD FAILURE
MECHANICAL AND ELECTRICAL INTERLOCKS 4000007ISC HVS07 DG3 CB TRIPPED
4000007JCC1 SOFTTRIP QUICK ACTION 1
The high voltage supply system is equipped with three types of interlocks. 4000007UA HVS07 DG3 FIELD FAILURE
The basic mechanical interlock of circuit breaker and earth switch in the HVS is designed to secure that only an isolated cable can be 4000008ESLH HV BUSBAR VOLTAGE
grounded. 4000008SSLH HV BUSBAR FREQUENCY
4000008UA1 HVS08 BUS BAR FIELD FAIL
The second interlock system is a key operated system. The key system is designed to secure that no parts under voltage in the supply 4000008UA2 HV SYS EARTH FAILURE
system can be touched. The key system works on five types of circuits - Basic load transformers, Reefer load transformers, the HVS, the 4000008UA3 HVS ARC FAULT
synchro converter for shaft motor and the Y/D controller for the bow thruster.
4000010ISC HVS10 DG2 CB TRIPPED
The last type of interlock is an electrical system designed to protect the Main Switchboard (MSB) and the generators (and personnel 4000010UA HVS10 DG2 FIELD FAILURE
working on them). The interlock between the high voltage circuit breaker and the related low voltage circuit breaker in the MSB is 4000011ISC HVS11 MSB1 CB TRIPPED
securing that the low voltage circuit breaker can be closed only if the HVS circuit breaker is closed. 4000011UA HVS11 MSB1 FIELD FAILURE
The low voltage circuit breaker will close automatically when it is supplied with voltage. 4000012ISC HVS12 DG1 CB TRIPPED
The second electrical interlock is between the diesel generator and the Generator Control Panel (GCP). In case the turning gear or the
4000012UA HVS12 DG1 FIELD FAILURE
local blocking function is operated, a start inhibit is blocking the start function from the GCP.
4000012UAU PMS SYSTEM FAIL
4000015ISC HVS15 BOW THR TRIPPED
4000015UA HVS15 BOW THR FIELD FAIL

Rev.: 2015.12.01
Rev.: 2015.12.01
WORKING ON THE HIGH VOLTAGE SYSTEM AND USING THE KEY INTERLOCK SYSTEM Before Working on the Generators
Before Working on Bow Thruster Y/D Contactor Unit 1) Get the necessary approvals to work on the system.
1) Get the necessary approvals to work on the system. 2) Set the generator to position manual on the front of the GCP and stop the engine.
2) Open the circuit breaker in the HVS. 3) Place the necessary warning signs on the front of the GCP.
3) Set the circuit breaker in the HVS in position "isolated". 4) Set the generator in position "blocked" at the local operation stand. Place the necessary warning signs.
4) Use the earthing switch in the HVS to ground the cables to the local Y/D contactor unit. By doing this a key in the LV- 5) Close the valve to the starting air for the diesel generator (DGs only).
compartment panel will be released.
6) Engage the turning gear.
5) Place the necessary warning signs on the front of the panel on the HVS.
7) Make sure by inspection that the GCP is indicating blocking on the correct generator.
6) Use the key to open the front of the Y/D contactor unit.
8) Make sure on the front of the HVS that the circuit breaker is open. Withdraw the HVS circuit breaker to position "isolated". Use the
7) Make sure by use of the high voltage probe that the unit is not under voltage. grounding switch on the HVS to ground the cables to the generator. Place a padlock on the earth switch.
8) Use the mobile grounding equipment to ground each phase of the unit. 9) Place the necessary warning signs on the front of the HVS panel.
Before Working on High Voltage Busbar 10) Use the high voltage probe at the generator to make sure that the generator is not under voltage.
The following procedure can be used on both busbar sections or on one of them only if the HVS 08 circuit breaker is open and put into 11) Use the mobile grounding equipment to ground each winding of the generator before making the inspection.
isolated position. In case of this, the necessary warning signs are to be placed on the front of the HVS 08.
1) Get the necessary approvals to work on the high voltage switchboard. Before Working on Thruster Motor
2) Place the diesel generators on the busbar section, which is to be grounded to position manual in the GCP and stop the engines. Before working on the bow thruster motor follow the procedure "Before working on the bow thruster Y/D contactor unit". After this the
motor itself can be inspected when the local earthing of the motor windings is completed.
3) Place the necessary warning signs on the front of the GCP.
4) Set the engines in blocking position on the local control stand.
5) Close the valve for starting air on the engines.
6) Place local warning signs on the engines.
7) Follow the steps 8 to 11 for each high voltage circuit breaker on the busbar section, which is to be grounded.
8) Open the high voltage circuit beaker.
9) Withdraw the high voltage circuit breaker to isolated position.
10) Use the earthing switch in the HVS compartment to ground the cables.
11) Place the necessary warning signs.
12) Check that the busbar is not under voltage by use of the high voltage probe.
13) When all HVS compartments are grounded, the electrical interlock release the busbar earthing switch.
14) Use the earthing switch in HVS compartment (HVS 06 or HVS 11) to ground the busbar.

Rev.: 2015.12.01
Rev.: 2015.12.01
WORKING ON THE HIGH VOLTAGE SYSTEM AND USING THE KEY INTERLOCK SYSTEM Before Working on the Shaft Generator Motor Plant
Before Working on Basic Load Transformers 1) Get the necessary approvals to work on the system.
1) Get the necessary approvals to work on the system. 2) Open circuit breaker HVS01.
2) Open circuit breaker in the HVS. 3) Set the circuit breaker in position "isolated".
The low voltage circuit breaker in the MSB will trip automatically. Make sure by inspection that it is tripped.
4) Use the earthing switch in the HVS to ground the cables to the system transformers. By doing this a key in the LV-compartment
3) Set the circuit breaker in the HVS in position "isolated". will be released. An electric interlock will trip PS21-06, the feeder to the excitation cubicle.
4) Use the earthing switch in the HVS to ground the cables to the basic load transformer. By doing this a key in the LV-compartment 5) Insert the released key in the key-box located in the shaft tunnel, thereby releasing 2 keys for the transformer rooms and 5 keys
will be released. for the converter cubicle.
5) Place the necessary warning signs on the front of the panel on the HVS. 6) Place the necessary warning signs on the front of the panel on the HVS.
6) Withdraw the low voltage incoming feeder circuit breaker in the MSB and lock it in isolated position. Place the necessary warning 7) Use the keys from the key box to access the rooms in which the system transformers are placed.
signs on the front of the circuit breaker.
8) Make sure by use of the high voltage probe that the transformers are not under voltage.
7) Use the key from the HVS to access the room in which the basic load transformer is placed.
9) Use the mobile grounding equipment to ground each high and low voltage phases of the transformers before entering the room.
8) Make sure by use of the high voltage probe that the transformer is not under voltage.
10) Use the keys from the key box to open the doors of the converter cubicle.
9) Use the mobile grounding equipment to ground each phase of the transformer before entering the room.
11) Make sure by use of the high voltage probe that the cubicle is not under voltage. Both inlet buses to the converter and shaft motor
feeder buses.
Before Working on Reefer Load Transformers
12) Use the mobile grounding equipment to ground each phase of both inlets and shaft motor feeders, before working in the cubicle.
Disconnection of reefer transformer
1) Get the necessary approvals to work on the system.
2) Open the circuit breaker in the HVS. The low voltage incoming feeder circuit breakers in the Power Switchboards will trip
automatically. Check by inspection that all low voltage circuit breakers are tripped.
3) Set the circuit breaker in the HVS in position "isolated".
4) Use the earthing switch in the HVS to ground the cables to the reefer load transformers.
By doing this a key in the LV-compartment will be released.
5) Place the necessary warning signs on the front of the panel on the HVS.
6) Before opening the front door to the transformer room, make sure that the incoming feeder in the low voltage switchboard
supplied by the transformer is open. Use a standard key to lock the low voltage circuit breaker in open position and place the
necessary warning signs.
7) Use the key to open the door to the transformer room. Follow the instruction for disconnection of reefer transformer marked on
front of the transformer connection bar (TCB).
Reconnection of Reefer Transformers
1) Get the necessary approvals to re-power the system.
2) Follow the instruction for reconnection of reefer transformer marked on front of the TCB.
3) Unlock the low voltage breaker.
4) Use the key to unlock the earthing switch in the HVS. Open the earth switch. Set the HVS in position “service”, and close the
breaker.

Rev.: 2015.12.01
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INTENTIONALLY
LEFT
BLANK

IMO - 9359038
Rev.: 2015.12.01
IMO - 9359038 Electrical Distribution 6,6 KV - Manual Power Plant Control
Rev.: 2015.12.01
MANUAL POWER PLANT SYSTEM AND CONTROL MANUAL START AND STOP OF SCM
Precondition: Selector switch on local SCM control panel is set to position "REMOTE"
MANUAL START AND STOP OF DG
MANUAL START PROCEDURE:
Precondition: Selector switch on local DG control panel is set to position "REMOTE"
1. Check “REMOTE/READY TO RUN“ lamp is on.
MANUAL START PROCEDURE: 2. Set the SCM "MANUAL/AUTO" switch to "MANUAL"
3. Push the "START" button. When the SCM is running check voltage, frequency and “READY TO SYNCH” LAMP is on.
1. Check “REMOTE/READY TO RUN“ lamp is on. 4. Manual synchronisation is made by selection "SCM" on the manual synchronising switch and then checking the voltage,
2. Set the chosen DG "MANUAL/AUTO" switch to "MANUAL" frequency and synchroscope. Use the governor switch to increase or decrease the speed of the SCM. Push the circuit breaker
3. Push the "START" button. When the DG is running check voltage and frequency. "CLOSE" push button when in synchronism Note that the Check Synchroniser will regulate the closure of the circuit breaker.
4. Manual synchronisation is made by selection of the chosen DG on the manual synchronising switch and then checking the 5. Auto synchronisation will be performed when the "MANUAL/AUTO" switch is set to "AUTO".
voltage, frequency and synchroscope. Use the governor switch to increase or decrease the speed of the DG. Push the circuit
breaker "CLOSE" push button when in synchronism. Note that the Check Synchroniser will regulate the closure of the circuit MANUAL STOP PROCEDURE:
breaker.
5. Apply load manually after the circuit breaker is closed. 1. Check that the SGM is not in operation and that the load of the TG is less than 4900 kW.
6. Auto synchronisation and load sharing will be performed when "MANUAL/AUTO" switch is set to "AUTO". 2. Set the SCM “MANUAL/AUTO“ switch to “MANUAL”.
3. Push the SCM circuit breaker "OPEN" push button.
MANUAL STOP PROCEDURE: 4. Push the SCM "STOP" button.
5. Eventually, put the SCM back to "AUTO" if required.
1. Set the chosen DG “MANUAL/AUTO“ switch to “MANUAL”.
2. Use the governor control switch to unload the chosen DG.
3. When the load is less than 250 kW, push the DG circuit breaker "OPEN" push button.
4. Push the "STOP" button on the chosen DG. MANUAL START AND STOP OF SGM
5. Eventually, put the generator back to "AUTO" if required.
Precondition: SGM plant must be in REMOTE control mode and the SCM must be connected.
Note: With all DGs stopped and set to "MANUAL", the “SYNCH. OVERRIDE” switch, has to be activated simultaneous with the circuit
breaker "CLOSE" push button when setting the first DG in operation.
MANUAL START PROCEDURE:
1. Check “REMOTE/READY TO RUN“ lamp is on.

MANUAL START AND STOP OF TG 2. Set the SGM "MANUAL/AUTO" switch to "MANUAL"
3. Push the "SGM ON" button. The SGM will start and run the internal starting routines.
Precondition: TG shall be started from Turbine Control Panel (TCP) 4. Lamp "READY FOR MODE SELECTION" will light when the SGM is ready and "PTO/GEN MODE" or "PTI/MOT. MODE" can be
chosen.
MANUAL START PROCEDURE: 5. When the lamp "READY FOR C.B. ON" lights, close the breaker by pushing "C.B. CLOSED".
6. The SGM is loaded by activating the switch "LOWER/RAISE"
1. Check “AUTO/READY TO SYNCH" and "TG RUN" lamp is on.
2. Set the "MANUAL/AUTO" switch to "MANUAL" MANUAL STOP PROCEDURE:
3. When the TG is running check voltage and frequency.
4. Manual synchronisation is made by selection TG on the manual synchronising switch and then checking the voltage, frequency 1. Set the chosen SGM “MANUAL/AUTO“ switch to “MANUAL”.
and synchroscope. Use the governor switch to increase or decrease the speed of the TG. Push the circuit breaker "CLOSE" 2. Use the load "LOWER/RAISE" load switch to unload the SGM
push button when in synchronism. Note that the Check Synchroniser will regulate the closure of the circuit breaker. 3. When the generator load is less than 250 kW, push the SGM circuit breaker "OPEN" push button.
5. Apply load manually after the circuit breaker is closed. 4. Push the "SGM OFF" button.
6. Auto synchronisation and load sharing will be performed when "MANUAL/AUTO" switch is set to "AUTO". 5. Eventually, put the SGM back to "AUTO" if required.
MANUAL STOP PROCEDURE:
1. Set the TG “MANUAL/AUTO“ switch to “MANUAL”.

2. Use the governor control switch to unload the TG.
3. When the load is less than 250 kW, push the TG circuit breaker "OPEN" push button.
4. Push the TG "STOP" button, or stop the TG from the TCP.
5. Eventually, put the TG back to "AUTO" if required.

Rev.: 2015.12.01
MANUAL POWER PLANT SYSTEM AND CONTROL
MANUAL STARTING OF THRUSTER IN EMERGENCY MODE
In case of power management system is out of order the thruster can be started in manually in "EMERG" mode.
To avoid disturbance in the power supply system the following procedure must be followed:
1. Minimum two DGs to be connected. The light "START READY" in thruster panel shall be on.
2. Make sure that sufficient power is available for running the thrusters. If not, start and connect additional DGs, or reefers can be
tripped. The Bow thruster requires 2210 kW.
FOR START OF THRUSTER:
Set the “NORM./EMERG” switch to "EMERG".

Start the thruster by pressing the "START" push button. The “START” lamp will illuminate when the thruster is running.

Rev.: 2015.12.01
AUTOMATIC POWER PLANT SYSTEM AND CONTROL SEA MODE
In sea mode the shaft generator / motor can be brought into operation by the crew.
CONFIGURATION
In combination with the turbine generator the crew can select a various numbers of automatic modes, please refer to section 6.48.01
The ship is provided with following generators operating at 6.6 kV at 60 Hz: In sea mode the turbine generator shall produce as much energy as possible. The shaft generator/motor will be in operation, supporting
- 3 pcs. diesel generators (DG) of each 5143 kVA (3600 kW at cos = 0.7) the turbine generator by absorbing excess energy operating as a motor, or by producing power as a generator if necessary.
- 1 pc. turbine generator (TG) of 7000 kVA (6000 kW at cos = 0.857)
- 1 pc. synchronous condenser motor (SCM) of 6200 kVAr (cos = 0) The change over between shaft generator mode and shaft motor mode is done automatically and will be bumpless.
- 1 pc. shaft generator motor (SGM) of 2500 kW in generator mode and 6000 kW in motor mode. During the thermal run up period of the main engine the crew has the opportunity to select the run up assistance mode. In this mode the
The Power Management System (PMS) is designed to ensure that the generators will supply power to the ship uninterrupted at a shaft motor supports the main engine and reduces the thermal stress of the main engine.
sufficient level at all times.
The PMS is a distributed system with a Siemens Simatic S7 PLC in each generator section of the HVS. The PMS control is depending Under normal conditions in sea mode the turbine generator will produce more power as can be used by the ship network and the reefer
on the modes in which the ship is operated. container supply. All excess power is used for the shaft motor as far as this is possible.
If the steam / exhaust gas production decreases or the electrical consumption increases the PMS will reduce the load of the shaft motor
and in a second step change over from the motor mode into the generator mode in order to meet the new conditions.
SHIP MODES If the consumption still increases the PMS starts one or more additional DGs.
In case of a disturbance of the main engine (load limitation) the crew can select the “Automatic booster function”. In this mode the shaft
The PMS control for power generation and distribution is depending on the current ship mode. The following three modes are available: motor will take load up to the maximum of 6 MW. The PMS will start an adequate numbers of Diesels as far as this is necessary. If all
 Harbour mode available Diesels are already connected and the shaft motor does not achieve the maximum load, the PMS will limit the shaft motor on
the current value.
 Manoeuvre mode
 Sea mode In case of blackout the first DG set of the selected start sequence will receive a start order and close the circuit breaker when the set
reaches the nominal voltage and speed (frequency). In case more generators are required, the additional generators will be started and
The modes will be selected on the ICS mimic. A mode can be selected, if all preconditions for this mode are fulfilled. The preconditions synchronized to the switchboard.
are displayed on the according ICS mimic.
HARBOUR MODE
An adequate numbers of Diesel generators will run in harbour mode, dependent of the actual load situation. If the load increases and the
running DG exceed its standby start limit, the PMS will start and connect the DG with the second priority. The running Dg will load share
symmetrically. The start of the turbine generator or shaft generator is not possible in harbour mode.
When SC mode is chosen, then all DGs will be stopped and HV shore power will be supplied through the HVSC container placed in the
AFT of the ship.
MANOEUVRING MODE
In manoeuvring mode the shaft generator / motor is not in operation.
With M.E. above 45 MCR1 the boiler produces sufficient steam to connect the turbine generator manually to the bus bar. The production
of waste heat in this mode will not be sufficient for utilizing the full rating of the turbine generator. Therefore the PMS keeps an adequate
numbers of Diesel generators in operation in order to satisfy the ships power demand.
In case that the manoeuvre mode is selected from the sea mode the PMS will take care that an adequate numbers of Diesel generators
will be brought into operation, assuming that the power generation of the turbine generator might now drop out immediately.
With M.E. below 45 MCR1 the steam production is to low to operate the turbine generator and therefore the turbine generator will be
stopped manually or below 300kW automatically by the PMS. The breaker will stay closed and will be opened by the reverse power
protection relay.
The thruster are used for manoeuvring in and out of port. Before the thruster can be started the PMS will reserve the required power for
the thruster motor and if necessary start the next stand by generator to ensure 100% use of the thruster. The PMS reserves 100% power
for the thruster as long as the request is active.

IMO - 9359038 Electrical Distribution 6,6 KV Power - Automatic Power Plant Control
Rev.: 2015.12.01
6.42 ELECTRICAL DISTRIBUTION 6.6 kV POWER PLANT CONTROL L211 - 216 PART 4
AUTOMATIC PMS START-SEQUENCE
The start-sequence function specifies in which sequence generators will be requested to start and stop. This is only eligible for those
generators, which are in auto-mode. All other generators are excluded from the start sequence as not available for auto-operations.
Starting and stopping of generators due to the load dependent start/stop, minimum number of sets and a black-out procedure is
according to the selected start-sequence, set in the PMS.
Start/stop sequence for standby generators Measuring Setting

Load dependent start of standby gen. kW 95%, 30 sec.
Load depending start of standby gen. kW 100%, 5 sec.
Current depending start of standby gen. A 95%, 30 sec.
Current depending start of standby gen. A 100%, 5 sec.
Low frequency start of standby gen. Hz 57 Hz, 8 sec.
Load depending stop of operating gen. kW 75% 600 sec.
HARDWIRED PREF. TRIP AND THRUSTER PITCH REDUCTION SYSTEM
The hardwired preference system is a relay system located in the generator control panel.
The system is used for tripping non-essential consumers, in this case supply for reefer containers and ventilation in cargo area.
The trip is divided in four steps.
Hardwired preference trip Setting Delay step no. 1

Current: Without thruster running 100% 30 sec. (+5 sec. each next step)
Current: With thruster running 100% 5 sec. (+5 sec. each next step)
Current: 105% 5 sec. (+5 sec. each next step)
Active power 110% 2 sec. (+5 sec. each next step)
Low frequency 57 Hz 5 sec. (+5 sec. each next step)
The system is designed with input for trip from PMS
Reset is possible in front of generator control panel and remote from ICS.

IMO - 9359038 Electrical Distribution 6,6 KV - Automatic Power Plant Control
Rev.: 2015.12.01
DG PREF. TRIP & THRUSTER PITCH REDUCTION SETTINGS
TG PREF. TRIP & THRUSTER PITCH REDUCTION SETTINGS
Note 1: One reefer is set to be equivalent to 17,5 A / 13,34 kW
Note 2: The thrusters pitch will be redused when load on one generator is more than statedin the columns

Rev.: 2015.12.01
SG PREF. TRIP & THRUSTER PITCH REDUCTION SETTINGS
Note 1: One reefer is set to be equivalent to 17,5 A / 13,34 kW
Note 2: The thrusters pitch will be redused when load on one generator is more than statedin the columns
SGM PTI-PTO
If the TG trips when running in parallel with the SGM in motor mode, without any DGs, the SGM will make a fast change over from PTI
(motor) to PTO (gen) in an attempt to avoid a blackout. Simultanously the preference trip step 4 will be activated, disconnecting all reefer
and cargo ventilation.

Rev.: 2015.12.01
INTENTIONALLY
LEFT
BLANK

IMO - 9359038
Rev.: 2015.12.01
IMO - 9359038 Electrical Distribution 440 V Reefer Supply System
Rev.: 2015.12.01
Supply Supply
Type of Service Outlets located Type of Service Outlets located
From From
PS101-01 Ventilation PS201.1 PS104-02 Reefer outlets PS204.2
PS101-02 Ventilation PS201.2 PS104-03 Reefer outlets PS204.3
PS101-03 Ventilation PS201.3 PS104-05 Reefer outlets Reefer outlets hatch 11 SB
PS101-05 Reefer outlets Reefer outlets hatch 9 PS PS104-06 Reefer outlets Reefer outlets hatch 11 SB
PS101-07 Reefer outlets Reefer outlets hold 9 PS PS104-08 Reefer outlets Reefer outlets hatch 12 SB
PS101-09 Reefer outlets Reefer outlets hold 9 PS PS104-10 Reefer outlets Reefer outlets hatch 12/hold 12 SB
PS101-10 Reefer outlets Reefer outlets hold 9 PS PS104-11 Reefer outlets Reefer outlets hold 12 SB
PS101-11 Reefer outlets Reefer outlets hatch 10 PS PS104-12 Reefer outlets Reefer outlets hold 12 SB
PS101-12 Reefer outlets Reefer outlets hatch 10 PS PS104-13 Reefer outlets Reefer outlets hold 12 SB
PS102-01 Ventilation PS202.1 PS105-01 Ventilation PS205.1
PS102-03 Ventilation PS202.3 PS105-05 Reefer outlets Reefer outlets hatch 14 PS
PS102-04 Ventilation PS202.4 PS105-06 Reefer outlets Reefer outlets hatch 14 PS
PS102-05 Reefer outlets Reefer outlets hatch 9 SB PS105-07 Reefer outlets Reefer outlets hatch 15 PS
PS102-06 Reefer outlets Reefer outlets hatch 9 SB PS105-08 Reefer outlets Reefer outlets hatch 15 PS
PS102-07 Reefer outlets Reefer outlets hatch 9/hold 9 SB PS105-09 Reefer outlets Reefer outlets hold 15 PS
PS102-08 Reefer outlets Reefer outlets hold 9 SB PS105-10 Reefer outlets Reefer outlets hold 15 PS
PS102-11 Reefer outlets Reefer outlets hatch 10 SB PS106-01 Ventilation PS206.1
PS103-10 Reefer outlets Reefer outlets hold 12 PS PS106-10 Reefer outlets Reefer outlets hatch 15/hold 15 SB
PS104-01 Reefer outlets PS204.1 PS106-13 Reefer outlets Reefer outlets hold 15 SB

IMO - 9359038 Electrical Distribution 440 V Reefer Supply System
Rev.: 2015.12.01
IMO - 9359038 Electrical Distribution 440 V Main Switchboard
Rev.: 2015.12.01
GENERAL DESCRIPTION ALARMS
The 440V main switchboard is supplied from the 6.6 kV supply switchboard via two 2900 kVA transformers which MAJOR ALARMS ON THE MAIN SWITCHBOARD 440 V (MSB)
normally are feeding the 440V main switchboard in parallel.
Tag no. Description
The circuit breakers for these transformers are electromechanically operated and can operate manually or
4001001ESL EM TRIP/EARTH F VOLT CONTROL
automatically. Normal operation is automatically closing of the breakers when the transformers are powered from
the 6.6 kV supply switchboard. 4001001ESL1 MSB LOW VOLTAGE - BLACKOUT
Interlocks are provided between 440V and 6.6 kV breakers in order not to feedback from 440V to 6.6 kV 4001001ESL11 MSB LOW VOLT. FEEDER-BLACKOUT
switchboard. 4001001ESL2 MSB LOW VOLTAGE - BLACKOUT
4001001ESL22 MSB LOW VOLT. FEEDER-BLACKOUT
Interlock is provided between shore supply breaker and transformer feeder breakers. 4001001ESL3 MSB LOW VOLTAGE - BLACKOUT
4001001ESL33 MSB LOW VOLT. FEEDER-BLACKOUT
Normal supply to emergency switchboard is from 440V main switchboard through a tie-line connection. 4001001UA MSB 440/230 EARTH FAIL
4001001UA1 GALLEY SWBD EARTH FAIL
At ship's black-out and/or loss of power on the 440V main switchboard the normal supply breaker in the 4001001UA2 REEFER SWBD EARTH
emergency switchboard will trip and cause the emergency diesel generator to start and automatically connect to 4001001UA5 MSB ARC FAIL VOLT CONTROL
the emergency switchboard. 4001001UA6 MSB ARC FAIL CB TRIP
It is possible to feed back from the emergency switchboard to the 440V main switchboard for enabling "Take-
home Mode" in case of a total breakdown of the 6.6 kV supply system. In this mode there are provided interlocks
between emergency generator circuit breaker transformer feeder breakers and shore supply breaker.
To ensure proper operation there is an interlock between emergency generator breaker and normal supply
breaker in the emergency switchboard. This interlock is overridden when "Feedback Mode" is established.
The normal supply breaker in the emergency switchboard is equipped with an electronic overcurrent relay which
in "Feedback Mode" will protect the emergency generator against overload. At 1800 A it gives out an alarm and at
1950A it trips to prevent a total black-out.

Rev.: 2015.12.01
Rev.: 2015.12.01
CIRCUIT BREAKER LEGEND
MSB 01-01 Feeder PS 10 E.R. T.T PS swbd. MSB 02-01 Feeder PS9 E.R. SB ventilation swbd. MSB 03-01 Feeder PS12A E.R. SB swbd.
MSB 01-02 Feeder M.E. AUX. Blower 1 MSB 02-02 Feeder SCM RUN-UP motor MSB 03-02 Feeder PS13 E.R. T.T SB swbd.
PS7 workshop equipment MSB 02-03 Feeder Steering gear pump 1 MSB 03-03 Feeder PS19A TG room swbd.
MSB 01-03 Feeder
swbd. MSB 02-04 Spare space PS21A Compressor room service
MSB 03-04 Feeder
MSB 01-04 Feeder PS16 gangway & ladder swbd. MSB 02-05 Spare space swbd.
MSB 01-05 Feeder Cold provision refr. compressor MSB 02-06 Feeder PS24A Shaft tunnel swbd. PS22A AUX. machinery room
MSB 03-05 Feeder
swbd.
MSB 01-06 Feeder Heeling pump 1 MSB 02-07 Feeder Spare 100A
MSB 03-06 Feeder PS17A Oil treatment room swbd.
MSB 01-07 Feeder PS25 reefer repair shop swbd. MSB 02-08 Feeder Spare 200A
MSB 01-08 - Spare space MSB 02-09 Spare space
MSB 01-09 - Spare space

Rev.: 2015.12.01
Rev.: 2015.12.01
440 V normal TIE-Line MSB 06-01 Feeder PS4 shore connection box MSB 07-01 Feeder 440V supply feeder 2
MSB 05-01 Feeder
MSB 04-01 Feeder supply from emergency swbd. MSB 06-02 Feeder Main light transformer Motor M.E. L.O.
MSB 07-02
basic transformer No.1 PSS FWD deck controller pump No. 2
MSB 05-02 Feeder
Motor M.E. L.O. mach. swbd.
MSB 04-02
controller pump No. 1 PS6 AFT. deck
MSB 05-03 Feeder
mach. swbd.

Rev.: 2015.12.01
Rev.: 2015.12.01
MSB 08-01 Feeder PS12B E.R. T.T SB swbd. PS23 shaft motor AUX. MSB 10-01 Feeder M.E. AUX. blower 2
MSB 09-01 Feeder
swbd.
MSB 08-02 Feeder PS14 E.R. T.T. SB swbd. MSB 10-02 Feeder PS11 E.R. T.T. PS swbd.
PS8 E.R. PS ventilation
MSB 08-03 Feeder PS19B T.G. room swbd. MSB 09-02 Feeder PS1 accomodation air cond.
swbd. MSB 10-03 Feeder
PS21B compressor room & ventilation swbd.
MSB 08-04 Feeder MSB 09-03 Feeder Steering gear pump 3
service swbd. PS2 laundry equipment
MSB 09-04 Spare space MSB 10-04 Feeder
PS22B AUX. machinery swbd.
MSB 08-05 Feeder MBN 09-05 Spare space
room swbd. MSB 10-05 Feeder PS3 galley swbd.
PS17B oil treatment room MSB 09-06 Feeder PS24B shaft tunnel swbd. MSB 10-06 Feeder Heeling pump 2
MSB 08-06 Feeder
swbd. MSB 09-07 Feeder Spare 100A MSB 10-07 Feeder F.W. generator control panel
MSB 09-08 Feeder Spare 200A MSB 10-08 Spare space
MSB 09-09 Spare space MSB 10-09 Spare space

Rev.: 2015.12.01
Rev.: 2015.12.01
PS1 PS3 PS6 PS8 PS11 PS13
Supply from MSB 10-03 Supply from MSB 10-05 Supply from MSB 05-03 Supply from MSB 09-02 Supply from MSB 10-02 Supply from MSB 03-02
- Paint store exh. fan - Convection oven - Steering gear room supply fan - E.R. supply fan 1 - Fire/general service pump 2 - M.E. crosshead L.O. booster
- Deck store exh. fan - Cooking table - Steering gear room exhaust - Passageway PS exhaust fan - S.W. pump 2 for reefer cooling pump 1
- Reefer repair shop exh. fan - Frying pan fan - Separator room exh. fan - Separator sludge pump 2 - M.E. turbocharger L.O. pump
- Air condition main AHU steam - Dishwasher - Grease pump no. 1 for rudder - Eng. parts W.M. exh. fan - Main bilge pump 1
gen. master - Dough mixing machinery bearing - Basic load transformer room 1 - Ballast pump 2 - M.E. turbocharger L.O. by-
- Air condition main AHU steam - Deep fat fryer - Steering gear system no. 1 – supply and exh. fan - F.O. bunker/transfer pump 2 pass filter pump
gen. slave filter pump - Engine room supply fan 5 - M.E. L.O. transfer pump - M.E. L.O. by-pass filter pump
- Main protection for 440/230 - Grease pump no. 2 for rudder - Engine room supply fan 7 - D.O. transfer pump - M.E. L.O. discharge filter 1
transformer PS4 bearing - Air cond. AHU 1 engine - M.E. turning gear
- Eng. Room toilet 230V exh. - Steering gear system no. 2 control room supply fan - Water mist unit normal supply
fan Supply from MSB 06-01 filter pump - Air cond. AHU 2 engine - Bilge water emulsion breaker PS14
- Enthalpy exchanger (230V) - Shore connection breaker - Shaft tunnel exhaust fan control room supply fan unit
- E.R. stairway exh. fan U,V,W - Capstan no. 3 PS - Air cond. AHU workshop Supply from MSB 08-02
- Paint store table ventilation - Shore connection breaker - Capstan no. 4 SB supply fan - M.E. crosshead L.O. booster
- Air condition main AHU supply W,V,U - Heating in steering gear room - Machinery room exh. fan PS12A pump 2
fan - no. 1 - M.E. turbocharger L.O. pump
- Air condition galley AHU - Heating in steering gear room Supply from MSB 03-01 1
supply fan PS5 - no. 2 PS9 - S.W. pump 1 for central - Air cooler drain pump
- Air condition main AHU exh. - Welding outlet steering gear coolers - M.E. L.O. discharge filter 2
fan Supply from MSB 05-02 - Mooring winch MW 7 PS Supply from MSB 01-01 - Main F.W. cooling H.T. pump - Welding outlet
- Air condition bridge AHU - Mooring winch MW 1 PS - Mooring winch MW 9 PS - Engine room supply fan 2 1
steam gen. - Mooring winch MW 3 PS - Mooring winch MW 10PS - Engine room supply fan 4 - T.G. condensate pump 1
- Air condition bridge AHU - Mooring winch MW 2 SB - Welding outlet steering gear - Passageway SB exh. fan - F.W. refilling pump PS16
supply fan - Mooring winch MW 4 SB - Mooring winch MW 8 SB - Basic load transformer room 2 - Main F.W. cooling L.T. pump
- Laundry exh. fan - LS20ighting transformer fwd - Mooring winch MW 11 SB – supply/exh. fan 1 Supply from MSB01-04
- Infirmary exh. fan - Anchor/mooring winch 5 PS - Mooring winch MW 12 SB - Engine room supply fan 6 - S.W. pump 1 for T.G. - Accommodation gangway
- Suez crew room exh. fan - Anchor/mooring winch 6 SB - Engine room supply fan 8 condenser hoist PS
- E.R. stairway exh. fan - Bow thruster hydr. power pack - E.R. workshop exh. fan - Accommodation gangway
- Garbage room exh. fan - ICCP fwd. unit PS7 - E.R. welding table exh. fan stowing PS
- Lift machine room exh. fan - Capstan 1 PS PS12B - Accommodation rope ladder
- Galley supply fan - Capstan 2 SB Supply from MSB01-03 & ESB03- PS
- Galley exh. fan - Welding outlet fwd. stores 28 PS10 Supply from MSB 08-01 - Pilot gangway hoist unit PS
- Lathe - S.W. pump 2 for central - Pilot rope ladder PS
- Drilling machine-column Supply from MSB 01-01 coolers - Accommodation gangway
PS2 - Grinding bench 440V - Fire/general service pump 1 - Main F.W. cooling H.T. pump hoist SB
- El-test panel - S.W. pump 1 for reefer cooling 2 - Accommodation gangway
Supply from MSB 10-04 - Engine room crane 1 - Separator sludge pump 1 - Exh. gas boiler feed pump 2 stowing SB
- Tumble dryer (5kg) - Engine room crane 2 - Sludge collection pump - Main F.W. cooling L.T. pump - Accommodation rope ladder
- Washing machine (5,5 kg) - Band sawing machine - Ballast pump 1 2 SB
- Tumble dryer (5kg) - Drilling machinery in workshop - F.O. Clean sludge pump - S.W. pump 2 for T.G. - Pilot gangway hoist unit SB
- Washing machine (5,5 kg) - Welding outlet workshop - Sludge transfer pump condenser - Pilot rope ladder SB
- Washing machine (5,5 kg) - M.E. fuel valve tester - F.O. bunker/transfer pump 1 - T.G. condensate pump 2
- Ironing machine - M.E. cylinder L.O. Transfer
- Tumble dryer (7,5kg) pump
- Washing machine (16 kg)

Rev.: 2015.12.01
PS17A PS21A PS24A
Supply from MSB 02-04 Supply from MSB03-04 Supply from MSB02-06
- D.G. control oil pump 1 - Starting air compressor 1 - L.O. unit seal and bearing
- D.G. L.O separator 1 - Starting air compressor 3 pump 1 stern tube
- M.E. control oil pump 1 - L.O. by-pass filter stern tube
- Welding outlet - Stern tube L.O. unit FWD seal
- Ferrocene dosing plant PS21B pump 1
- M.E. F.O. discharge filter - ICCP AFT unit
- M.E. servo oil filter Supply from MSB08-04
- F.O. separator - Starting air compressor 2
- F.O./D.O. separator 1 PS24B
- M.E. L.O. separator
PS22A Supply from MSB09-06
- L.O. unit seal and bearing
PS17B Supply from MSB03-05 pump 2 stern tube
- Hot water circ. pump 1 - L.O. circ pump shaft tunnel
Supply from MSB 09-04 - Chilled water circ. pump 1 bearings 1-5
- M.E. F.O. feed pump 1 - Chilled water plant - Stern tube L.O. unit FWD seal
- M.E. F.O. booster pump 1 compressor 1 pump 2
- D.G. L.O. transfer pump - Control/working air
- D.G. 2&3 L.O. separator compressor 1
- F.O. separator 2 - SCM bearing L.O. pump 1 PS25
- Eng. parts washing machine
- M.E. control oil pump 2 Supply from MSB01-07
PS22B - Grinding mach. reefer repair
shop
PS19A Supply from MSB08-05 - Drilling mach. reefer repair
- H.P. circ. pump 1 exh. gas shop
Supply from MSB 03-03 boiler - Welding outlet reefer repair
- F.W. cooling pump 1 for reefer - L.P. circ. pump 1 exh. gas shop
cooling boiler - F.W. calorifer
- F.W. cooling pump 3 for reefer - Hot water circ. pump 2
cooling - Chilled water circ. pump 2
- T.G. vacuum pump 1 - Chilled water plant PS26
compressor 2
- Control/working air Supply from PS21B-25 & PS22C-
PS19B compressor 2 46
- Hydr. pump 1 remote
Supply from MSB 08-03 operated valves
- F.W. cooling pump for reefer PS23 - Hydr. pump 2 remote
cooling operated valves
- F.W. hydrophore pump 1 Supply from MSB08-05
- Booster pump for D.G. - Shaft gen./motor cooler fan 1
preheater system - Shaft gen./motor cooler fan 2
- T.G. vacuum pump 2 - Transformer room exh. &
- T.G. L.O. sump. Heater supply fans
- Sewage plant - Shaft tunnel supply fan
- PS26 power pack swbd. - Exitation cubicle
- Shaft gen./motor converter
cooling unit

Rev.: 2015.12.01
INTENTIONALLY
LEFT
BLANK

IMO - 9359038
Rev.: 2015.12.01
IMO - 9359038 Electrical Distribution 230 V Main Light Switchboard
Rev.: 2015.12.01
GENERAL DESCRIPTION
The transformers are protected by 3 cartridge fuses located in the main switchboard.
The 230V main light switchboard (MLS) is supplied from the 440 V Main Switchboard (MSB) via three 99 kVA
single phased transformers.
Four transformers (three + one spare) are located above the transformers room for 6.6/440 kV transformers.
In case of failure on one transformer, replace it with the spare transformer.
In case of failure on two transformers, connect the remaining transformers into “V”. Nominal power of 2 single
phased transformers connected into “V”, will be around 60 % compared to 3 single phased transformers. Please
see figure below:
Figur 2: MSB
Figur 3: MLS
ALARMS
MAJOR ALARMS ON THE MAIN LIGHT SWITCHBOARD 230V (MLS)
Tag no. Description

4004001UA LS1B EARTH FAILURE
4004020UA FWD SHIP LS20 EARTH FAIL
Figur 1: Singlefased transformes connected into V 4004021UA ECR CONSOLE PWD FAIL

Rev.: 2015.12.01
Rev.: 2015.12.01

LS1A Wheelhouse misc. light MLS 20-21 Feeder LS21 ECR misc. light swbd.
MLS 20-01 Feeder
swbd.
LS22 passage way light
LS2 Nav. bridge window MLS 20-22 Feeder
MLS 20-02 Feeder swbd.
heater/wiper swbd.
MLS 20-03 Feeder LS3 H-deck light swbd. MLS 20-23 Feeder
swbd.
MLS 20-04 Feeder LS4 G-deck light swbd. LS24 passage way light
MLS 20-24 Feeder
swbd.
MLS 20-05 Feeder LS5 F-deck light swbd.
MLS 20-25 Feeder
MLS 20-06 Feeder LS6 E-deck light swbd. swbd.
MLS 20-07 Feeder LS7 D-deck light swbd. MLS 20-26 Feeder
swbd.
MLS 20-08 Feeder LS8 C-deck light swbd. LS27 passage way light
MLS 20-27 Feeder
swbd.
MLS 20-09 Feeder LS9 B-deck light swbd.
LS28 Shaft tunnel misc.
MLS 20-28 Feeder
MLS 20-10 Feeder LS10 B-deck galley swbd. Equipment
MLS 20-11 Feeder LS11 A-deck SCC light swbd. MLS 20-29 Feeder LS29 AFT. stores light swbd.
MLS 20-12 Feeder LS12 IT swbd. LS30 shaft tunnel misc. light
MLS 20-30 Feeder
swbd.
MLS 20-13 Feeder LS13 U-deck light swbd.
RS 1 230V radio station
MLS 20-31 Feeder
LS14 E.R. 6950 PS light swbd.
MLS 20-14 Feeder
swbd.
MLS 20-32 Feeder Spare
LS15 E.R. 6950 PS misc.
MLS 20-15 Feeder MLS 20-33 Spare space
light swbd.
LS16 E.R. 6950 SB light MLS 20-34 Spare space
MLS 20-16 Feeder
swbd.
MLS 20-35 Feeder AHU control panel supply
LS17 E.R. 6950 SB misc.
MLS 20-17 Feeder
light swbd. MLS 20-36 Feeder Battery charger main supply
LS18 E.R. 19550 PS light
MLS 20-18 Feeder MLS 20-37 Spare space
swbd.
LS19 E.R. 19550 SB light MLS 20-38 Spare space
MLS 20-19 Feeder
swbd.
MLS 20-39 Spare space
MLS 20-20 Feeder Spare
MLS 20-40 Spare space

6.45 ELECTRICAL DISTRIBUTION 230V MAIN LIGHT SWITCHBOARD L211 - 216 PART 4
Rev.: 2015.12.01
IMO - 9359038 Electrical Distribution 440V Emergency Switchboard
Rev.: 2015.12.01
GENERAL DESCRIPTION RESTORATION OF NORMAL SUPPLY
1. The ship is provided with one diesel driven emergency generator of 1360 kW. At the Emergency Switchboard
1. Set the "Normal/Feedback" switch to "Normal" and check the tie-line circuit breaker has opened.
2. The emergency switchboard is normally supplied from the main switchboard via MSB05-01.
At the main switchboard
3. The emergency generator is arranged for automatic start and connection to the emergency switchboard in the event of failure of the Check at transformer feeder voltmeter that 440 V is available to the switchboard.
normal supply from the main switchboard.
2. Set feeder circuit breaker switch "Man/Auto" to "Auto". Circuit breaker will now close automatically and energize the main switchboard.
4. Feedback mode:
Emergency generator supplies main switchboard. This mode is to be used as "Take-home" condition. In the feedback mode the At the Emergency Switchboard
emergency generator and normal supply circuit breaker can only be used from the emergency switchboard when no transformer feeders 3. Follow the "Restoration of Normal Supply after a black-out" procedure.
or shore supply are connected to the main switchboard.
TEST OF EMERGENCY GENERATOR
NOTE! It is not possible to run the emergency generator in parallel with the main generators.
Test of starting and stopping the emergency generator and closing its circuit breaker without disrupting the normal supply.
5. ICS Mimic 1009 shows which essentials consumers supplied from the emergency switchboard, which is arranged for automatic start upon
supply failure from the main switchboard: 1. Draw the emergency generator circuit breaker out to "Test" position by using the tool.
NORMAL SET-UP 2. Set the "Block/Normal/Manual/Test" switch to either:
2:1 "Test" in which case the emergency generator will automatically start and its circuit breaker will close
1. The normal supply breaker ESB05-01 is closed and the emergency switchboard is supplied from the 440 V main switchboard. or 2:2 "Manual" in which case the emergency generator has to be manually started and the circuit breaker must be manually closed.
2. Switch "Block/Normal/Manual/Test" is set to "Normal". 3. Set the "Emergency Generator/Busbar" switch to "Emergency Generator" and check the voltage and frequency.
3. Switch "Normal/Feedback" is set to "Normal". 4. On completion of the test, set the "Block/Normal/Manual/Test" switch to "Manual".
RESTORATION OF THE NORMAL SUPPLY AFTER A BLACK-OUT 5. Manually open the emergency generator circuit breaker.
1. Set the "Block/Normal/Manual/Test" switch to "Manual". 6. Manually stop the emergency generator.
2. Manually open the emergency generator circuit breaker. 7. Reset the "Emergency Generator/Busbar" switch to "Busbar" and the "Block/Normal/Manual/Test" switch to "Normal".
3. Manually close the normal supply circuit breaker. 8. Set the emergency generator circuit breaker back to "Normal" position.
4. Manually stop the emergency generator. NOTE: The emergency generator circuit breaker must only be drawn-out and pushed in when the emergency generator is stopped.
5. Reset the "Block/Normal/Manual/Test" switch to "Normal". TEST OF AUTOMATIC STARTING AND STOPPING THE EMERGENCY GENERATOR ONLY
NOTE 1: For "Normal" mode of operation, the emergency generator room supply fans No. 1 & 2 and emergency generator radiator 1. Set the "Block/Normal/Manual/Test" switch to "Test" in which case the emergency generator will automatically start.
cooling fan must also be set in "Automatic".
2. Set the "Emergency Generator/Busbar" switch to "Emergency Generator" and check the voltage and frequency.
NOTE 2: When the "Block/Normal/Manual/Test" switch is set to "Block", the normal start signal from the emergency switchboard is
blocked. 3. On completion of the test, reset the "Emergency Generator/Busbar" switch to "Busbar", and the "Block/Normal/Manual/test" switch to
"Manual".
FEEDBACK MODE
4. Manually stop the emergency generator.
Supplying the main switchboard from the emergency switchboard.
5. Reset the "Block/Normal/Manual/Test" switch to "Normal".
At the Main Switchboard
1. Set transformer feeder circuit breaker 1 & 2, switch "Man/Auto" switches to "Manual". ALARMS
2. Open transformer feeder circuit breaker 1 & 2 and the shore supply circuit breaker. MAJOR ALARMS ON THE MAIN SWITCHBOARD 440 V (MSB)
3. Check tie-line circuit breaker is closed
Tag no. Description
At the Emergency Switchboard 4002001ESL1 EMSB LOW VOLTAGE - BLACKOUT
4. Make sure that emergency generator is running and connected to emergency switchboard. 4002001ESL2 EMSB LOW VOLTAGE - BLACKOUT
5. Set the "Block/Normally/Manual/Test" switch to "Manual". 4002001JT EMSB04-01 EMGEN POWER
4002010UA EM SWBD 440/220 EART
6. Set the "Normal/Feedback" switch to "Feedback" and check the "Ready to Feedback Mode" indicator is lit. 4002010UA1 EM SWBD 24V DC EARTH FAIL
7. Manually close the "Normal Supply" circuit breaker and check the "Feedback Mode" indicator is lit. 4002010UA2 24V DC SYS FAILURE

Rev.: 2015.12.01
Rev.: 2015.12.01
CIRCUIT
CIRCUIT BREAKER
BREAKER LEGEND
LEGEND
Motor ESB 03-01 Feeder Steering gear pump 2 Em.

ESB 02-01 Em. gen. radiator cooling fan ESB 04-01 Em. gen. 3x 440V,60Hz
controller ESB 03-02 Feeder Steering gear pump 4 supply
Motor ESB 03-03 Feeder PS7 Workshop equipment swbd. Normal
ESB 02-02 Em. gen. room supply fan 2 ESB 05-01 Normal supply from MSB
controller ESB 03-04 Feeder PS12C E.R. T.T. SB swbd. Supply
Motor ESB 03-05 Feeder PS15 Oil treatment room swbd.

ESB 02-03 Em. gem. room supply fan 1
controller ESB 03-06 Feeder PS18 D.G. 1 room swbd.
Motor ESB 03-07 Feeder PS19C T.G. room swbd.
ESB 02-04 E.R. supply fan 3
controller ESB 03-08 Feeder PS20 D.G. 2 & D.G. 3 room swbd.
ESB 03-09 Feeder PS22C AUX. machinery room swbd.
ESB 02-05 Motor Additional fire pump
ESB 03-10 Feeder EM. light transformers (3+11x25kVA)
ESB 03-11 Feeder Oil fired boiler panel
ESB 03-12 Feeder Store crane
ESB 03-13 Feeder Store bunker, Suez boat & mob crane 1 PS
ESB 03-14 Feeder Store bunker, Suez boat crane 2 SB
ESB 03-15 Feeder Life boat davit 1 PS
ESB 03-16 Feeder Life boat davit 2 SB
ESB 03-17 Feeder E.R. lift
ESB 03-18 Feeder Hydr. power pack for windlass brake lifters
ESB 03-19 Feeder Em. diesel heater 1
ESB 03-20 Feeder Em. diesel heater 2
ESB 03-21 Feeder Whistle in foremast
ESB 03-22 Feeder Breathing air compressor
ESB 03-23 Spare space
ESB 03-24 Feeder Hydraulic power pack watertight door
ESB 03-25 Spare space
ESB 03-26 Feeder Cargo hold smoke detection
ESB 03-27 Feeder CO2 room exh. fan
ESB 03-28 Feeder Spare

Rev.: 2015.12.01
Rev.: 2015.12.01
PS7 PS15 PS20
Supply from MSB01-03 & ESB03- Supply from ESB03-05 Supply from ESB03-08
03 - M.E. F.O. feed pump 2 - D.G. 2 prelube pump
- Lathe - M.E. F.O. booster pump 2 - D.G. 3 prelube pump
- Drilling machine-column - D.G. service pump - D.G. 2 turning gear
- Grinding bench 440V - D.G. control oil pump 2 - D.G. 3 turning gear
- El-test panel
- Engine room crane 1
- Engine room crane 2 PS18 PS22C
- Band sawing machine
- Drilling machinery in workshop Supply from ESB03-06 Supply from ESB03-09
- Welding outlet workshop - D.G. 1 prelube pump - H.P. circ. pump 2 exh. gas
- M.E. fuel valve tester - D.G. 1 turning gear boiler
- L.P. circ. pump 2 exh. gas
boiler
PS12C PS19C - SCM bearing L.O. pump 2
- Exh. gas boiler
Supply from ESB03-04 Supply from ESB03-07
- Exh. gas boiler feed pump 1 - F.W. hydrophore pump 1
- Water mist emergency supply - T.G. aux. oil pump
- Turbo gen. barring gear
- D.G. preheater unit
- PS26 power pack swbd.

Rev.: 2015.12.01
IMO - 9359038 Electrical Distribution Emergency Light Switchboard
Rev.: 2015.12.01
GENERAL DESCRIPTION
The 230V emergency light switchboard (ELS) is supplied from the 440 V Emergency Switchboard (ESB) via three
99 kVA single phased transformers.
Four transformers (three + one spare) are located into the emergency light switchboard.
In case of failure on one transformer, replace it with the spare transformer.
In case of failure on two transformers, connect the remaining transformers into “V”. Nominal power of 2 single
phased transformers connected into “V”, will be around 60 % compared to 3 single phased transformers. Please
see figure below:
Figur 2: ELS
ALARMS
MAJOR ALARMS ON THE EM. LIGHT SWITCHBOARD 230V (ELS)
Tag no. Description

4004001UA LS1B EARTH FAILURE
4004020UA FWD SHIP LS20 EARTH FAIL
4004021UA ECR CONSOLE PWD FAIL
Figur 1: Singlefased transformes connected into V

Rev.: 2015.12.01
Rev.: 2015.12.01
CIRCUIT
CIRCUIT BREAKER
BREAKER LEGEND
LEGEND
LSE1 wheelhouse em. light ELS 14 Feeder WHCP inverter for BAC OP
ELS 01 Feeder
swbd.
ELS 02 Feeder LSE2 F-deck em. light swbd. ELS 15 Feeder Fire detection system
ELS 03 Feeder LSE3 B-deck em. light swbd. ELS 16 Feeder Water mist unit
ELS 04 Feeder LSE4 E.R. 2950 em. light swbd. ELS 17 Feeder Cargo hold smoke detection
LSE5 E.R. 6950 SB em. light ELS 18 Feeder Battery chargers em. supply
ELS 05 Feeder
swbd.
LSE6 E.R. 19550 PS em. light ELS 19 Feeder Battery chargers em. gen.
ELS 06 Feeder
swbd.
LSE7 E.R. 19550 SB em. light ELS 20 Spare space

ELS 07 Feeder
swbd.
LSE8 passage way em. light ELS 21 Feeder Turbine gen. control panel
ELS 08 Feeder
swbd.
LSE9 passage way em. light ELS 22 Feeder Safe power supply em. gen.
ELS 09 Feeder
swbd.
LSE10 passage way em. light ELS 23 Feeder Spare

ELS 10 Feeder
swbd.
ELS 11 Feeder LSE11 HVS supply ELS 24 Feeder Spare
LS1B wheelhouse misc. light ELS 25 Spare space

ELS 12 Feeder
swbd.
ELS 13 Feeder LS21 ECR misc. light swbd. ELS 26 Feeder RS1 230V radio station swbd.

Rev.: 2015.12.01
IMO - 9359038 Electrical Distribution Emergency Low Power Switchboard
Rev.: 2015.12.01
ALARMS
GENERAL DESCRIPTION
MAJOR ALARMS ON THE EMERGENCY LOW POWER SWITCHBOARD (ELP)
The 24V emergency low power switchboard (ELP) is supplied from the 230V main light switchboard (MLS) or the
230V emergency light switchboard (ELS) via four 75A chargers, which are normally are feeding the 24V Tag no. Description
emergency low power switchboard in parallel.
4002001ESL1 EMSB LOW VOLTAGE - BLACKOUT
The supply will automatic change between normal and emergency supply, by an automatic change over switch, 4002001ESL2 EMSB LOW VOLTAGE - BLACKOUT
located in the emergency low power switchboard. Main supply has first priority. 4002001JT EMSB04-01 EMGEN POWER
4002010UA EM SWBD 440/220 EART
CHARGER SYSTEM 4002010UA1 EM SWBD 24V DC EARTH FAIL
4002010UA2 24V DC SYS FAILURE
The system are able to supply from each charger individually and the battery, or several chargers in parallel and
the battery. In case of emergency operation whit the battery out of service the chargers will secure the battery
voltage within acceptable limits.
Four chargers are able to supply the full peak load on the 24 V service switchboard and simultaneously to
recharge the fully discharged battery.
Two chargers are able to supply the full peak load on the 24 V service switchboard and simultaneously to
maintain the fully loaded battery.
BATTERY TEST SYSTEM
Every day (each 24h) the battery test function (“battery availability test”) is activated for 10 minutes from the
battery test module (mini-PLC).
During battery test mode the charger output voltage is lowered to approx. 21,8 VDC on all charger units and the
load on the 24VDC system is then supplied directly from the batteries. If the DC battery voltage during battery
test mode drops below the preset value of 22,8VDC the battery test is canceled and all chargers will return to the
standard charging voltage level. Alarm in the ICS will indicate battery fault. An alarm delay of 5 sec. is
incorporated in the alarm circuit of the battery test module.
A manually battery test can be performed by activating the switch S/H7 “MAN.BATTERY TEST” in the ELP.

Rev.: 2015.12.01
Rev.: 2015.12.01
DS4 Diesel gen. 1 24V DC

ELP 07-01 Feeder LS31A ICS inverter A ELP 08-02 Feeder ELP 08-12 Feeder Spare ELP 08-22 Spare space
swbd.
ELP 07-02 Feeder LS31A ICS inverter A ELP 08-03 Feeder CO2 alarm system ELP 08-13 Feeder IPC1 ELP 08-23 Spare space
ELP 07-03 Feeder LS31A ICS inverter A ELP 08-04 Feeder Spare ELP 08-14 Feeder Fire flaps ELP 08-24 Spare space
DS5 Diesel gen. 2 & 3 24V DC ELP 08-25 Spare space

ELP 07-04 Feeder DS1 wheelhouse 24V DC swbd. ELP 08-05 Feeder ELP 08-15 Feeder IPC2
swbd.
ELP 07-05 Feeder DS11 High voltage supply swbd. ELP 08-06 Feeder DS3 fire station 25V DC swbd. ELP 08-16 Feeder Em. gen. control panel (ECM) ELP 08-26 Spare space
ELP 08-07 Feeder Spare ELP 08-27 Spare space

ELP 07-06 Feeder DS2 ECR 24V DC swbd. ELP 08-17 Feeder IPC3
ELP 08-28 Spare space

ELP 08-08 Feeder Spare ELP 08-18 Feeder Spare

ELP 08-09 Feeder Em. light em. gen. room ELP 08-19 Feeder Water spray in paint store

ELP 08-10 Feeder Em. gen. control system ELP 08-20 Feeder Automatic telephone
ELP 08-11 Feeder Spare ELP 08-21 Feeder Volt./Ohm-meter and pilot lamps

Rev.: 2015.12.01
IMO - 9359038 Shaft Generator / Motor Plant
Rev.: 2015.12.01
Rev.: 2015.12.01
2. Operation devices 2.1.2.2 Stop quick (via bus and hard wired)
This signal will release a directly stop by stopping the firing pulses immediately.
2.1 Interfaces
The Shaft Generator Motor (SGM) can be operated from 2.1.2.3 Deload function
- ICS, automatic
- PMS OP17, automatic 2.1.2.3.1 Failure of cooling air fan from the shaft motor.
- Generator Control Panel (GCP), manual In case of a failure of one fan motor, the current limitation for the shaft motor will be reduced from 100% to approx. 60% nominal
- SGM control cubicle, manual current. The reduction will be done via a smooth ramp within abt. 5 sec.
Communication from ICS will be done via data protocol. 2.1.2.3.2 Temperature of motor windings.
In case of overtemperature of the motor windings, the current limitation will be done dynamically be means of a P-I controller. For
Following actions/indications are provided to be operated/indicated. increase of the current limitation a run up ramp will be effective.
2.1.1 Start booster drive 2.1.2.3.3 Control of ship's network frequency.

In stopped condition a signal "converter ready" will be given to the ICS-system which indicates that all booster-drive-internal- When the network frequency is below 57.5 Hz the current limitation will be reduced via a P-I controller without ramp directly. In
system checks are carried out successfully and the no alarm condition is active or nor acknowledged and the HVS 01 is closed. case of frequency increase again, the uprise of the current limitation will be done via a run up ramp.
The start command will release the following actions: At 55 Hz network frequency, and undelayed trip is provided.
- Siemens booster drive system receives the start command including the check back (done by ICS) if the main engine drive is 2.1.3 Alarms
ready for power intake. (That means that the speed controller is active and able to control the speed of the combined diesel Following common alarms will be given to the ICS-system hardwired:
electric booster drive).
"warning" - caused by certain limits for temperatures have been reached/light overflowed.
- Power intake of the booster system will be limited by signal "available current for booster" which will be transmitted as an 4- "delayed trip" - caused by a delayed shut down of the booster drive with deloading and smooth OFF (booster drive
20 mA signal given by the ICS-system. stop).
"undelayed trip" - a) caused by a stop of the firing pulses without trip of the HVS 01.
A failure of this (4-20mA) signal will automatically release as setting to "zero load available" and a deload of the booster b) caused by a stop of the firing pulses and an undelayed trip of the HVS 01.
together with a "warning" to the ICS-system
2.1.4 Manual operation is possible on the SIMADYN OP2 panel which is installed at the front side of the control cubicle.
- Converter will feed the booster motor at current frequency with increasing winding current up to available current from the
HVS 01.
3. Operation modes
- Via the speed controller of the M.E. the speed of the propeller shaft can be adapted, while the booster driven constantly will
deliver the max. possible torque/power at the actual speed (limited by max. available current). 3.1 Local mode
The local mode can only be selected on OP2 panel (Operator Panel) via push button local/remote. Switching over to local mode is
- Signals "converter on" and "actual converter input current" will be given to the ICS-system for power management purpose possible during operation.
as well as some internal alarms/indications via data bus.
In local mode the push button motor ON/OFF3 is enabled. It is also possible to switch on the motor locally. If the 6kV circuit
Only an active given stop from the ICS-system will release a "stop slow" of the booster system. breaker is ON and the plant is ready to start.
NOTE: After a normal stop, the HVS 01 will remain closed and the plant will remain powered. Therefore the cooling unit shall Switching OFF from ICS is always active.
run continuously maintaining the cooling of the converter.
Only in local mode and stopped plant is it possible to select TESTMODE via the key switch inside the control cabinet.
When starting up from a powerless system, the HVS 01 breaker can only be closed by 2 generators connected to the
6.6 kV switchboard. The current limit from ICS (4-20 mA) is always active.
2.1.2 Stop booster drive 3.2 Remote mode

Two types of stop commands are provided. By switching OFF the local mode, the remote mode becomes active automatically.
2.1.2.1 Stop slow In remote mode the ICS system is enabled to switch on the plant with a pulse via the link connection (6 kV circuit breaker ON,
On receipt of this signal the plant will be deloaded (current ramp). plant ready to start).
The ICS has two different OFF signals:
When the plant is deloaded, the firing pulses will be stopped and the feedback signal "booster drive off" will be given to the ICS-
system. - OFF 3 delayed OFF, this means to decrease the current along a ramp down to zero. After that the pulses will be switched
OFF.
After a delay time, the system will be checked internally and in case of no failure or alarm, the signal "converter ready" will be
given to the ICS-system. - OFF 2 undelayed OFF, this means to decrease the current immediately down to zero. After that the pulses will be switched
OFF.

Rev.: 2015.12.01
HVSC CONTAINER - SIMPLIFIED DIAGRAM

IMO - 9359038 HVSC Container (Shore Supply)
Rev.: 2015.12.01
AMP OPERATION FOR ARRIVAL: AMP CONTAINER sends the POWER REQUEST signal to shore side via FO communication (if FO is enabled).
(b) Upon receiving POWER REQUEST signal, shore operator closes SHORE VCB. Shore power source supplies to the ship.
1. Check that following is clean and free of damages: (c) If the shore power voltage, frequency and phase rotation are in normal condition, AMP CONTAINER VCB (K02) closes
(a) Switchboard room: AMP incoming panel HVS 16/20. automatically.
(b) Inside container: 6,6 kV switchboard, Auxiliary switchboard, Cable wheel incl. roller bow. (d) Shore power source supplies power to AMP INCOMING PANEL HVS16/20. The POWER REQUEST signal output is stopped.
2. Establish communication protocol and initiate standard shore power connection procedure. (e) When container voltage regulation is finished, SC-Mode will start the synchronizing process, closing the circuit breaker and then
3. Confirm the following: de-load and and stop the diesel-generator.
Switchboard room: No earth fault is present at HVS16/20. (f) Verify shore and ship power are synchronizing. Verify ship’s load is transferring to shore power. Verify Ship Gen ACB open and
Inside container: ship’s loads are on shore power supply only.
(a) Power is connected to the aux. Switchboard. Operator panel is operating.
(b) Circuit breaker in 6,6 kV switchgear panel K02 is plugged in (service position). PMS in Semi-Automatic
(c) Earth Circuit breaker in 6,6 kV switchgear panel K01 is plugged in (service position). Verify that precondition start fulfilled. (see LOP on HVS16/20 or ICS 0706)
(d) Both earth switches (manual) in 6,6 kV switchgear are open. Ship’s operator presses the SC-Mode ON (LOP or ICS 0706)
(e) Earth circuit breaker in 6,6 kV switchboard panel K01 is closed. Ship’s operator presses the container Start ON (LOP or ICS 0706)
(f) Activate Emergency stop inside AMP container. (a) AMP CONTAINER checks the pilot loop line circuit between shore and ship. If pilot loop line is established and OK,
(g) Turn safety loop isolating switch inside AMP container (at cable wheel) to position “off”. AMP CONTAINER sends the POWER REQUEST signal to shore side via FO communication (if FO is enabled).
4. Cable wheel operation at cable wheel: (b) Upon receiving POWER REQUEST signal, shore operator closes SHORE VCB. Shore power source supplies to the ship.
(a) Turn”MAN-OFF-AUTO” switch in the left front door to ”MAN”. (c) If the shore power voltage, frequency and phase rotation are in normal condition, AMP CONTAINER VCB (K02) closes
(b) Turn the main switch on the right front door to position “1”. automatically.
(c) Open the side door lock. See picture 4. (d) Shore power source supplies power to AMP INCOMING PANEL HVS16/20. The POWER REQUEST signal output is stopped.
(d) Check that the “CABLE REEL FAULT” lamp in the left front door is off. (e) When container is on then Ship’s operator presses the circuit breaker on.
(e) Press”ROLLER OUT” at the roller bow operation box near the roller bow. (f) When voltage regulation is finished, the synchronizing process will be started, the circuit breaker will be closed.
(f) The roller bow then pushes the side door open and also wind off cable. (g) After this the generator will be de-loaded and the diesel will be stopped.
(g) When the “END POSITION ROLLER BOW OUT” lamp is on, take the pendent box located at the container entrance door (h) Verify shore and ship power are synchronizing. Verify ship’s load is transferring to shore power. Verify Ship Gen ACB open and
and check that the green lamp for manual mode is on. ship’s loads are on shore power supply only.
(h) Activate the”winding off” and”winding on” pushbuttons as appropriate to lower the cable to the shore side Vault.
(i) Connect the cables strain relief to the shore hook for strain relief. General:
(j) Turn the ”MAN-OFF-AUTO” switch in the left front door to ”AUTO”. Check that the “AUTO MODE” lamp in the left front door All change over ship to shore or shore to ship will be realized with active soft-trip.
is on. 14. Read Shore power kWh on ICS.
5. At shore, connect the red plug to red outlet and blue plug to blue outlet.
6. Check pilot safety loop:
(a) Emergency stop pushbuttons at shore facilities are not activated.
(b) Emergency stop pushbutton at Vessel AMP incoming panel HVS16/20 is not activated. Picture (1) Enable / Disable Fiber: Picture (4) Side Door Lock Open:
(c) Emergency stop pushbutton at Vessel GCP is not activated.
(d) Emergency stop pushbutton inside container is not activated.
(e) Safety loop isolating switch Inside container in position “ON”
(f) If the indication for “Pilot Loop” in the display is red the pilot loop is not closed. In this case activate pushbutton “EARTH CB
MAN OPEN” (on HVS sec. K01) until the “Pilot Loop” indication turns green.
(g) Simulate Safety Circuit Pilot Loop operation by actuating ship and shore emergency stops confirm the appropriate breakers
will trip.
(h) Reset alarms.
In case of no continuity in the pilot loop check the circuit according to drawing No. 4000-011 sh. 1
7. Using Fiber Optic signal exchange? Yes: Go to part 8A / No: Go to part 8B. Picture (2) FO Communication: Picture (5) Side Door Lock Closed:
8A) Connect FO jumper cables from red and blue plug to outlets.
(a) Enable FO on operator panel (picture 1). (b) Verify that FO signals are working (picture 2). (c) Verify that no alarms are active.
8B) Disable FO on operator panel (picture 1).
8. Verify that no alarms are active. Energize shore power up to the ship’s shore power cable reel switchgear.
9. Perform phase sequence verification at the ship’s shore power connection breaker. The LED “NPS U ALARM” on REF615 protection
relay must not be lid.
10. Actuate ship and shore emergency stops to confirm the appropriate breakers trip. Reset alarm and resume shore power.
11. Container locked and tagged out. Picture (3) Protection Relay:
12. Go to the Engine Control Room and activate shore connection at ICS.
13. PMS in Automatic

Verify that precondition start fulfilled. (see LOP on HVS16/20 or ICS 0706)
Ship’s operator presses the SC-Mode ON (LOP or ICS 0706) SC-Mode will start the container.
(a) AMP CONTAINER checks the pilot loop line circuit between shore and ship. If pilot loop line is established and OK,

Rev.: 2015.12.01
AMP OPERATION FOR DEPARTURE:
1. PMS in Automatic
Verify that precondition Stop fulfilled (see LOP on HVS16/20 or ICS 0706)
Ship’s operator press the SC-Mode off (LOP or ICS 0706)
SC-Mode will start the diesel-generator. After voltage-regulation is finished, will start SC-Mode the synchronizing process.
After deloading shore, the SC circuit breaker will open.
(a) Verify that ship gen in auto mode starts. Verify that shore and ship power are synchronizing. Verify that ship’s load is
transferring to ship’s gen power. Verify shore power ACB open and ship’s loads are on ship’s gen supply only.
(b) AMP PANEL HVS16/20 sends the POWER NOT REQUEST signal to AMP CONTAINER. The POWER NOT REQUEST
signal is kept sending till AMP CONTAINER VCB (K02) is opened.
(c) AMP CONTAINER VCB (K02) opens automatically and the POWER NOT REQUEST signal output is stopped.
(d) Read shore power KWh on ICS.
PMS in Semi-Automatic
Verify that precondition stop fulfilled. (see LOP HVS16/20 or ICS 0706)
Ship’s operator press SC circuit breaker off (LOP or ICS 0706)
A diesel-generator will be started. After generator voltage regulation is finished, SC-Mode will start the synchronizing process.
After deloading shore the circuit breaker will open.
Ship’s operator press container off (LOP or ICS 0706)
(a) Verify that ship gen in auto mode starts. Verify that shore and ship power are synchronizing. Verify that ship’s load is
transferring to ship’s gen power. Verify shore power ACB open and ship’s loads are on ship’s gen supply only.
(b) AMP PANEL HVS16/20 sends the POWER NOT REQUEST signal to AMP CONTAINER. The POWER NOT REQUEST
signal is kept sending till AMP CONTAINER VCB (K02) is opened.
(c) AMP CONTAINER VCB (K02) opens automatically and the POWER NOT REQUEST signal output is stopped.
(d) Read shore power KWh on ICS.
Ship’s operator press SC-mode off (LOP or ICS 0706)
General:
All change over ship to shore or shore to ship will be realized with active soft-trip.
2. Go to the Engine Control Room and deactivate shore connection at ICS.

3. When HVS is supplied from ship’s generators and AMP panel circuit breaker is open, go to the Shore Container.
4. If Fiber Optic signal exchange is not used, manually open the on-shore circuit breaker. Verify by the protection relay in the 6,6 kV
switchboard panel K02 (inside container) that voltage is not present (picture 3).
5. Activate emergency stop inside AMP container.
6. Turn safety loop isolating switch inside AMP container (at cable wheel) to position ‘OFF’.
7. Verify that Earth circuit breaker in K01 is closed.
8. At shore, disconnect FO jumper cables (if used) and the red and blue power plug.
9. Cable wheel operation at cable wheel:
(a) Turn the ”MAN-OFF-AUTO” switch in the left front door in position ”MAN”.
(b) Take the pendent box located at the container entrance door and check that the green lamp for manual mode is on.
(c) Activate the “winding off” pushbutton to untighten the cable.
(d) Disconnect the cables strain relief from the shore hook for strain relief.
(e) Take the pendent box located at the container entrance door and activate the ”winding on” pushbutton to reel in the cable.
(f) When it is not possible to reel in more cable from the pendant box go to the operation box near the roller bow and activate
the key switch ”WINDING ON”.
(g) When the cable is fully reeled in the wheel automatically stops.
(h) At the roller bow operation box near the roller bow, activate the pushbutton ”ROLLER IN”. When the roller bow is
completely in, the roller bow operation automatically stops.
(i) Check that the “END POSITION ROLLER BOW IN” lamp in the left front door is on.
(j) Turn the ”MAN-OFF-AUTO” switch in the left front door to ”OFF”.
(k) Turn the main switch on the right front door to position “0”.
10. Close the side door lock (picture 5).
11. Leave the container, lock the container door and get ready for departure.

Rev.: 2015.12.01
0. Introduction 3. Replacement
a. If original replacement components of same make and manufacturer cannot be obtained, ensure that the specifications, applicable for the
A brief introduction to the subject of electrical installation in hazardous areas will be given in the following (further details, but not all
particular hazardous area, are fulfilled. Normally the same specification should be used,
aspects of the subject, can be found in the "Hazardous areas booklet" found in the ship's archives).
i.e. EExd IIC T6 to be EExd IIC T6 (certificate of conformity), cable glands to be EExd if fixture is EExd,
Equipment protection can be divided into the following topics:
EEx(ia) IIC to be EEx(ia) IIC (see calculations in "Hazardous areas booklet") etc.
- encapsulation i.e. controlling or keeping the explosion inside an enclosure
or
If cables in intrinsically safe installations are changed, ensure cables have the same electrical characteristics.
- intrinsically safety, i.e. no energy can be stored in the system causing explosion when accidentally released.
A more detailed description of the various protection classes is found in the "Hazardous areas booklet".
4. Rules in general to comply with
Installation of Electrical Equipment
1. Maintenance
4.1 All switches and protective devices from which equipment located in dangerous zones or spaces is supplied, are to interrupt all
a. Before touching equipment, ensure that all safety instructions according to data books, if any, have been carried out scrupulously
poles or phases.
(switching off before opening, locking circuit breaker in OFF position (locks for light C.B. are available in ship's spares and tools), waiting
Such equipment, switches and protective devices are to be suitably labelled for identification purposes.
time 35 min. etc.)
Note: Use only equipment of type
b. To ensure that material remains explosion-proof. Check that all the cover attaching screws and cable inputs are properly tightened. All non-
used holes must be properly covered.
EExd IIC T6 or
c. Flame-proof (EExd) joints must be permanently greased (with acid free grease) in order to maintain their weather-proof rating, corrosion
intrinsically safe type EEx (ia) IIC
resistance and holding characteristics.
(Dismantle covers, clean contact surfaces, check gaskets (if any), and grease if necessary etc.)
in cargo holds as this is a requirement according to the cargo to be expected. (IMO-classes, 1.4, 2.1, 2.2, 2.3, 3, 4.1, 4.2, 4.3,
5.1, 6.1, 8 and 9 in cargo holds nos. 1 and 2).
d. Check the outside earthing strap (Bonding). If corroded or loose amend.
All other location equipment of type
e. Ensure that flame gap (on EExd equipment) is not corroded. Wipe off dirt and grease flame gap and bolts (if any). The manufacturer's
instructions must be complied with.
EExd IIA T3 or
f. Only use tools appropriate for the job or special tools delivered to ship's spares & tools.
intrinsically safe type EEx (ia) IIA
g. If portable tools or instruments are used in hazardous areas, ensure that equipment fulfils the relevant "Hazardous classes".
is sufficient.
h. If any flexible cables are used on equipment in hazardous areas, these must be checked on a regular basis to detect any damages
occurring to the cable. (This also applies to all types of sockets in hazardous areas). Cable Installation
4.2 Cables to be armoured or braided for mechanical protection and earth detection with non-metallic impervious sheath.
2. Renewal/Repair
Note: All cables used for intrinsically circuits to be marked differently. Colour to be blue in whole length (e.g. cable type Nexans TCX(B)
a. In order to maintain protection mode when adding or repairing parts only original spare parts should be used. (B = Blue)).
b. If any empty enclosure is supplied or if existing equipment is modified, the contents must comply with the instructions shown in the Through penetrations cables for intrinsically safe circuits are to be segregated as far as possible from cables for other circuits.
certificate of compliance for the material in question (see "Hazardous areas booklet" in ship's archives), or instructions obtained from the
manufacturer. 4.3 Metal coverings of cables installed in dangerous zones or spaces are to be effectively earthed at both ends.
c. Do not drill or machine enclosures. 4.4 Cables associated with intrinsically circuits are to be used only for such circuits.
They are to be physically separated from cables (minimum 50 mm) associated with non-intrinsically safe circuits, e.g. neither
installed in the same protective casing (cable pipe or cable screen) nor secured by the same fixing clip.
Note: If cables for intrinsically safe circuits are to cross other cables, this is to be as perpendicular as possible.

IMO - 9359038 Maintenance and Renewal of Electrical Equipment in Hazardous Areas
Rev.: 2015.12.01
DECK EQUIPMENT
Deck Equipment and Fittings---------------------------------------------------------------------------------------------------- 7.1

Standard Mooring Patterns------------------------------------------------------------------------------------------------------- 7.2
Anchor Windlass and Mooring Winch----------------------------------------------------------------------------------------- 7.3
Accommodation Ladders--------------------------------------------------------------------------------------------------------- 7.4
Pilot Ladders------------------------------------------------------------------------------------------------------------------------- 7.5
Stores Crane------------------------------------------------------------------------------------------------------------------------- 7.6
Store / Bunker / Suez Boat / Rescue Boat Crane PS--------------------------------------------------------------------- 7.7
Provision / Store / Bunker / Suez Boat Crane SB-------------------------------------------------------------------------- 7.8
Life Boat Arrangement------------------------------------------------------------------------------------------------------------- 7.9
Rescue Boat Arrangement PS-------------------------------------------------------------------------------------------------- 7.10

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IMO - 9359038 Deck Equipment and Fittings
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IMO - 9359038 Deck Equipment and Fittings
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IMO - 9359038 Standard Mooring Patterns
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IMO - 9359038 Standard Mooring Patterns
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IMO - 9359038 Anchor Windlass and Mooring Winch
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IMO - 9359038 Anchor Windlass and Mooring Winch
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IMO - 9359038 Accomodation Ladders
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IMO - 9359038 Accomodation Ladders
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IMO - 9359038 Pilot Ladders
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IMO - 9359038 Pilot Ladders
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IMO - 9359038 Stores Crane
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IMO - 9359038 Store / Bunker / Suez Boat / Rescue Boat Crane PS
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IMO - 9359038 Store / Bunker / Suez Boat / Rescue Boat Crane PS
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IMO - 9359038 Provision / Store / Bunker / Suez Boat Boat Crane SB
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IMO - 9359038 Provision / Store / Bunker / Suez Boat Boat Crane SB
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IMO - 9359038 Life Boat Arrangement
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IMO - 9359038 Life Boat Arrangement
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IMO - 9359038 Rescue Boat Arrangement PS
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IMO - 9359038 Rescue Boat Arrangement PS
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IMO - 9359038
Rev.: 2015.12.01
SHIP HANDLING
Bridge Instrumentation------------------------------------------------------------------------------------------------------------ 8.0
Integrated Computer System

System Configuration-------------------------------------------------------------------------------------------------------------- 8.1.1
General/Function Index----------------------------------------------------------------------------------------------------------- 8.1.2
Alarm Extension Overview------------------------------------------------------------------------------------------------------- 8.1.3
Alarm Extension system --------------------------------------------------------------------------------------------------------- 8.1.4
ICS Power Distribution------------------------------------------------------------------------------------------------------------ 8.1.5
Master Clock Interaction/Distribution------------------------------------------------------------------------------------------ 8.1.6
Dual Radar/Arpa System--------------------------------------------------------------------------------------------------------- 8.1.7
Docking radar system------------------------------------------------------------------------------------------------------------- 8.1.8
Voyage management system (VMS)------------------------------------------------------------------------------------------ 8.1.9
Automatic identification system (AIS)------------------------------------------------------------------------------------------ 8.1.10
Ships security alert system (SSAS)-------------------------------------------------------------------------------------------- 8.1.11
Voyage data recorder (VDR)----------------------------------------------------------------------------------------------------- 8.1.12
Manoeuvring Information
Ship Manoeuvrability--------------------------------------------------------------------------------------------------------------- 8.2.1
Speed/Propulsion Power--------------------------------------------------------------------------------------------------------- 8.2.2
Manoeuvring characteristics----------------------------------------------------------------------------------------------------- 8.2.3
Turning Circles---------------------------------------------------------------------------------------------------------------------- 8.2.4
Crash Stop Test--------------------------------------------------------------------------------------------------------------------- 8.2.5
Mail Engine Remote Control System------------------------------------------------------------------------------------------ 8.3
Steering Gear------------------------------------------------------------------------------------------------------------------------ 8.4
Heeling System--------------------------------------------------------------------------------------------------------------------- 8.5
Bow Thruster------------------------------------------------------------------------------------------------------------------------- 8.6
Docking Plan------------------------------------------------------------------------------------------------------------------------- 8.9.1
Docking Condition - Container Stowage Plan------------------------------------------------------------------------------- 8.9.2
Docking Condition ----------------------------------------------------------------------------------------------------------------- 8.9.3
Location of High Tensile Steel Components--------------------------------------------------------------------------------- 8.10

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IMO - 9359038 Bridge Instrumentation
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IMO - 9359038 Bridge Instrumentation, Steering Console
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IMO - 9359038 Bridge Instrumentation, WHCP
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IMO - 9359038 Bridge Instrumentation, Steering Console
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IMO - 9359038
Rev.: 2015.12.01
IMO - 9359038 ICS - System Configuration
Rev.: 2015.12.01
GENERAL FUNCTION INDEX
The purpose of the Integrated Computer System (ICS) besides being an extension alarm system (EAS) is to improve the safety of the ship
and to obtain energy, maintenance and manpower saving. This in done through automatic operations, AUTOMATIC MANUAL CONTROL SUPERVISION CALCULATIONS ETC.
capacity control of systems to actual working conditions, improved monitoring etc. giving less maintenance, less "off service" and the - Ballast
possibility of given preventive actions. - Heeling
A short view of the functions included in the ICS is listed in the function index below. - Bilge cargo holds
- Bilge cargo out side holds - Mooring winches
- Cargo ventilation
The system configuration (opposite) shows the main elements of ICS. The process computers (IPC) and the connected remote CARGO - Light cargo area - Trafo room - Bunker reports
- GMT-test
- Density calc. of SW - Draught
I/O (RIO) are the interface to sensors, actuators etc. around the ship. The operator stations (OS) with VDUs, keyboard and trackballs are - Tank data to LC
used by the operator to monitor and control the process, i.e. opening valves, starting motors etc.
- Ballast SP from LC
The OS contains besides all the process mimics also an alarm list giving an overview of present alarms. The conning display provides
information for the navigators at the bridge.
- Bow thruster
The Extension Alarm Overview/System (5.50.3/4) identifies the extension panels, buzzers etc. in the system. - Wind
The ICS power distribution (5.50.5) shows the power supply system for the entire ICS, the load computer and the computer for Main - GPS
BRIDGE - Master clock - Steering gear
Engine WECS system. - Speedlog
The process computers (IPCs), remote I/Os (RIOs), operator stations (OS), conning displays, alarm/event pictures and hardcopy printer - Echo sounder
- ME bridge control
are backup through three no-break switches and three 24 V DC to 220 V AC inverters feed from the ship battery system.
- ER ventilation - High voltage CBS
This system is used for a short time backup. If the backup is lasting more than 30 minutes, an alarm is issued instructing the crew to close - ME cyl. LO - Bilge ER etc.
down the OS. - FO consumption
- ME exh. gas by-pass - ME, DG air coolers
- ME CYL LO
For further information see ICS instruction books or the Functional Design Specification witch is loaded on all OS. - ME TC by-pass - DG start sequence - ME cyl. Liner temp.
ENGINE consumption
- DG LO separators - DG start/stop - Deviation between
- ME model values
- FO SEP supply pumps cylinders
- ME, DG performance
- CB reefer low voltage - Filter, coolers
- ME aux. Blowers - ME CYLMATE
- Running hour of all relevant motors etc.
- PID-controllers for all control loops.
COMMON - Control of all remote-controlled hydraulic valves, besides overboard valves in ER.
FUNCTIONS - Automatic start of all major systems, after black-out.
- Automatic standby start for all relevant systems.
- Automatic start/stop of systems due to harbour/manoeuvring/sea modes.
Abbreviations:
CB: Circuit Breaker
LC: Load Computer
SEP: Separator
SP: Set point

IMO - 9359038 ICS - General / Function Index
Rev.: 2015.12.01
IMO - 9359038 Alarm Extension Overview
Rev.: 2015.12.01
Extension
tension alarm system – software functions. Alarm type definitions
At the bridge, in Ship’s Control Centre, in Engine Room and in Engine Room (OS 9) a push button for cutting off the Alarms grouped in order to control the diodes on the extension panels:
audible alarm devices is installed. This push button will in the following be referred to as “Silence”. Alternative F2 on OS
keyboard has same function for silence off. Group 1 ME SHUT DOWN
The “Silence off” button activates a digital input, which is read by a PC-program that controls the digital outputs for Group 2 ME SLOW DOWN
activation of the buzzers and horns. Input from silence push button is designed to be “off” before new silence procedure
can be executed to avoid constant silence if input is “on”. Group 3 ENGINE ALARM
ECR
The “Silence” does not remove any alarms from the alarm list; this must be done from the keyboard by pressing F3. In Group 4 FIRE
the following an “Acknowledge” is understood as the operator’s acceptance of the alarm status at the ICS system.
When acknowledging an alarm, the status of in the alarm list will change from flashing to steady if the alarm is still Group 5 ME CTRL FAIL
active and will disappear if the alarm is back to normal.
Group 6 ME RED RPM
When an alarm has been sent to a EAS panel, it must be acknowledged at the panel location. This “Panel
acknowledge” silence the buzzer in the panel and does not remove any alarms from the alarm list or silence the alarm Group 7 SCC ALARM SCC
horns/buzzers in engine room and bridge. Panel acknowledging is the following referred to as “Panel Ackn”.
Group 8 BRIDGE ALARM
For further information see ICS Functional Design Specification 4.2.1 Alarm Handling witch is loaded on all OS. BRIDGE
Group 9 NAV ALARM
The group is specified as Visual Alarm Group number in the ICS system. This group will in the following be referred to
as “VAGRP”.
Alarms are grouped in order to give alarm only at the relevant location and in order to specify the type of alarm. The
“Group Alarm” is active as long as one of the members is in alarm status. The “Group Alarm” cannot be blocked by the
operator. “Group Alarms” will flash if an alarm is not silenced within the group. The light will be steady if the alarm is
silenced but persists.

IMO - 9359038 Alarm Extension System
Rev.: 2015.12.01
IMO - 9359038 ICS Power Distribution
Rev.: 2015.12.01
ICS POWER DISTRIBUTION
RIO’s
IPC’s 230VAC is supplied to the RIO’s both from one of the three 24VDC/230VAC inverter and from LS21.
The IPC’s is supplied with both 24VDC and 230VAC. The inverters are located in the emergency generator room, and are supplied with 230 V from LS21 and 24VDC from ship’s battery system. In
normal conditions the inverter is bypassed, and 230VAC is supplied to the RIO’s. In case of blackout at LS21, the inverters will without any
24VDC is supplied directly from ships 24VDC battery system. break, change over to 24VDC, and 230VAC is still supplied to the RIO’s.
230VAC is supplied from LS21 which is located in the engine control console, and is supplied by both the main switchboard and the emergency LS21 is located in the engine control console, and is supplied by both the main switchboard and the emergency switchboard. An auto change
switchboard. An auto change over switch will automatically choose main supply and change over to emergency supply in case of blackout at over switch will automatically choose main supply and change over to emergency supply in case of blackout at MSB.
MSB.
Principel Diagram for IPC’s.

Principel Diagram for RIO´s.
Operator stations:
230VAC is supplied to the operator stations from one of the three 24VDC/230VAC inverter.
The inverters are located in the emergency generator room, and are supplied with 230 V from LS21 and 24VDC from ship’s battery system. In
normal conditions the inverter is bypassed, and 230VAC is supplied to the operator station. In case of blackout at LS21, the inverters will
without any break, change over to 24VDC, and 230VAC is still supplied to the operator stations.
LS21 is located in the engine control console, and is supplied by both the main switchboard and the emergency switchboard. An auto change
over switch will automatically choose main supply and change over to emergency supply in case of blackout at MSB.
Principel Diagram for Operator Stations.

IMO - 9359038 ICS Power Distribution
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IMO - 9359038
Rev.: 2015.12.01
The ship is equipped with a general time setting system based on time signals from the GPS and in general distributed by ICS.
The following system receives UTC-time:
Description Time Zone Direct input from

ICS UTC/LTC GPS
Gyro Compass UTC GPS
Echo Sounder UTC GPS
Course rudder angle indicator/recorder UTC Gyro Compass
Facsimile reciever UTC Manual setting
Fire Detection System UTC Manual setting
VHF radio UTC GPS
Sat com B UTC GPS
Sat com C UTC GPS
Scanning watch reciever UTC GPS
Load computer UTC ICS
Telephone system UTC ICS
Waste Heat Recovery System UTC ICS
Power Management System UTC ICS
Turbo Generator UTC ICS
Shaft Generator/Motor UTC ICS
Syncronius Condenser Machine UTC ICS
UTC (Universal Time Coordinated)
The telephone exchange system supplies the local time to all telephones on board which are used as alarm clocks for the crew.
The local time for the telephone exchanger is supplied from ICS each time the time setting is changed.
The local time setting is changed on the ICS operator station on the bridge.

IMO - 9359038 Master Clock Interaction / Distribution
Rev.: 2015.12.01
IMO - 9359038 Dual Main Radar / Arpa System
Rev.: 2015.12.01
DESCRIPTION
The Sperry Marine Systems BME radar system consists of two stand alone ARPA radar systems one BME 340 (X-Band) and one BME 340
(S-Band).
The two Radars are connected via a digital interswitch system, which allows easy switching at a display between any of its possible
configurations.
Interswitch Master/Slave is used to select the display unit to operate as either the Master or Slave for a given Transceiver Unit. The selection
status is displayed in the system Status Display area at the upper left corner of the display.
The BME 340 (X-Band) system will normally perform better in narrow waters and calm sea, due to the short wave (3 cm) and higher
frequency.
The BME 340 (S-Band) system will normally perform better in open sea and will be preferable in rain and hail squalls, due to the longer
waves (10 cm) and lower frequency.
OPERATION
GENERAL:
Since operation of the BME system is performed with both trackball and keyboard, the operator should familiarize himself with the operation
and setting the various video and audio intensity levels before having to operate the system in traffic.
TRACKBALL
All radar controls and display selections are preformed by operating trackball. Move trackball / cursor to desired menu, and press enter on
the trackball pushbutton to acquire / enter menu.
SYSTEM SET-UP AND TURNING:

When the system is turned on, the Display screen will illuminate and the system will start to warm up. Although the display will indicate it is
ready for operation in about three minutes, you should allow ten minutes for the system to warm up fully before making adjustments. For
more detailed information on particular function, see the BME 340 Operator's Manual.

IMO - 9359038 Dual Main Radar / Arpa System
Rev.: 2015.12.01
IMO - 9359038 Docking Radar System
Rev.: 2015.12.01
DESCRIPTION:
The Docking Radar System consists of a BME 340 full Arpa display unit, one 3 cm (X-Band) Transceiver unit 6 feet 25
kW Antenna installed in the forepart of the ship and a 3 cm (X-Band) Transceiver with 6 feet 10 kW Antenna installed in
the aft part of the ship.
The two Transceivers/Antennas are connected via a digital Interswitch in the converter room allowing easy switching
between the Docking Radar operation using the fore, aft or the two main Transceivers / Antennas.
For protection of the sensitive Receiver-section, each Transceiver is equipped with a Sector Blanker, which in the fore
Transceiver provides blanking of transmission/reception when the fore Antenna points in aftward direction and in the aft
Transceiver provides blanking of transmission / reception when the aft Antenna points in the forward direction.
In each Bridge Wing Console a 19" monitor with associated Trackball Control provides full Docking Radar operation from
the Bridge Wing position.
GENERAL:
As Main Radar Description, see sect. 8.02.01
Using the Trackball:

Operation of the Docking Radar System from one of the Bridge Wing positions is accomplished by the use of an
associated Trackball Control.
Moving the Trackball will move the cursor over the screen, highlighting the appropriate field or function. Activation of the
highlighted field or function is achieved by pressing the left or right button on the Trackball unit.

IMO - 9359038 Docking Radar System
Rev.: 2015.12.01
IMO - 9359038 Voyage Management System (VMS)
Rev.: 2015.12.01
The Voyage Management System is a "real time situation" and Electronic Sea chart System where the operator can
create the ship's routes, execute them and have the ownership displayed in real time on the Electronic Sea chart.
The system is a two Computer/Display System where the forward display is the navigation workstation and the aft
display on the chart table is the navigation planning station. The Bridge Wing Consoles include remote displays of the
planning workstation, and planning station can remotely be operated from the bridge wings.
The navigation workstation and navigation planning are interfaced to all the navigation equipment on the Bridge,
including both radars and the autopilot (see drawing).
The operator can create the ship's routes either by: typing lat/long by keyboard or point on the electronic chart.
When the route plan is started, the system will calculate a compensated heading to steer, and if selected, also
control the heading to steer on the autopilot.
The Electronic Chart System can display vector charts, British Admiralty Raster Charts and when available DX90
Ecdis Charts. The ownership symbol will be displayed on the selected chart as well as all acquired targets from the
radars and AIS. Danger areas and chart notations can be added on top of the chart, and operator audible warning
will alert if the ship is heading towards shallow water and danger area.
The system includes 30 days of log files from where the operator can perform a playback at a rate from 1 to 20 times
at a given date and time.

IMO - 9359038 Voyage Management System (VMS)
Rev.: 2015.12.01
GENERAL
The purpose of the Automatic Identification System (AIS) is to monitor ships from other ships, and
from shore based stations.
AIS equipped ships will continuously transmit a short message containing information like:
- Position
- Course over ground (COG)
- Speed over ground (SOG)
- Gyro course (heading)
- Navigational status etc.
Other ships with AIS installed will automatically receive similar information. Ships with AIS will
anywhere on the earth (within VHF range) are able to identify and track each other independent of
shore based stations.
Shore based stations will get the same information from AIS equipped ships within the VHF range of
the shore based station.
Ships with AIS will be plotted on the Voyage Management System (VMS).
TRANSPONDER
A ship with an AIS transponder, within VHF range, can receive and display the position of other ships
including speed, name, call sign, heading and course over ground.
Consequently all ships within VHF radio coverage will automatically be displayed in the AIS.
PILOT PLUG
The keyboard and display unit in the chart table forward contains a pilot plug. In addition a plug is
installed in the pilot table. The pilot can connect a computer to the plug and get access to all
information in the AIS

IMO - 9359038 Automatic Identification System (AIS)
Rev.: 2015.12.01
Ships Security Alert System (SSAS)
The SSAS alert unit connects to the Inmarsat Mini-C for the purpose of alerting specified addresses (for example ship's Company)
that the ship is under attack by intruders. TOP OF WHEEL HOUSE
The system can be activated by push buttons located in the wheelhouse cobtrol panel (WHCP) and in the captain's office. SAT.
When the ship in under attack an SSAS report, which contains ship's: ANTENNA
- Name
- MMSI no.
- Position
- Etc. WHEEL HOUSE WHEEL HOUSE
Is sent to locations, specified by the ship's captain or authorized personnel. No audible or visible alarm is generated while the CONV.ROOM WHCP
SSAS report is being transmitted, to prevent discovery of the report by intruders.
SSAS
ALERT UNIT 24 VDC
JUNCTION PUSH
BOX BUTTON
CAPTAIN'S OFFICE
PUSH
BUTTON
Figure 2: SSAS, installation block diagram
Figure 1: SSAS Overview

IMO - 9359038 Ships Security Alert System (SSAS)
Rev.: 2015.12.01
Voyage Data Recorder (VDR)
TOP OF WHEEL HOUSE

DATA
“The purpose of a Voyage Data Recorder (VDR) is to maintain a store, in a secure and retrievable form, of information concerning the REC. UNIT
movement, physical status, command and control of a vessel over the period leading up to, and following, an incident having an impact thereon.
This information is for use during any subsequent investigation to identify the cause(s) of the incident. “
WHEEL HOUSE
The recordings shall be stored on the final recording medium in a protective data capsule:
230 V
VOYAGE DATA
(WHCP)
- Final recording medium means the item of hardware on which the data is recorded such that access to it would enable the data to be RECORDER
recovered and played back by use of suitable equipment. (CONV. ROOM)
ALARM
The final recording medium should be installed in a protective capsule which should meet all of the following requirements: PANEL
- be capable of being accessed following an incident but secure against tampering; (BACC)
- maximize the probability of survival and recovery of the final recorded data after any incident;
- be of a highly visible color and marked with retro-reflective materials; and
- be fitted with an appropriate device to aid location. ICS
- Watertight doors
A typical VDR consists of a Data Acquisition and Interface unit, which processes data from Ship’s navigation/engine/alarm system, as well as - Steering gears
records bridge audio and radar images in digital format. The data are then sent to a Protective Capsule, which houses the final recording - Bowthrusters
medium. The Remote Bridge Alarm Unit reports any faults developed on VDR. The data stored in the Protective Capsule can be downloaded - Sternthrusters
for re-play during an incident investigation. - Steering system
- Rudder
Figure 1 shows a system block diagram of a typical VDR design. Figure 2 illustrates the details and recorded data of the specific system - Mandatory alarms
installed. - Main engine control
Remote Bridge
Alarm Unit 12 VDC, RS-232
VDR Server Remote VDR
(BAU)
Data Acquisition Ethernet Client ECDIS
and Interface Unit Playback - GPS Pos./time
Protected Data
Capsule 24 VDC, Ethernet
(AIU)
Work station - Gyro heading
(PDC) - Rate Of Turn
- Relative wind
- True wind
- Speedlog
- Echosounder
Serial External
Microphone Radar Video
Digital power
and Audio RGB or Synch
Analog 50/60 Hz
Line Input on Green
Data input 110/220 VAC RADAR
- Complete radar
picture (video)
VDR Systems Block Diagram
Figure 1: VDR Systems Block Diagram
VHF
- Radio audio
The OSI Protected Data Capsule (PDC) is a component of a Shipboard Voyage Data Recorder (VDR). It contains the final storage medium, MICROPHONES
which is protected from shock, penetration, fire and deep-seawater immersion. It is design to be installed on the external deck of the vessel. It - Bridge audio
has a highly visible fluorescent orange color, and marked with retro-reflective material with the necessary legend. An acoustic underwater
beacon is also mounted on the capsule to aid location. The PDC has a release mechanism to facilitate recovery underwater by diver or a
Remotely Operated Vehicle (ROV). Large pad eyes are welded to the outer shell for easy lifting.
FIRE DETECTION
- Detector and
system alarms
Figure 2: VDR, installation block diagram

IMO - 9359038 Voyage Data Recorder (VDR)
Rev.: 2015.12.01
IMO - 9359038 Ship Manoeuvrability
Rev.: 2015.12.01
Power (kW) SPEED/PROPULSION POWER Rpm
in calm seas and with a clean hull
55000 110
50000 Power 15/15m draught 100
Power 10/10m draught

45000 Rpm 15/15m draught 90
Rpm 10/10m draught
40000 80
35000 70
30000 60
25000 50
20000 40
15000 30
10000 20
5000 10
0 0
10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26
Ship speed (knots)
The Speed Curves are obtained under the most Favourable Circumstances Comprising:
- Deep Sea, no effect of Wind, Waves, Swell and Steam.
- Excellent Smoothness of Hull, Rudder and Propeller and without Containers on deck.

IMO - 9359038 Speed / Propulsion Power
Rev.: 2015.12.01
MANEUVRING CHARACTERISTICS of M/V GUTHORM MAERSK
EFFICIENCY OF Hull L215 - IMO 9359040
THE BOW THRUSTERS
NORMAL NORMAL
SPEED
TIME and DISTANCE TO STOP RPM and SPEED
LOADED CONDITION BALLAST CONDITION
AHEAD NORMAL NORMAL SPEED SPEED
BOW BOW ENGINE ORDER RPM
THRUSTER THRUSTER
in LOADED CONDITION BALLAST CONDITION LOADED CONDITION BALLAST CONDITION
KNOTS TIME DISTANCE TIME DISTANCE 89.3 23.0 KNOTS 25.0 KNOTS
EFFICIENCY IN PERCENT NAVIGATION FULL
100 100 0 NAVIGATION FULL 1045 sec 5978 m 540 sec 3580 m FULL AHEAD 65.0 17.2 KNOTS 18.2 KNOTS
75 50 2
HALF AHEAD 495 sec 1729 m 260 sec 940 m HALF AHEAD 50.0 13.1 KNOTS 13.1 KNOTS
25 0 4
0 0 6 NOTE: USING ENGINES FULL ASTERN AND WITH SLOW AHEAD 35.0 7.9 KNOTS 8.5 KNOTS
0 0 8 MINIMUM APPLICATION OF RUDDER
DEAD SLOW AHEAD 25.0 5.0 KNOTS 6.2 KNOTS
THRUSTER EFFICIENCY IN PERCENT AT DIFFERENT SPEEDS AHEAD,
WITH MAX. THRUST EFFECT FROM BOW THRUSTER.
MAXIMUM AVAILABLE RUDDER ANGLE DRAFT AND TRIM MINIMUM STEERING SPEED
HARD RIGHT / STARBOARD 35 DEGREES NORMAL LOADED DRAFT : APPROX. 15.9 m EVEN KEEL NORMAL LOADED CONDITION ABT. 3 KNOTS
HARD LEFT / PORT 35 DEGREES NORMAL BALLAST DRAFT: APPROX. 9.0 m TRIM APPROX. 2.4 m NORMAL BALLAST CONDITION ABT. 3 KNOTS
NORMAL LOADED CONDITION NORMAL BALLAST CONDITION

969 m 1031 m 1381 m 1464 m
359 m 408 m 565 m 619 m
101 sec. 111 sec. 110 sec. 121 sec.
1066 m
23.0 knots 25.0 knots
1021 m
202 sec. 211 sec.
938 m
223 sec. 241 sec.

892 m
89.3 RPM 89.3 RPM
FULL AHEAD and FULL RUDDER ORDERED FULL AHEAD and FULL RUDDER ORDERED
753 m 886 m 1092 m 1212 m

353 m 376 m 454 m 492 m
173 sec. 178 sec. 199 sec. 201 sec.
353 sec. 371 sec. 399 sec. 411 sec.

765 m
914 m
768 m
867 m
13.1 knots 13.1 knots
50.0 RPM 50.0 RPM
HALF AHEAD and FULL RUDDER ORDERED HALF AHEAD and FULL RUDDER ORDERED
WARNING:
The response of the M/V “GUTHORM MAERSK” may be different from those listed above if any
of the following conditions, upon which the manoeuvring simulation is based, are varied:
(1) Calm weather-wind 10 knots or less, calm sea; (2) No current; (3) Water depth twice
the vessel’s draft or greater; (4) Clean hull; and (5) Intermediate drafts or unusual trim.
115-26507-A - Maneuvring Characteristics Estimated by FORCE Technology with SimFlex 4.7.1.4802 during July 2015

IMO - 9359038 Manoeuvring Characteristics
Rev.: 2015.12.01
- - - -
- - --
-- -
L ID
VA
- - IN
- -- -
- - -
--

IMO - 9359038 Turning Circles
Rev.: 2015.12.01
8.2.5 - part 1
Crash Stop Test
Rev.: 2015.12.01
Crash stop of M/V GUTHORM MAERSK Full ahead

Initial Speed 25.0 kn
Hull L215 - IMO 9359040 Initial 89.3 RPM
25 90
20 60
15 30
10 0
5 −30
0 −60
0 60 120 180 240 300 360 420 480 540
0 500 1000 1500 2000 2500 3000 3500
50
0
−50
−100 Crash stop track
89.3 RPM Ballast
No Wind
115-26507-A - Crash Astern Test Estimated by FORCE Technology with SimFlex 4.8.05027 during May 2015
Crash stop of M/V GUTHORM MAERSK Full ahead
Initial Speed 23.0 kn
Hull L215 - IMO 9359040 Initial 89.3 RPM
24 90
20 60

16 30
IMO - 9359038
12 0
8 −30
4 −60
0 −90
0 100 200 300 400 500 600 700 800 900
0 1000 2000 3000 4000 5000 6000
250
0
−250
Crash stop track
−500 89.3 RPM Loaded
No Wind
115-26507-A - Crash Astern Test Estimated by FORCE Technology with SimFlex 4.8.05027 during May 2015
MAIN ENGINE BRIDGE CONTROL When the slow down is restored to normal condition, the speed limitation will continue until the push button "RESET SLOW
DOWN" is pushed in the panel in ECR or Bridge Console or bridge telegraph handle is placed in STOP position.
1. General It is possible to override the function by a push button "CANCEL SLOW DOWN" in the ECR panel or the Bridge panel.
2. Safety systems 2.2 Shut Down
3. Control methods The shut down function stops the engine, i.e. cuts off fuel oil.
4. Control locations
The function is initiated by:
1. GENERAL No Cancellable SHD:

- Emergency stop from Bridge and wings
1.1. The diagram opposite shows the main functional links between the control positions and the main engine. The controls and - Emergency stop from ECR
indicators provided at the Bridge Main Control Console, at Bridge Wing Consoles and at ECR Control Console are also - Emergency stop from Local Control Panel
shown. - Overspeed
- Main lub. oil/piston cooling oil inlet low low pressure
1.2 The M.E. Remote Control System is fully integrated and consists of following systems: Cancellable SHD:
- Turbocharger lub. oil low pressure
a) Electronic Governor System EGS 2200 - Exhaust valve spring air low pressure
b) Diesel Protecting System DPS 2100 - Thrust pad ahead high temperature
c) Diesel Manoeuvring System DMS 2100i - Thrust pad astern high temperature
- Piston cooling oil flow/diff. press
- Cylinder cooling water low pressure
The systems a), b) and c) are by Lyngsø Marine A/S, Denmark - Main LO pressure low.
1.3 The following information summarises the main features of the M.E. Remote Control System. Reference should be made for The shut downs mentioned Cancellable, can be cancelled for emergency running from:
details to:
- Bridge, by the push button in Bridge panel
a) User manuals from Lyngsø Marine for the EGS 2200, DMS 2100i and DPS 2100. - ECR, by the push button in ECR panel or on the safety panel
b) Manuals from Doosan. - Emergency stand, by push button in Local Control Panel
After the shut down cause is restored to normal condition, the reset of shut down is done as follows:
2. SAFETY SYSTEM
- At Bridge control: Set telegraph handle to stop
If certain limits are exceeded, the safety system will control the Main Engine rpm by either shutting down, slowing down or - At ECR control: Set telegraph handle to stop
requesting a manual reduce rpm of the engine. - At Manual ECR Control: Set manual start/stop switch to stop
Shutdowns are controlled by DPS 2100 system and slowdowns and manual reduce rpm are controlled by the DMS 2100i - At Local Control: By push button in Local Control Panel.
system.
2.3 Manual Blocking
2.1 Slow Down ( High and Low ) In case of defective shut down/slow down device causes a permanent shutdown or slowdown, the particular function can be
The slow down function automatically decreases the speed to the order slow. The function is only active when the engine is cancelled temporarily by blocking the specific channel. See user manual for DPS 2100.
controlled from the Bridge or in AUTO – ECR control.
The function is initiated by 2.4 Manual Slow Down/Manual Reduce rpm
Cancellable SLD: In the main alarm system (ICS system), several alarms are related to the main engine and the shaft propulsion system which
- Thrust pad ahead high temperature (H) requires the main engine rpm to be reduced manually.
- Thrust pad astern high temperature (H) When one of these alarms has been activated, an alarm "Manual slowdown, reduce rpm" is displayed (in Bridge DMS 2100i
- Stern tube bearing temperature, high/deviation (L) Control Panel and in the Alarm Extension System Panels in ECR and Bridge) and the Main Engine rpm must be reduced
- ME cylinder lubrication malfunction (L) manually to SLOW (35 rpm) or below.
- WECS pressure failure (H)
No Cancellable SLD:
- TVM Geislinger (H)
- Oil mist high (L)

IMO - 9359038 Main Engine Control System
Rev.: 2015.12.01
Bridge Control Protection System

Rev.: 2015.12.01
3. CONTROL METHODS 3.5.2 Load Up Programme and Load Down Programme
The Load Up Programme e) slowly increases the speed from 75 rpm to 102 rpm (max.) within 60 minutes.
The EGS 2200 System has four modes of normal operation as follows: The Load Down Programme f) slowly decreases the speed from 102 rpm to 75 rpm within 30 minutes. If set point is set
below 60 rpm, the Load Down Programme is disconnected.
- Auto Select Override of the Load Up and Down Programme is possible by using “CANCEL LIMITS” push button in Bridge or ECR DMS
- RPM Mode 2100i Control Panel.
- Power Mode
- Index Mode RPM
NAV FULL 102
Each mode of operation can be selected manually via the DMS Control Unit in ECR console.
3.1 Auto Select

Auto Select allows the EGS 2200 computer to select automatically RPM Mode or Power Mode of operation, depending upon
prevailing engine running conditions. The change over criterion due to the weather conditions is sea state 3, i.e. in rough 75
weather Power Mode is selected, and in calm weather RPM Mode is selected.
FULL 65
3.2 RPM Mode
The RPM Mode is a fast mode of operation, which adjusts the fuel rack to keep the engine at a constant rpm. Optimal fuel
consumption or wear of the fuel rack mechanism is given less priority in this mode of operation.
DEAD SLOW 25
3.3. Power Mode
In Power Mode the governor controls fuel rack motions in response to shaft speed variations such that the power delivered
by the engine is kept at a constant value. This mode minimises fluctuations in thermal loading of the engine in a seaway. sec
60 30
3.4 Index Mode
This mode of operation allows the governor to maintain its position without moving as long as RPM variations are inside pre-
set limits. These limits are fairly wide which allows this mode to be used when carrying out measurements on the main
engine. It requires the governor index to be "fixed". 3.5.3 Manual Power Limit
The Manual Power Limit h) is a limit value for max. allowable load for the Main Engine. This is set to 90% in the DMS Control
3.5 Load Limitations Unit. Override of Manual Power Limit is possible by using "CANCEL LIMITS" push button in Bridge DMS 2100i Control
In order to prevent thermal overload of the main engine there are the below mentioned systems: Panel.
a) Index Limit
b) RPM Limit
c) Scav. Air Pressure Limit
d) RPM Load Limit
e) Load Up Programme
f) Load Down Programme
g) Overload Protection System (OPS)
h) Manual Power Limit
Above programmes/limits act in various levels as shown in the principle diagrams, see page 8.3 - Part 2
3.5.1 Index Limit and RPM Limit

The Index Limit a) and RPM Limit b) are to be set manually in ECR respectively in the DMS 2100i Control Panel. Override of
RPM Limit is possible from Bridge or ECR by using “CANCEL LIMITS” push button in the DMS 2100i Control Panel.

Rev.: 2015.12.01
4. CONTROL LOCATIONS 2. Turn the start/stop switch (S10) to START position for supply of start air and hold it in the position till engine starts (See on
tacho repeater).
The Main Engine can be controlled from the Bridge Main Control Console, the Bridge Wing Consoles (port- and starboard), 3. When the engine has reached start level by means of air, the start/stop switch (S10) is released from start to run position, and
Engine Control Room Console or manually from the Local Control Station at engine side. the Governor setpoint potentiometer is to be moved to the ordered speed.
4.1 Bridge Control Reverse the engine (manual control):

From the Bridge and the Bridge Wings the engine can be started, stopped, reversed and speed can be set. This is done
automatically, i.e. the operator only sets an order. 1. Set the reply telegraph as ordered from Bridge.
When the main telegraph lever is shifted to any desired speed position in either AHEAD or ASTERN direction, the engine will 2. Set the start/stop switch (S10) to STOP.
automatically be reversed or started and adjusted to the desired speed. 3. When the rpm has decreased below reversing level (roughly 20 rpm), turn the start/stop switch (S10) to START position, and
when the starting air distributor and the camshaft for the fuel pumps are reversed, brake and start air are supplied.
If the engine fails to start, fuel oil and starting air is cut off and the control sequence is actuated to feed start air again. If the 4. When the engine has been reversed and reached the start level, the start/stop switch (S10) is released from start to run
engine fails to start three times, start blocking is to be executed which must be reset by putting the telegraph in stop position, position, and the Governor setpoint potentiometer is to be moved to the ordered speed.
and then back to the AHEAD (or ASTERN) position to start again.
4.3 Emergency Control
The manoeuvring speed orders are: A separate emergency telegraph system between the Bridge and the emergency control station at engine side is provided for
emergency control.
Navigation Full 89.3 rpm Orders are given at the Bridge and replied from engine side. The orders are executed manually on the engine.
Full 65 rpm
Half 50 rpm AHEAD Start the engine:
Slow 35 rpm
Dead Slow 25 rpm  Move the Run/stop lever to RUN.
Stop 0 rpm  Move the regulating lever/hand wheel from the REMOTE CONTROL position to about index 5.
Dead slow 25 rpm  Move the direction /START lever to the ordered direction AHEAD/ASTERN to RUN and to START, hold it till engine is
Slow 35 rpm ASTERN started
Half 50 rpm  Set index to ordered speed.
Full 65 rpm
Reverse the engine:
The main telegraph can be positioned to any manoeuvring speed or between these orders. Furthermore, fine setting facilities
are provided to increase/decrease 5 rpm relative to telegraph setting.  Move the RUN/STOP lever to STOP.
 Set the regulating lever/hand wheel to about index 5.
The control position can be moved to the Bridge Wings, one at a time, by the push buttons TAKE CONTROL. From the wing  When the rpm has decreased to below 20 rpm, set the direction/START lever to ordered position and to START and hold it
consoles the engine is controlled by the wing telegraph with the order setting as for the Bridge. while the engine is stopped and started in opposite direction.
 When the engine has been reversed and reached the start level, the index to be set as ordered.
4.2 ECR Control
From the engine control room, the engine can be either automatically or manually controlled, started, reversed and speed 4.4 Slow Turning
can be set, - automatically on the ECR telegraph and manually on the ECR Sub Panel. Slow turning is a safety precaution preventing damages to the main engine in case of liquids leaking into the cylinders.
If the main engine has been stopped for more than 20 min., a text "Slowt. Req." lights in ECR DMS 2100i Control Panel
Automatic ECR control: Display.
The switch auto/manual (S11) is to be in auto and the BMS in ECR control, see Table. When the main engine is controlled from the Bridge, an automatic slow turn will be performed at next start attempt. This slow
When receiving A telegraph order from the Bridge, a reply on the ECR telegraph will control speed setting on Main Engine. turn can be cancelled via the DMS 2100i panels.
Manoeuvring speed orders for ECR telegraph, see 4.1 Bridge Control. - Press the “select key” and “ENT” to select DMS start/stop system. Press “S3” to “cancel slow turn”.
If the main engine is controlled from ECR and the "Slow Turning" lamp lights, the slow turning has to be done manually by
Manual ECR control: using the push button MANUAL SLOW TURN below the lamp in ECR panel before the normal start is executed.
The manual control of ME from ECR is executed on the “ECR Sub Panel” in ECR Control Console.
The switch auto/manual (S11) is to be in manual.
When an order is given from the Bridge telegraph, the operator replies the order by ECR telegraph. The operator then
executes the order remote manually on the ECR Sub Panel, MANUAL GOVERNOR SET POINT.
Start the engine (manual control):
1. Turn the start/stop switch (S10) according to the direction - AHEAD/ASTERN from the Bridge telegraph. The position of the
starting air distributor and camshaft for fuel pumps is shifted according to the reply telegraph.

Rev.: 2015.12.01
4.5 Change Control
Change control from Bridge to ECR and vice versa is possible with stopped engine as well as running engine. This is
performed by communication between Bridge and ECR as stated in the change over programme in page 7.3
Further it is possible to change over to local control at engine side. This can be done either from the Bridge/ECR or Local
Control Station.
From Local Control Station (LCS) it can be done, with the engine stopped or running, as follows:
From LCS at engine side move the regulating lever and the start lever away from Remote Control position. If the engine is
running, notice that the index set point and direction, AHEAD/ASTERN, must be set as the actual engine rpm.
The STOP/RUN lever to be in RUN position
Power to emergency telegraphs is automatically turned on (audible alarm).
Acknowledge by activating flashing push button LOCAL CONTROL in the DMS 2100 panel. Light goes steady and audible
alarm stops.
The lamps LOCAL CONTROL are now illuminated in DMS 2100i control panel in Bridge and ECR and also in local control box
at emergency stand.
4.6 Sub Telegraph

This system consists of lamps/push buttons in DMS 2100i control panel in Bridge and ECR and is a one-way communication
system used to give orders from Bridge and acknowledge in ECR by the engine shaft.
Following orders can be signalled and are first completed (steady light in lamps) when all conditions for the order in question
have been accomplished:
a) FWE: Finish with Engine. The engine is stopped and cannot be started.
The following conditions are necessary for FWE:
- Main start valve blocked
b) Stand-by: The engine is ready or running, but engine staff is needed on stand-by duty.
The following conditions are necessary for stand-by:
- Main start valve not blocked.

- Turning gear not engaged.
c) Sea Condition: The engine is running normally, and engine staff is no longer required for main engine operations.
The following conditions are necessary for sea condition:
- Main start valve not blocked.

- Turning gear not engaged.
One of above orders will always be present in the system.

Rev.: 2015.12.01
When main engine is stopped When main engine is running
Control position Operation Confirmation Indicator/alarms Remarks Operation Confirmation Indicator/alarms Remarks
change-over
Engine control room Bridge Engine control room Bridge
From engine control Main engine is Engine lamp on Engine lamp on Bridge and ECR Main engine is Engine lamp on Engine lamp on
room to bridge stopped Telegraphs in stop running
Automatic control. Activate push button ENGINE lamp on. ENGINE lamp on. Change over buzzer Activate push button to ENGINE lamp on. ENGINE lamp on. Change over buzzer
to BRIDGE position BRIDGE lamp BRIDGE lamp sounds BRIDGE position on Bridge lamp flashes. Bridge lamp flashes. sounds
on bridge panel. flashes. flashes. bridge panel
Check position of DO DO DO Make sure that ECR Main engine speed DO DO DO
RPM LIMIT in DMS telegraph and Bridge does not change.
Panel in ECR. telegraph is in same
position. If not adjust
bridge telegraph
Activate Bridge control ENGINE lamp off. ENGINE lamp off. Change over buzzer stops
button in ECR panel. BRIDGE lamp goes to steady. BRIDGE lamp goes
to steady.
Activate Bridge ENGINE lamp off. ENGINE lamp off. Change over buzzer Check position of RPM Main engine speed DO DO DO
control button in ECR BRIDGE lamp goes BRIDGE lamp goes stops LIMIT in DMS Panel in can be controlled by
panel. to steady. to steady. ECR. telegraph transmitter
lever on bridge con-
sole.
Move ECR telegraph to
STOP position.
From bridge to Main engine is Bridge lamp on. BRIDGE lamp on. Bridge and ECR Main engine is run- BRIDGE lamp on BRIDGE lamp on
engine control room stopped. Telegraphs in stop ning
Automatic control. Activate push button BRIDGE lamp on. BRIDGE lamp on. Change over buzzer Activate push button to BRIDGE lamp on. BRIDGE lamp on. Change over buzzer
to ENGINE position ENGINE lamp ENGINE lamp sounds. ENGINE position on ENGINE lamp flashes. ENGINE lamp sounds.
on bridge panel. flashes. flashes. bridge panel. flashes.
Check that ECR DO DO DO Move ECR telegraph to Main engine speed DO DO DO

telegraph is in stop position corresponding does not change
position to the M.E. speed on
ECR console.
Activate ECR control BRIDGE lamp off. BRIDGE lamp off. Change over buzzer Activate Bridge control BRIDGE lamp off. BRIDGE lamp off. Change over buzzer stops.
button on ECR panel ENGINE lamp goes ENGINE lamp goes stops. button in ECR panel. Engine lamp goes to steady. Engine lamp goes to
to steady. to steady. steady.
From Auto ECR to Turn switch S11 from In ECR Sub Panel Adjust the Governor Main engine speed
Man. ECR Auto to manual. “Manual ECR” lamp setpoint according to does not change
on. actual rpm.
On ECR Sub panel
Turn switch S11 from In ECR Sub Panel
Auto to manual. “Manual ECR” lamp on.
From Man. Auto ECR Turn switch S11 from In ECR Sub Panel Adjust ECR telegraph Main engine speed
to Auto ECR manual to Auto. “Manual ECR” lamp to actual ME rpm does not change
On ECR Sub panel off
Turn switch S11 from In ECR Sub Panel
manual to Auto. “Manual ECR” lamp off

Rev.: 2015.12.01
IMO - 9359038 Steering Gear, Piping Diagram
Rev.: 2015.12.01
GENERAL Instrumentation:
1. The ship is fitted with a Universal Shipbuilding Corporation (USC) electro-hydraulic steering gear with four cylinders. The hydraulic a) Steering gear motors RUN and POWER AVAILABLE indicators at the bridge main control console.
systems are built on the steering gear. b) Indication in steering stand of helm order, rudder angle and turn rate.
c) Indication in the gyropilot control panel of available power source, mode selected, heading selection and ship’s heading, digital
2. The four hydraulic pumps are of the axial piston variable displacement type and include the necessary interface equipment to suit heading, turn rate meter and off course alarm.
the analog steering gear control system.
TURNING ON EQUIPMENT
3. Dual Litton Adaptive Digital Gyropilot ADG 4000 steering control system is provided which operates either of the four steering units. Set the 2-way switches (in bridge main control console) to the required position.
The system contains a helm unit, a gyropilot computer and a gyropilot control panel.
Make certain that power is available (PWR AVAIL lamp on).
4. Four types of steering control may be selected by the MODE selector switch on the control panel as follows:
Check that associated master gyrocompass is energized.
a) NFU: Non-follow up steering by means of the NFU controller on the steering stand.
b) HELM: Hand electric steering by means of the steering wheel on the steering stand. Check correct heading is displayed on autopilot.
c) AUTO: Automatic steering by means of the heading selector on the gyropilot control panel.
d) REMOTE: Hand electric steering by means of the controllers in wing consoles and main consoles. Set the MODE selector switch in NFU.
“Emergency Steering”. Hydraulic operation by hand or from rudder servo units (NFU). Position the SYSTEM switch to PS or SB to energize the desired system
Two electrically driven grease pumps for lubricating rudder bearings. .
Carry out harbour checks in accordance with A.P. Moller instructions.
POWER SUPPLIES
1. The power supplies to the port steering units (no. 1 + 2) are taken from the main and emergency switchboard and supply to the Before proceeding to sea, set the MODE selector switch in the HELM position.
starboard unit (no. 3 + 4) from the main and emergency switchboards. The gyropilot steering control system is supplied from the
pump starters via auto change-over switch. NON-FOLLOW UP OPERATION
2. A SYSTEM selector switch is provided at the ADG 4000 control panels whereby either of the helm control systems may be 1. Set the MODE selector switch in NFU.
selected.
2. Position the NFU CONTROLLER handle to LEFT RUDDER or RIGHT RUDDER as desired and hold until rudder reaches the
3. Four motor starters are provided in the steering gear room, two for each of the steering units – desired angle as shown on the RUDDER ANGLE indicator. Then release the handle. The rudder will remain at this position.
System 1: Pump 1 + 2, System 2: Pump 3 + 4
3. Operate the NFU CONTROLLER handle as directed in step (2) to return to amidships.
4. The steering unit motors may be started either from the steering gear room or from the wheelhouse. Two 2-way switches are
provided at the wheelhouse control panel to give alternative selection of steering unit operation. The selection is as follows: 4. Override – when operating the main console NFU CONTROLLER in auto or HELM MODE the rudder will move in the desired
direction. When releasing the controller, it returns to previous mode.
Pump no. 1 + 4 Pump no. 2 + 3
Run Run No. 1 + 4 run, no. 2 + 3 run When operating the NFU CONTROLLER placed in either control console (main wings) with steering control system in remote
Run Off/stand-by No. 1 + 4 run, no. 2 + 3 stand-by mode, the rudder will move in desired direction. When releasing the controller, it returns to remote mode.
Off/stand-by Off/stand-by No. 1 + 4 and no. 2 + 3 stand-by
Off/stand-by Run No. 1 + 4 stand-by, no. 2 + 3 run HAND ELECTRIC OPERATION
5. Normal operation: Pump 1 + 4 or 2 + 3 running Set the MODE selector switch in HELM.
6. Ocean Cruising Rotate the helm unit wheel to position the RUDDER ORDER indicator to the desired rudder angle. The rudder will travel to the ordered
Via the ICS system it is possible to stop one of the running pumps, thereby operating the steering gear with one pump only. If any rudder angle and remain there.
fault occurs, the system will return to normal set-up (see ICS manual)
7. The stand-by unit will automatically start in the event of failure of the running unit. To return the rudder to amidships, operate the helm unit wheel to position the RUDDER ORDER indicator on zero degrees.
The selected steering unit(s) will automatically restart on restoration of power supplied following a blackout.
The grease pumps operate according to the position of the set-up switches of the starters.
With both grease pumps in AUTO mode both pumps will start when an arbitrary hydraulic pump is started. With only one grease
pump in “AUTO” mode this pump will operate. Alarm will be given only when both pumps are stopped.

IMO - 9359038 Steering Gear
Rev.: 2015.12.01
IMO - 9359038 Steering Gear, Wiring Diagram
Rev.: 2015.12.01
AUTO OPERATION ALARMS
Steady the ship on the desired heading using hand control. Tag no. Description
0601001ESL STEER GEAR 1
Position controls on the adaptive digital gyropilot as follows: 0601001NC STEER GEAR 1/2 STBY START
0601001UA STEER GEAR MOTOR 1
a) WEATHER. Normal pos. = adaptive – alternative. In calm weather set the value to 1. A high setting is desirable to minimize 0601001UA1 STEER GEAR 1 STOPPED
unnecessary rudder activity; a low setting is desirable for accurate heading keeping. The optimum setting for a particular sea 0601002ESL STEER GEAR 2
condition is the setting equal to the number of degrees of neutral yaw from the selected heading. 0601002UA STEER GEAR MOTOR 2
0601002UA1 STEER GEAR 2 STOPPED
b) TURN RATE setting. Normally a setting 5 to 60 or off. 0601003ESL STEER GEAR 3
0601003NC STEER GEAR 3/4 STBY START
c) RUDDER LIMITS setting, as desired to set the limit of the rudder movement in GYRO operation. Fifteen degrees is sufficient for 0601003UA STEER GEAR MOTOR 3
heading keeping and normal heading changes. 0601003UA1 STEER GEAR 3 STOPPED
0601004ESL STEER GEAR 4
d) SPEED LOG. Set to auto – or actual speed. 0601004UA STEER GEAR MOTOR 4
0601004UA1 STEER GEAR 4 STOPPED
Place the MODE switch in GYRO. The ship will steady on the heading selected. 0601701ESL FAIL CTRL UNIT POWER
0601701LSL STEER GEAR 1/2 HYDR OIL TK
To change heading automatically, rotate the HEADING ORDER control to position the heading point to the desired heading. When the 0601701LSL1 STEER GEAR 3/4 HYDR OIL TK
ship is on the desired heading, the ordered set course is equal to the ship’s heading. 0601701UA TORQUE REDUCED
1212001ESL AUTOPILOT1 POWER FAIL
AUTOMATIC ISOLATION SYSTEM (“IMO” REGULATIONS) 1212001ESL1 AUTOPILOT2 POWER FAIL
The purpose of the isolation system is to secure full control of the rudder in case of failure in the hydraulic system of the steering gear. 1212001NBO1 AUTOPILOT NFU MODE
1212001NBO2 AUTOPILOT HELMMODE
By the failure control system it is possible to gain automatic control of the system separating and block up the defective section by 1212001NBO3 AUTOPILOT AUTOMODE
means of solenoid valves, which are controlled from the isolation system control box. 1212001NBO4 AUTOPILOT NAV MODE
1212001NBO5 AUTOPILOT REMOTE M
1212001UA AUTOPILOT1 OFF COURSE
In case one of the cylinder sections has to be blocked up, the steering gear will be able to perform approximately half the specified
1212001UA1 AUTOPILOTS SUPPLY FAILURE
maximum torque, which will be sufficient to turn the rudder to 15° with full speed.
1212001UA2 AUTOPILOT2 OFF COURSE
1212013ESL RUD SERVO1 POW FAIL
If the ship speed is reduced to 70% of max. speed, the torque will be sufficient to turn the rudder to 35°.
1212013UA RUD SERVO1 FILT BLK
1212013UA2 RUD SERVO1 HYDR LOCK
TURNING OFF EQUIPMENT 1212013UA3 RUD SERVO1 LOCAL CTL
1. Make certain that the rudder is amidships. 1212014ESL RUD SERVO2 POW FAIL
2. Set the SYSTEM switch in OFF. 1212014ESL1 RUD INDIC POWER FAIL
3. Set the 2-way switches (in the bridge main control console) in OFF. 1212014UA RUD SERVO2 FILT BLK
INSTRUCTION BOOKS 1212014UA3 RUD SERVO2 LOCAL CTL
Book 35: Steering gear. 1212015ESL RUD SERVO3 POW FAIL
1212015UA3 RUD SERVO3 LOCAL CTL
1212016ESL RUD SERVO4 POW FAIL
1212016UA3 RUD SERVO4 LOCAL CTL
1212023ESL FU/NFU POWER
1211001ESL MAGN COMPASS POWER FAIL
1211001HDT HEADING
1211001ROT RATE OF TURN
1211001UA GYRO NO1 SUPPLY FAIL
1211001UA1 GYRO NO2 SUPPLY FAIL
1211001UA2 GYRO NO1 SYS FAIL
1211001UA3 GYRO NO2 SYS FAIL

IMO - 9359038 Steering Gear
Rev.: 2015.12.01
IMO - 9359038 Heeling System
Rev.: 2015.12.01
GENERAL ALARMS
1. The heeling system if fitted to compensate for minor variations in athwart ships trim.
Tag no. Description
2. A heeling pump is fitted in hold No 9, frame 243-246 and in hold 12 frame 186-196. It pumps ballast water from port to starboard and 1602293LT HEEL TK HOLD 7-8 PS R075
reverse between the water ballast side tanks no. R094 and R095 and tanks no. R124 and R125 (heeling tanks) by shifting direction of 1602294LT HEEL TK HOLD 7-8 SB R074
rotation. The SB water ballast tanks no. R074 is connected with SB water ballast tank R094 by means of the bulkhead valve, the same 1602298LT HEEL TK HOLD 9-10 PS R095
as the PS water ballast tank R075 is connected with PS water ballast tank R095. 1602299LT HEEL TK HOLD 9-10 SB R094
1602305LT HEEL TK HLD 12-13 PS R125
WARNING 1602306LT HEEL TK HLD 12-13 SB R124
BEFORE STARTING ANY HEELING OPERATION, THE TORSIONAL MOMENT CAUSED BY HEELING SHOULD BE CHECKED IN 1604001IT HEELING PUMP 1
ACCORDANCE WITH THE CRITERIA LAID DOWN IN THE OPERATION MANUAL, SECTION 3.
1604001UA HEELING PUMP 1
1604002IT HEELING PUMP 2
OPERATION 1604002UA HEELING PUMP 2
1. Control of the heeling compensation system is from the ICS operator station in the ship control centre or on bridge. 1604151TSH HEELING P1 CASING
1604152TSH HEELING P2 CASING
2. The system can be controlled in automatic or manual operation. By a predetermined inclination the valve will open and the starter of the 1609552HEEL HEEL INCLINOMETER [DEG]
pump will receive a signal to counteract the inclination. As soon as the vessel is back to horizontal position the pump will stop and the
valve will close.
IMPORTANT: MACHINERY
Do not start pumps manually with the valve closed, as this will overload the electric motor.
3. The isolating valve in the system is remotely operated by ICS via a hydraulic system and operates automatically as follows: Item No. off m³/h bar kW
Heeling pump - axial 2 400 1.6 65
a) Pumping from port to starboard. Heeling pump suction from port tank and discharge to starboard tank.
b) Pumping from starboard to port. Heeling pump suction from starboard tank and discharge to port tank.
4. Initial filling of the water ballast tank no. R094, R095, R074, R075 and R124 and R125 will be from sea through the ballast system (see INSTRUCTION BOOK
page 6.11). The combined total water content of the port and starboard heeling tanks is not to exceed the capacity of the two tanks in Book 34 : Desmi
either starboard- or portside. Content to be checked on ICS.
5. For determining the GMt, an inclining experiment can be performed - see Loadstar Manual or ICS User Manuals.

IMO - 9359038 Heeling System
Rev.: 2015.12.01
IMO - 9359038 Bow Thruster
Rev.: 2015.12.01
GENERAL ELECTRICAL CONTROL
The ship is fitted with a transverse thrust unit fab. Rolls Royce in the following named as bow thruster. The electrical control system consists of the following components:
The system comprises the following four main components: a) Two control panels placed in starboard and port wing control consoles.
b) One wheelhouse control panel placed in bridge main control console.
1) The propeller unit c) One electronic control unit.
2) The prime mover
3) The hydraulic system From bridge main control panel it is possible to start/stop the hydraulic unit.
4) Remote control system
On starters for hydraulic unit in the bow thruster room there is a switch for run/off/auto.
Thrust unit with prime mover
The bow thruster propeller is driven by a constant speed and clockwise direction of rotation. The blades of the propeller are The bridge control panel has the following indications/PB
hydraulically adjustable to achieve variations in magnitude and direction of thrust.
The prime mover (fab. ABB) is a 6.6 kV, 2210 kW asynchronous motor running 894 rpm. The motor is monitored for overcurrent and > Drive motor start > In command
high winding temperature. > Drive motor stop > Motor auto stopped
> In service > Overload
Hydraulic servo system > Lamp test > Thrust reduction
The hydraulic oil system provides the motive power which positions the blades of the propeller. The system comprises a hydraulic tank, > Command request > Hydr. run
from which the pump takes suction and a gravity tank. The hydraulic pump discharges to the main distribution valve and hydraulic > Ready for start > Hydr. start
cylinder. The working oil pressure in the system is approx. 15 bar. For internal function of the hydraulic unit, see “Kamewa” instruction > Start request > Hydr. stop
book. > Back up on/off > Damper closed
> Fan running > Port and stbd.
In bridge wing control panels there are the following indications/PB for each thruster
> In command > Command request

> Thrust reduction > In service
> Overload > Emergency stop
> Lamp test
In 6.6 kV switchboard there are the following indications/PB
> Circuit breaker closed > Heater on

> Circuit breaker open > Amperemeter
> Reset
In generator control panel (GCP) there are the following indications/PB
> Manual closing of circuit breaker

> Manual opening of circuit breaker
> Thruster normal/emerg. start
In the local starter there are the following indications/PB
> Start > Heater on/off

> Stop > Amperemeter
> Heater on

Rev.: 2015.12.01
OVERLOAD PROTECTION
ALARMS
Overload protection of generator system
The generators are protected against overload by the power management system (PMS) in HVS. This system will protect the Tag no Description
generators from overload during thruster operation. The pitch will be reduced at 100% load of any generator. When generator(s) load is 0602001TT BOW THRUSTER MOTOR BR
reduced, the propeller pitch will adjust according to command from the thruster control lever. 0602001UA BOW THR CTR FAIL BR
0602001UA2 BOW THRUSTER LOAD CTR F
Overload protection of motor
1910001LSL BOW THRUSTER HYDR TK LL BR
The motor is overload protected by a current measuring in the thruster section of the 6.6 kV switchboard. At 100% motor load, the pitch
will be reduced. 1910001PDSH BOW THRUSTER FILTER CLOGGED
1910001PSH BOW THRUSTER HYDR SYS HP BR
Overcurrent/high winding temperature 1910001PSL BOW THRUSTER HYDR SYS LP BR
If the motor gets overloaded or the motor winding temperature rises to 150oC, an alarm “overload” is given in the bridge panel. 1910001TSH BOW THRUSTER HYDR TK HT BR
1910001UA BOW THRUSTER PP
OPERATION
INSTRUCTION BOOKS
The PMS has to secure enough power on the 6.6 kV switchboard for starting and operating the thrusters. It will automatically call for
standby generator(s) or trip the reefer load in five steps if needed. The minimum demand for starting a thruster is two generators Book 36: Bow thruster
connected to the switchboard.
When selector switch in the generator control panel is in normal position, the PMS is active. Start the hydraulic pump at the bridge
control panel.
Procedure for starting 1 thruster

Press “start request”. If hydraulic pressure is available, pitch in zero, starter is ready, and when there is sufficient power available,
indication “start ready” will light - press drive motor start and the thruster will start.
Procedure for starting 2 or 3 thrusters

Press “start request” for thrusters wanted. When there is sufficient power available, “start ready” will light. Press “start” for the thruster
which has the “start ready” signal When “in service” signal for the first thruster is on - “ready to start” signal will light for the next thruster.
When power is available for two thrusters, press “start” and the second thruster will start.
Same procedure for the third thruster.
When stopping, press drive motor stop, and stop the hydraulic pump.
Thruster running
When the thruster is running, it is possible to transfer the command between bridge main control panel and wing control panels and the
lamp “in command” will light on the panel in command.
Emergency stop
Emergency stop is situated on forecastle in the control desk for winches and in the three control panels on bridge.
Emergency running (without the PMS)

Secure sufficient power available for running the thruster motor. Minimum two diesel generators must be connected to the 6.6 kV
switchboard. Set the thruster “normal/emerg. start” switch in the generator control panel to “emerg. start”. The generator control system
will now be inactive. Ensure hydraulic pressure is on, and pitch is set to “0”. Start the motor from generator control panel.
Emergency running (without feedback signal from thruster)

It is possible to operate the thruster with loss of feedback signal. It will result in no automatic pitch reduction. In this case set the “back-
up” switch on the bridge control panel to “man” and operate the pitch by pushing the port and starboard switches.
NOTE
For more detailed information, see Maker’s Instruction Book.

Rev.: 2015.12.01
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IMO - 9359038
Rev.: 2015.12.01
IMO - 9359038 Docking Plan
Rev.: 2015.12.01
IMO - 9359038 Docking Plan
Rev.: 2015.12.01

IMO - 9359038 Docking Condition - Container Stowage Plan
Rev.: 2015.12.01

IMO - 9359038 Docking Condition - 25% Payload - 50% Bunker
Rev.: 2015.12.01
IMO - 9359038 Location of High Tensile Steel Components
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
INTENTIONALLY
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BLANK

IMO - 9359038
Rev.: 2015.12.01
SHIP SAFETY
Safety Plan - Introduction -------------------------------------------------------------------------------------------------------- 9.1

Fire/H.P. Sea Water Service System------------------------------------------------------------------------------------------ 9.2.1
Additional Fire Pump System --------------------------------------------------------------------------------------------------- 9.2.2
Fire and Deck wash System Outside Engine Room ---------------------------------------------------------------------- 9.2.3
Fire Detecting System ------------------------------------------------------------------------------------------------------------ 9.3
CO2 System - Total Flood - Engine Room ---------------------------------------------------------------------------------- 9.4
CO2 System and Cargo Hold Smoke Detection --------------------------------------------------------------------------- 9.5
Fire Extinguishing System for Paint Store ----------------------------------------------------------------------------------- 9.6.1
CO2 System for Emergency Generator Room ----------------------------------------------------------------------------- 9.6.2
Water Mist System----------------------------------------------------------------------------------------------------------------- 9.6.3
F.W. Extinguishing for Main Engine Scavenging Air ---------------------------------------------------------------------- 9.7
Fire Control Plans------------------------------------------------------------------------------------------------------------------ 9.8.1
Life Saving Equipment------------------------------------------------------------------------------------------------------------ 9.8.2
CO2 Fire Fighting System-------------------------------------------------------------------------------------------------------- 9.8.3
Fire Dampers------------------------------------------------------------------------------------------------------------------------ 9.8.4

Rev.: 2015.12.01
INTENTIONALLY
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BLANK

IMO - 9359038
Rev.: 2015.12.01
GENERAL
1. The succeeding pages have been compiled from the ship's safety plan. The following generalised comments on fire hazards and
countermeasures are intended to supplement current ship's orders and company instructions.
2. Total loss or serious damage through fire can generally be attributed to late discovery, faulty fire fighting technique or rapid development
of an outbreak. The smoke detectors fitted for the cargo areas and the smoke-, flame-, and thermodetectors fitted in the machinery spaces will
ensure early discovery by alarms given on the navigation bridge and through the machine alarm system.
3. With the efficient fire appliances available today, faulty technique can be eliminated by training and realistic on board ship exercises.
The rapid development of a fire can be caused by insufficient knowledge of shipboard construction and fire fighting appliances. Any fire requires
a carefully prepared organisation, which must provide for the strategic stowage of fire fighting appliances. The following pages indicate the
stowage positions of fixed and portable fire fighting appliances.
4. In machinery spaces, compartments and cargo holds which have a very high risk, provision have been made for extinguish a fire by
means of:
a) Fixed CO2 system

b) Water fire fighting
c) Water extinguishing for main engine
d) Foam generating units in engine room and emergency generator room.
e) Hand extinguishers (powder and CO2)
These systems are operated from positions near the compartments or machinery spaces.
5. For dangerous goods carried on deck or in holds consult IMO's Dangerous Goods Code for actions to be taken in case of fire.
REMEMBER
DO report a fire immediately

DO state the location of the fire
DO state the type of fire, whether solid, liquid or electrical
DO attack it with the correct portable appliance immediately
DO close all openings in the compartment if the fire is uncontrollable
DO ensure that fire fighting appliances are left in a serviceable condition
DO ensure that all extinguishers are charged

IMO - 9359038 Safety Plan Introduction
Rev.: 2015.12.01
IMO - 9359038 Fire / HP SW Service System
Rev.: 2015.12.01
GENERAL NORMAL OPERATION AT SEA
1. Two general service pumps in engine room provide water to the following: 1. Normally the general service pumps are started manually when needed.
a) Fire hose connections in engine room, shaft tunnel, steering gear room, deck and accommodation (PS and SB) and
main deck. 2. If for some reason it is necessary to start the general service pumps from ICS, proceed as follows:
b) Anchor chain washing. (1) Set the LOCAL/OFF/ICS selector switch on the starter panel in ECR in the ICS mode.
c) Driving water for bilge ejector for cargo holds (pump 051401001 only) (2) Operate valves as required.
d) Driving water for bilge ejector in holds for dangerous cargo. (3) Start pump(s) in MAN mode on ICS.
e) Swimming pool.
3. It is important to run the general service pumps and additional fire pump at regular intervals to check operation and
Start/stop and indication for running from: performance.
a) Fire control station.
b) Bridge.
c) Local supply switchboard FIRE CONDITION
e) ICS, manually or in AUTO mode. 1. If required, the general service pumps can run simultaneously to serve the fire system.
2. Starting the general service pumps from all positions, except ICS, activates Fire Mode, and all valves around the pumps 2. If the general service pumps are out of service, the additional fire pump will supply water to the fire system.
automatically go to the correct positions.
3. Valves around the general service pumps may be individually operated from ICS. NOTE
Note: 1. Sea suction valves and discharge valves for all fire pumps must be left in open position.
If pump 051401001 is in fire mode, the automatic bilge operation is suspended. See section 5.6.
2. In weather condition below freezing point, the fire and deck wash water line to be drained.
4. For the additional fire pump, see section 8.2.2.
3. There are two internal shore connections, which can be connected to any hydrant on main deck.
5. The fire main on deck can be isolated in the following sections: PS Fore ship, PS aft ship, SB aft ship, SB Fore ship and
accommodation. 4. Running the general service pumps in AUTO mode from ICS, see section 5.6 - Bilge System for Cargo Holds.
The isolating valves for fore ship and aft ship are located in the alleyway PS and SB and can be operated from upper deck. The
isolating valves for the accommodation are located on upper deck of the house side PS and SB. The isolating valve for the main
fire line is located in cargo hold 13 and can be operated from upper deck between hatch 13 and house. The isolating valve for
the additional fire line is located in the alleyway PS and SB.
ALARMS
6. All fire lines are galvanised on the sea water side. Welding on the fire lines is prohibited because it will destroy the Tag no. Description
galvanisation. 1401001NFM FIRE PUMP 1 FIRE MODE
1401001NI FIRE PUMP 1 EM MODE
1401001UA FIRE PUMP 1
OPERATION 1401002NFM FIRE PUMP 2 FIRE MODE
Start/stop of the following pumps: 1401002UA FIRE PUMP 2
1. General service pumps see above. 1401151TSH FIRE PUMP1 CASING
2. Additional fire pump.
a) Fire control station
b) Bridge
c) Local at pump MACHINERY

Additional fire pump 1 100 10.0
Chain washing 70 8
INSTRUCTION BOOKS
Book 34: General service pump
Book 34: Additional fire pump

IMO - 9359038 Fire / HP SW Service System
Rev.: 2015.12.01
IMO - 9359038 Additional Fire Pump System
Rev.: 2015.12.01
GENERAL
One electric driven additional fire pump serves the system.
The pump is positioned in the shaft tunnel and draws from sea chest in the tunnel.
The pump discharge is connected to fire & deck wash system outside E.R. and fire/H.P. sea water service system. Non return valves at
connections to PS/SB main lines are to be normally open.
OPERATING
Start/stop of the pump from fire control station, bridge and local.
NOTES
It is important to run the pump at regular intervals to check operation and performance.
ALARMS
Tag no. Description

1402001UA ADDITIONAL FIRE PUMP
1402151TSH ADDITIONAL FIRE PUMP
MACHINERY
Item m³/h bar

Additional fire pump 100 10
INSTRUCTION BOOKS
Book 1 section 1 : Additional fire pump

IMO - 9359038 Additional Fire Pump System
Rev.: 2015.12.01
IMO - 9359038 Fire and Deck Wash System Outside ER
Rev.: 2015.12.01
GENERAL NORMAL OPERATION AT SEA
1. Two general service pumps in engine room provide water to the following: 1. Normally the general service pumps are started manually when needed.
a) Fire hose connections in engine room, shaft tunnel, steering gear room, deck and accommodation (PS and SB) and
main deck. 2. If for some reason it is necessary to start the general service pumps from ICS, proceed as follows:
b) Anchor chain washing. (1) Set the LOCAL/OFF/ICS selector switch on the starter panel in ECR in the ICS mode.
c) Driving water for bilge ejector for cargo holds (pump 051401001 only) (2) Operate valves as required.
d) Driving water for bilge ejector in holds for dangerous cargo. (3) Start pump(s) in MAN mode on ICS.
e) Swimming pool.
3. It is important to run the general service pumps and additional fire pump at regular intervals to check operation and
Start/stop and indication for running from: performance.
a) Fire control station.
b) Bridge.
c) Local supply switchboard FIRE CONDITION
e) ICS, manually or in AUTO mode. 1. If required, the general service pumps can run simultaneously to serve the fire system.
2. Starting the general service pumps from all positions, except ICS, activates Fire Mode, and all valves around the pumps 2. If the general service pumps are out of service, the additional fire pump will supply water to the fire system.
automatically go to the correct positions.
3. Valves around the general service pumps may be individually operated from ICS. NOTE
Note: 1. Sea suction valves and discharge valves for all fire pumps must be left in open position.
If pump 051401001 is in fire mode, the automatic bilge operation is suspended. See section 5.6.
2. In weather condition below freezing point, the fire and deck wash water line to be drained.
4. For the additional fire pump, see section 8.2.2.
3. There are two internal shore connections, which can be connected to any hydrant on main deck.
5. The fire main on deck can be isolated in the following sections: PS Fore ship, PS aft ship, SB aft ship, SB Fore ship and
accommodation. 4. Running the general service pumps in AUTO mode from ICS, see section 5.6 - Bilge System for Cargo Holds.
The isolating valves for fore ship and aft ship are located in the alleyway PS and SB and can be operated from upper deck. The
isolating valves for the accommodation are located on upper deck of the house side PS and SB. The isolating valve for the main
fire line is located in cargo hold 13 and can be operated from upper deck between hatch 13 and house. The isolating valve for
the additional fire line is located in the alleyway PS and SB.
ALARMS
6. All fire lines are galvanised on the sea water side. Welding on the fire lines is prohibited because it will destroy the Tag no. Description
galvanisation. 1401001NFM FIRE PUMP 1 FIRE MODE
1401001UA FIRE PUMP 1
OPERATION 1401002NFM FIRE PUMP 2 FIRE MODE
Start/stop of the following pumps: 1401002UA FIRE PUMP 2
1. General service pumps see above. 1401151TSH FIRE PUMP1 CASING
2. Additional fire pump.
a) Fire control station
b) Bridge
c) Local at pump MACHINERY

Additional fire pump 1 100 10.0
Chain washing 70 8
INSTRUCTION BOOKS
Book 34: General service pump
Book 34: Additional fire pump

IMO - 9359038 Fire and Deck Wash System Outside ER
Rev.: 2015.12.01
Introduction Figure 2: Fire detection slave panel
The fire detection system consists of a control panel, two slave panels and 6 loops with detectors and
manual call points.
Interfaces The primary Fire alarm indication

function of the
The fire detection system has interface to the following systems: panels is to
provide both
- Fire & general alarm sounder system visual and LCD display
audible fire
- The ships machinery monitoring and alarm system (ICS), fire alarm and fault alarms. The Multiple alarm indication
- Voyage Data Recorder (VDR); recording of all events in the fire detection system system is self-
- General emergency system, initiating emergency alarms on the F&G alarm sounder system monitoring for
- Public address system, mute function any fault condition. A fault will initiate an audible and visible alarm in the panels.
- Cargo hold smoke extraction
- Water mist system, automatic release and feedback
- Fire doors Alarms
Alarms from the fire detection system must be acknowledged with alarm silence in the main panel located on the bridge.
It is not possible to acknowledge alarms on the slave panels in the fire station and the engine control room. Pressing alarm silence buttons
Control panel and slave panels in the slave panels will only silence the internal buzzer.
The control panel is placed on the bridge alarm console (BAC). Slave panels are placed in Fire station (FS) and the Engine control room The activation of detectors (heat, flame, and smoke) will initiate visual and audible fire signals:
(ECC).
Figure 1: Fire detection control panel Without delay at:
Control panel (BAC) and slave panels (FS and ECC)
The ships machinery monitoring and alarm system (ICS)
Fire alarm indication And with two minutes delay – if not earlier acknowledged at:
Multiple alarm indication The ships F&G alarm sounder system
Activation of manual operated call points will initiate visual and audible fire signals without delay at all above mentioned systems 1, 2 and 3.
LCD display
Mute internal buzzer Fire signals activating the ships F&G alarm sounder system shall at the same time release fire doors. The magnetic holders of the fire
doors will remain inactive until reset is done on the fire detection control panel on the bridge.
Acknowledge alarm
Reset system
Status information lights
Power-ON indication Alphanumeric keyboard

including scroll and enter
Utility buttons

IMO - 9359038 Fire Detecting System
Rev.: 2015.12.01
Access Level > 2: Access by key.
Menu Structure – Ver. 3.4.0 Access Level 3: Key and password restricted.
Land / Maritime
(1) Show Status (1) Fire Alarms (1) Detection Zones

(2) Fire Warnings (2) Points
(3) Faults (3) Fire Alarm Devices
(4) Disablements (4) Fire Alarm Routing Equipment
(5) Outputs
(5) Detection Zones in Test
(6) Fault Warning Routing Equipment
(6) Activated Outputs (7) Immediate Output Actioning
(8) All
(1) Door Control Units

(2) Low Location Light Units
(3) Standard Control Units
(4) Other Outputs
(5) Fire Alarm Devices
(6) Fire Alarm Routing Equipment
(2) Disable (1) Detection Zones (8) All
(2) Points
(3) Fire Alarm Devices (1) Single Unit
(4) Fire Alarm Routing Equipment (2) All in Alarm Zone
(5) Outputs (1) Single Output
(6) Fault Warning Routing Equipment (2) All in Operation Zone
(7) Immediate Output Actioning
(3) Enable (1) Detection Zones

(2) Points
(3) Fire Alarm Devices (1) Single Unit
(4) Fire Alarm Routing Equipment (2) All in Alarm Zone
(5) Outputs (1) Single Output
(6) Fault Warning Routing Equipment (2) All in Operation Zone
(7) Immediate Output Actioning
(4) System (1) Date and Time

(2) Information
(3) Access Level 3 (1) Enter Access Level 3 - Password
(4) Printer (2) Leave Access Level 3
(5) Change Language (3) Set Password
(6) Initialise (4) Paper Feed
(7) Day / Night Timers
(1) Start
(2) Stop
(3) Show Running Timers
(5) Service (1) Test (1) Detection Zone Test (EN 54) (1) Enter Test Mode
(2) Log (2) Output Test (2) Leave Test Mode
(3) Loop Commands (3) Output Control
(1) Manual Test On
(2) Manual Test Off
(1) Fire Alarms
(2) Prealarms
(1) Fire Alarm Devices
(3) Early Warnings
(2) Fire Alarm Routing Equipment
(4) Faults
(5) Disable / Enable
(4) Other Outputs
(6) User Operations
(7) Tests (1) Automatic Control On
(8) All Events (2) Automatic Control Off
(9) Log Setup
(1) Door Control Units

(1) Clear Topology (2) Low Location Light Units
(2) Disable Loop (3) Standard Control Units
(3) Enable Loop (4) All
(1) Read Parameters

(2) Read Filter
(3) Clear Log
P-ASAFE/MX Rev. E, 031001

IMO - 9359038 Fire Detecting System
Rev.: 2015.12.01
IMO - 9359038 CO2 System - Total Flood - ER
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
GENERAL Release to engine control room from fire station or CO2 room.
1. The CO2 system is a total flooding system for protection of the engine room, inclusive the engine control room, the engine control room Operating from control box, engine control room.
separately and a combined CO2 protection and smoke detection system for the cargo holds.
2. The CO2 is stored in 340-45 kg steel bottles in the CO2 room situated on upper deck SB. The CO2 cylinders are arranged in blocks and 1. Open control box door (CO2 alarm in engine room sounds).
released by control valve no. 2 in the control boxes. 2. Check that everybody has left the rooms and all doors are closed.
The CO2 room is ventilated mechanically. 3. Open valve on control cylinder no. 1 and check the pressure.
3. The CO2 can be released to the engine room including the engine control room and engine control room only from control boxes in CO2 4. If control pressure is too low, open valve on control cylinder no. 2.
room and fire control station. 5. Open control valve 1
4. Discharge of the CO2 system is manually initiated using CO2 pressure. Two control cylinders are located in the CO2 room and in the fire • Main valve ECR opens
control station. The one control cylinder in each position serves as stand-by. • CO2 alarm in engine room sounds
5. The control release systems for engine room including the engine control room and the engine control room are not provided with time 6. Open control valve 2 and:
delay at release. • Air condition units in ECR stop
6. CO2 alarm in engine room will sound if doors to the control boxes, control valve 1 or one of the CO2 main valves are moved. • Fire flaps ECR close
7. The main valves have to be manually closed when the required quantity of CO2 has been released. A switch on the main valves will give • 13 CO2 cylinders will be released to engine control room.
a signal for alarm. • Signal to Alarm Index Panel in ECR
8. Location and operation of fire flaps, see safety plan (7) and pipe diagram 6.31. • Signal to ICS-system
Emergency release of CO2 from CO2 Room

WARNING
If it is impossible to operate the system according to the given instructions, an emergency release can be made in accordance with the following
Before entering the CO2 room, always ensure that ventilation fan is running. An alarm for failure of CO2 room ventilation is connected to the procedure:
alarm system.
1. Open the control box door to the space in question and open control valve no. 2.
• CO2 alarm and stop of ventilation.
2. Check that everybody has left the space.
NOTE
3. Open the main valve for the space in question manually.
Release to engine room includes engine control room and 6.6 kV swbd room.
• CO2 alarm.
Release to engine control room includes 6.6 kV swbd room.
4. Close all necessary quick-closing valves and stop the pumps.
Close fire dampers and watertight doors.
5. Open the required number of cylinders for the space in question manually by turning the hand wheel abt. 1½ times counter-clockwise.
OPERATION
Release to engine room including engine control room from fire station or CO2 room.
NOTE
Operating from control box, engine room/engine control room.
Frequently check content of CO2 cylinders according to APM manual "Fire Protection and Fire Fighting". Cylinders having a loss of more than
10% should be refilled at first opportunity.
1. Open control box door (CO2 alarm in engine room sounds).
2. Stop fuel and lubrication oil pumps boiler and diesel generators.
When the total amount of CO2 is discharged, close the door on release box and close main valve manually. This will stop the CO2 siren.
3. Close fire flaps in engine room (fire flap panel in fire station).
4. Check that everybody has left the room.
5. Open valve on control cylinder no. 1 and check the pressure.
6. If control pressure is too low on gauge on control box, open valve on control cylinder no. 2. ALARMS
7. Open control valve 1 .
• Main valve ER opens g no. Description
• Main valve ECR opens
(CO2 alarm in engine room sounds). 1494001ESL FIRESTATION EM STOP SYS FAIL
8. Open control valve 2 and: 1494010HSC1 DO TRANSFER QUICK CLOSE
• Ventilation in engine rooms stops 1494010HSC2 FO TRANSFER QUICK CLOSE
• Fire flap ECR closes 1494551UA CO2 PLANT FAIL
• Air condition units in ECR stop 1494551UA1 CO2 RELEASED ER/ECR
• Shaft tunnel W.T. door & ventilation flap closes
• ME aux. blowers stop
• Fire flaps passageway close
• CO2 alarm in engine room sounds
• Signal to Alarm Index Panel in ECR
• Signal to ICS-system
• 340 CO2 cylinders will be released to engine room including engine control room

Rev.: 2015.12.01
IMO - 9359038 CO2 System and Cargo Hold Smoke Detection
Rev.: 2015.12.01
GENERAL Operating from control box, cargo holds:
1. The CO2 system is a total flooding system for protection of the engine room, inclusive the engine control room, the engine control room 1. Open valve on pilot cylinder no. 1 and check pressure.
separately, and a combined CO2 protection and smoke detection system for the cargo holds. 2. If pressure is too low, open valve on pilot cylinder no. 2.
3. Open control valve marked "Main Valve Holds" and:
2. The CO2 is stored in 340-45 kg steel bottles in the CO2 room situated on upper deck SB. The CO2 cylinders are arranged in blocks: • Main valve holds open
• All CO2 alarms for cargo hold sound
• Signal to ICS-system
Block no. I 35 CO2 cyl. • All ventilation and reefers in cargo holds stop
4. Open control valve for block no. I-II-III or IV, according to cargo hold table - (A number of CO2 cylinders will be released).
Block no. II 81 CO2 cyl.
5. CO2 will be discharged to the selected cargo hold.
Block no. III 97 CO2 cyl. Adding more CO2:
6. Open control valves for block no. I-II-III or IV according to plan below.
Block no. IV 109 CO2 cyl.
Cargo hold table
And released by a control valve for each block. Full cargo hold Empty cargo hold
Hold no. Control valve Cylinders Control valve Cylinders
The CO2 room is mechanically ventilated. 1+2 I 35 II 81
3+4 II 81 II+III 178
3. The CO2 can be released to the cargo hold from central control boxes in CO2 room and fire control station, if the 3-way valve below 5+6 II 81 I+III+IV 241
smoke detection cabinet in the fire control station has been operated. 7+8 II 81 I+III+IV 241
9+10 IV 109 I+II+III+IV 322
4. Discharge of the CO2 system is manually initiated using pilot CO2 pressure. Two small pilot CO2 cylinders are located in the CO2 room
11 I 35 III 97
and in the fire control station.
12+13 IV 109 I+II+III+IV 322
The one small pilot cylinder in each position serves as stand-by.
14 II 81 II+III 178
5. CO2 alarm will sound in cargo hold if doors to the control boxes or the CO2 main valve are moved. 15+16 IV 109 I+II+III+IV 322
17PS+17SB I 35 II 81
6. The main valve has to be manually closed when the required quantity of CO2 has been released. A switch on the main valve will give a 18+19 III 97 I+III+IV 241
signal for alarm. 20+21 II 81 II+III 178
7. Location and operation of fire flaps see safety plan (7). Emergency releasing of CO2
8. The cargo holds are monitored for smoke by the smoke detector which is located in the fire control station, together with the 3-way valve Releasing from CO2 room.
register which allows to be used for smoke sampling or for CO2 discharge when required. The suction for the smoke sampling system is
provided by the fan box located outdoor at accommodation. The suction fans are standby for each other. Before releasing from CO2 room, items 1 through 5 under "Before operating the extinguishing system" have to be carried out.
9. To avoid collection of dirt in the CO2 piping system, the pipes have to be blown through frequently. 1. Open main valve holds
2. Open the required number of cylinders for the hold in question manually by turning the hand wheel abt. 1½ times counter- clockwise.
3. Adding more CO2 by opening more cylinders.
WARNING
Before entering the CO2 room, always ensure that ventilation fan is running. An alarm for failure of CO2 room ventilation is connected to the NOTE
alarm system. When the total amount of CO2 has been discharged to the selected cargo hold, close the door on release box and close main valve manually.
This will stop the CO2 siren.
OPERATION
ALARMS
In case of fire in the holds or by observation of smoke in the smoke detector.
Before operating the extinguishing system: g no. Description

1494001ESL FIRESTATION EM STOP SYS FAIL
1. Determine by means of the observation pipes, from which space smoke is being drawn. 1494551UA CO2 PLANT FAIL
2. Open control box door (CO2 alarm in cargo holds will sound). 1494551UA2 CO2 RELEASED CARGO
3. Open the 3-way valve with the same number as the observation tube showing smoke. 1494551UA3 CO2 CARGO RELEASING
4. Ensure that everybody has left the cargo hold. 1406004UA SMOKE SAMPL SYS FAIL
5. Stop ventilation and reefers to the hold in question and close all openings.
6. Release to holds from fire station or CO2 room.

IMO - 9359038 CO2 System and Cargo Hold Smoke Detection
Rev.: 2015.12.01
IMO - 9359038 Fire Extinguishing System for Paint Store
Rev.: 2015.12.01
GENERAL
Fresh water is used to extinguish fires in the paint store by fixed installed nozzles.
OPERATION
The stop valve in line from hydrophore tank to be kept open at all times.
In case of fire, turn the switch outside the room to ON. This activates the solenoid valve (located below deck) and water is released through two fixed nozzles.
The water is shut OFF by turning the switch to OFF position.
ALARMS
Tag no. Description

1101055UA PAINT STORE FIRE FIGHT FAIL

IMO - 9359038 Fire Extinguishing System for Paint Store
Rev.: 2015.12.01
IMO - 9359038 CO2 System for Emergency Generator Room
Rev.: 2015.12.01
GENERAL RELEASE FROM CO2 ROOM
1. The fire extinguishing system for the emergency generator room consists of a local fixed installed CO2 system. 1. Ensure that everybody has left the room.
2. The CO2 is stored in 4-45 kg steel bottles placed in the CO2 room. 2. Stop the emergency generator by activating the stop button by the release box.
3. The CO2 can be released from a release box placed near the entrance to the emergency generator room and from the CO2 room. 3. Open the main valve manually.
A switch will activate the CO2 alarm to sound, stop the ventilation and release the fire flap.
4. Discharge of the CO2 system is manually initiated using CO2 pressure. Two control CO2 cylinders are located in the release box. The
one control cylinder serves as standby. 4. Open the CO2 cylinder valves manually and the CO2 will be released to the room.
5. CO2 alarm in the emergency generator room will sound, ventilation stop and fire flap close if the door to the release box is opened.
NOTE
6. When the main valve opens, the CO2 alarm will sound, ventilation stop and fire flap close. When the total amount of CO2 is discharged, close the door on the release box and close main valve manually. This will stop the CO2 siren.
7. The emergency generator to be stopped before releasing CO2.

ALARMS
8. Location and operation of fire flap, see safety plan (7).
9. From safety valve on the manifold a pipe is leading to open air. Tag no. Description
1417026PSH CO2 EM GEN ROOM
OPERATION
Remote release
1. Ensure that everybody has left the room.
2. Open the release box door. A switch will activate the CO2 alarm to sound, stop the ventilation and release the fire flap.
3. Open one of the cylinders.
4. Open control valve no. 1.

The main release valve to open.
5. A switch on the main valve will activate the CO2 alarm, stop the ventilation and release the fire flap.
6. Stop emergency generator by activating the stop button,
7. Open control valve no. 2.

The bottles to open and the CO2 will be released to the room.
8. Pressure switch on the manifold gives a signal to engine alarm system.

IMO - 9359038 CO2 System for Emergency Generator Room
Rev.: 2015.12.01
IMO - 9359038 Water Mist System
Rev.: 2015.12.01
GENERAL EMERGENCY RELEASE OF WATER MIST SYSTEM
The Water Mist System is a local fire protection system according to IMO/MSC/Circ.913. The Water Mist System can in an emergency situation be released by manually opening of the actual section valve on the section valve
unit located at tank top PS.
Sections
The system is divided into sections in according with the IMO guidelines in MSC/Circ. 913 and to class requirements. NOTE
Sections and locations: 1. Suction valves and discharge valves for Water Mist Pumps must be left in open position.
ME top / Turbo chargers / ME fuel pump / F.O. transfer pump unit in front of ME 2. There are installed two pumps in the water mist unit. Each pump is rated for100%, meaning that one off the pumps is serving as
Diesel generator in PS DG room backup.
Diesel generators in SB DG room
Separator room (entire room)
Oil fired boiler ALARMS
Each location has manually release push buttons and at least 2 addressable fire detectors
Tag no. Description
The pump is connected to the fresh Water tanks via the fresh water system (see diagram 031101) with sufficient capacity to
cover the largest section for min. 1 hour. 1418003FYO1 WATER SPRAY SECTION 1
If all fresh water has been used the Water Mist System Pump can draw directly from Sea by closing valve from fresh water tanks 1418003FYO2 WATER SPRAY SECTION 2
and open the sea suction valve located upstream the pump unit. 1418003FYO3 WATER SPRAY SECTION 3
1418003FYO4 WATER SPRAY SECTION 4
1418003FYO5 WATER SPRAY SECTION 5
Function: 1418003FYO6 WATER SPRAY SECTION 6
1418003UA WATER SPRAY PUMP
The control of the system can be done from a dedicated control panel located in fire station control panel based on inputs from 1418003UA1 WATER SPRAY ST BY PUMP
the main fire detection system. 1418003UA2 WATER SPRAY RLU FAIL
The electric motor starter panel of the sprinkler pump and manual release points are also connected to the common bus cable.
There are manually release points and local alarm units in each section area.
Valves around the Water Mist System pump are operated manually.
Normally valve position is as follow: Suction valve from fresh watertanks to be open and sea suction valve closed.
All sprinkler lines are galvanized. Welding on the sprinkler lines is prohibited because it will destroy the galvanisation. MACHINERY
NORMAL OPERATION AT SEA

1. The system shall always be in “Auto” mode
Water Mist Pump 2 20.5 13
Automatic release is activated when at least two detectors in each section are activated
2. Alarm: In case of a fire in any part of the Machinery Spaces with automatic/Manual Local Protection system, the alarm in the
engine Control room will sound incessantly. The alarm lamps on the panel will light up, indicating that the system has started to
work in the area that is on fire. INSTRUCTION BOOKS
Book 54: Water Mist System

IMO - 9359038 Water Mist System
Rev.: 2015.12.01
IMO - 9359038 FW Extinguishing for ME Scavenging Air
Rev.: 2015.12.01
GENERAL
The F.W. hydrophore system is installed to extinguish fire occurring in the scavenge air
receiver, caused by the ignition and slow combustion of carbon deposits in the receiver.
Operation in the event of scavenge air fire
1. Reduce main engine speed to slow and ask bridge for permission to stop.
2. When M.E. has stopped, switch off the aux. blowers.
3. Stop the fuel oil supply.
4. Put the F.W. hydrophore system in operation if not already in operation.
5. Open the isolation valve from the F.W. system to the scavenging fire extinguishing system.
6. Open the valve on the M.E. to the location in question.
7. When fire has been extinguished remove sludge and dry deposits from the scavenge
air receiver.
8. Clean and check pistons and cylinder liners and check the scavenge air receiver
for cracks.
9. If the heat has been excessive, check bolt tightness and camshaft bearing alignment.
NOTE
1. Keep clear of crankcase doors and relief valves.
2. Do not open the scavenge air receiver or crankcase until the temperature has
cooled to below 80°C
ALARMS
Tag no. Description

2103205TT ME TC3 AIR OUT
2103214TT ME SC-AIR RECEIVER
2102776TT ME CYL12 SC-AIR FIRE

IMO - 9359038 FW Extinguishing for ME Scavenging Air
Rev.: 2015.12.01
IMO - 9359038 Fire Control and Safety Plans
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
IMO - 9359038 Life Saving Equipment
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
IMO - 9359038 CO2 Fire Fighting System - English Text
Rev.: 2015.12.01
IMO - 9359038 CO2 Fire Fighting System - Danish Text
Rev.: 2015.12.01
IMO - 9359038 Fire Dampers: Location and Control
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
Rev.: 2015.12.01
INTENTIONALLY
LEFT
BLANK

IMO - 9359038
Rev.: 2015.12.01

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OPERATING MANUAL

L 214 M.S. ”GUSTAV MÆRSK”

LINDØ NEWBUILDING L. 214

m/s ”GUSTAV MÆRSK”

L 214 ”GUSTAV MÆRSK” 0.1

1 Ship Information.................................................................................................. Light Blue

3 Cargo Particulars................................................................................................ Orange

4 Stress & Stability Information.............................................................................. Dark Blue

5 Propulsion Plant.................................................................................................. Yellow

6 Supp. Systems and Deck Piping System............................................................ Green

7 Deck Equipment.................................................................................................. Light Grey

8 Ship Handling...................................................................................................... White

9 Ship Safety.......................................................................................................... Red

L 214 ”GUSTAV MÆRSK” 0.2

L 214 ”GUSTAV MÆRSK” 0.3

General Arrangement-------------------------------------------------------------------------------------------------------------- 1.1

L 214 ”GUSTAV MÆRSK” 1

L 214 ”GUSTAV MÆRSK” 1.3.1 - part 2

L 214 ”GUSTAV MÆRSK” 1.3.1 - part 4

DIESEL OIL TANKS TOTAL 412.8 404.6 102.65 17.10 83

CENTER OF GRAVITY MAX. FREE

SELECTED VOID SPACES 211046002 Aft peak to 132

L 214 ”GUSTAV MÆRSK” 1.3.2 - part 2

DIESEL OIL TANKS TOTAL 412.8 404.6 102.65 17.10 83

CENTER OF GRAVITY MAX. FREE

SELECTED VOID SPACES 211046002 Aft peak to 132

L 214 ”GUSTAV MÆRSK” 1.3.2 - part 4

For further details abt. manholes see drawing no:

Tank plan see drawing no:

L 214 ”GUSTAV MÆRSK” 1.3.3 - part 2

For further details abt. manholes see drawing no:

Tank plan see drawing no:

L 214 ”GUSTAV MÆRSK” 1.3.3 - part 4

FRESH WATER NO.

CENTER OF GRAVITY MAX. FREE

L 214 ”GUSTAV MÆRSK” 1.3.4 - part 2

FRESH WATER NO.

CENTER OF GRAVITY MAX. FREE

L 214 ”GUSTAV MÆRSK” 1.3.4 - part 4

LHES 051000005+6 Entalpy Exchanger 251000003 1 Emotron - - 0,7-1,7 0,04-0,16 5-250 - - -

L 214 ”GUSTAV MÆRSK” 1.5 - part 1

LHES 051000505 Bench supply ventilator 1 251000505 1

L 214 ”GUSTAV MÆRSK” 1.5 - part 2

LHES 051101051 Neutralizing unit 1 JOWA F-150-2 - 1.5 m³/h - 4 - - - - - - - - - - -

L 214 ”GUSTAV MÆRSK” 1.5 - part 3

BOEN 052100001 Main engine turbocharger 3 Mitsubishi MET83SE-II - - - 16 - - - - - - - - - - -

BOEN 052100001 Main engine 1 DOOSAN-Wärtsilä 12RTFlex96C 89.3 46000 kW - 16 - - - - - - - - - - -

KNC 052309150 Anti-fouling system 1 Petreco InternationaABS-system - - - - - - - 230 V - - - - - -

L 214 ”GUSTAV MÆRSK” 1.5 - part 4

CBH 052800001 Burner Motor - - - - - - - 252800006 1 LÖNNE/MEZ 3x440 11 3,6 - - - -

L 214 ”GUSTAV MÆRSK” 1.5 - part 5

HCTH 053500100 Preheater unit 1 Elwa KVE 18 - 18 kW 23/28 053500010-2 - - - 3x440 59 36 - - - -

CBH 053500300 Power turbine, exhaust gas driven 253500301 - - - - - - - - - -

48.20 334410102 Hydr. cyl. for shaft trolley 4 Berendsen PMC - - - - 11 - - - - - - - - - - -

L 214 ”GUSTAV MÆRSK” 1.5 - part 6

L 214 ”GUSTAV MÆRSK”

Machinery Arrangements--------------------------------------------------------------------------------------------------------- 2.01.01

L 214 ”GUSTAV MÆRSK” 2

Smaller parts L.O. pumps M.E.

REPLACEMENT OF AUXILIARY BLOWER MOTOR

L 214 ”GUSTAV MÆRSK” 2.03.01

Smaller parts L.O. pumps M.E.

REPLACEMENT OF AUXILIARY BLOWER MOTOR