Effie Mærsk Machinery Operating Manual

List of Contents: 2.3 Condensate and Feed Systems 2.13 Electrical Power Distribution
Issues and Update Control 2.3.1 Condensate System 2.13.1 Electrical Equipment
Mechanical Symbols and Colour Scheme 2.3.2 Drains Systems 2.13.2 Main Switchboard and Generator Operation
Introduction 2.3.3 Boiler Feed System 2.13.3 Electrical Distribution
Additional 2.3.4 Water Sampling and Treatment System 2.13.4 Shore Power
2.13.5 Main Alternators
Part 1: Operational Overview 2.4 Sea Water Systems 2.13.6 Emergency Alternator
2.4 1 Main and Auxiliary Sea Water Systems 2.13.7 Preferential Tripping and Sequential Restarting
1.1 To Bring Vessel into Live Condition 2.4.2 Sea Water General Service System 2.13.8 Uninterruptible Power Supply (UPS) and Battery Systems
2.4.3 Engine Room Ballast System 2.13.9 Cathodic Protection System
1.2 To Prepare Main Plant for Operation 2.4.4 Evaporator
2.4.5 Distilled Water Transfer and Distribution 2.14 Accommodation Systems
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition 2.14.1 Domestic Fresh Water System
2.5 Fresh Water Cooling Systems 2.14.2 Domestic Refrigeration System
1.4 To Change Main Plant from Manoeuvring to Full Away 2.5.1 Main Engine Jacket Cooling Water System 2.14.3 Accommodation Air Conditioning Plant
2.5.2 Central Fresh Water Cooling System 2.14.4 Miscellaneous Air Conditioning Units
1,5 To Prepare for UMS Operation 2.14.5 Sewage Treatment
2.6 Fuel Oil and Diesel Oil Service Systems 2.14.6 Incinerator and Garbage Disposal
1.6 To Change from UMS to Manned Operation 2.6.1 Main Engine Fuel Oil Service System
2.6.2 Auxiliary Engine Fuel Oil Service System Illustrations
1.7 To Change Main Plant from Full Away to Manoeuvring Condition 2.6.3 Auxiliary Boiler Fuel Oil System
2.6.4 Incinerator Fuel Oil System 2.1.1a Main Engine
1.8 To Secure Main Plant at Finished With Engines 2.1.1b Main Engine Control - Start System
2.7 Fuel Oil and Diesel Oil Transfer Systems 2.1.2a Main Engine Manoeuvring Control - Telegraph System
1.9 To Secure Main Plant for Dry Dock 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System 2.1.2b Main Engine Local Control Station
2.7.2 Fuel Oil and Diesel Oil Purifying Systems 2.1.2c Main Engine Digital Governor Panel
Illustrations 2.1.3a Main Engine Safety System Panel
Propeller Jacking Up System 2.8 Lubricating Oil Systems 2.2.1a Auxiliary Boiler
Location Plan of Engine Room - Floor Plan 2.8.1 Main Engine Lubricating Oil System 2.2.2a Boiler Control Panel
Location Plan of Engine Room - 3rd Floor Plan 2.8.2 Stern Tube Lubricating Oil System 2.2.4a Medium Pressure Steam System
Location Plan of Engine Room - 2nd Floor Plan 2.8.3 Lubricating Oil Purifying System 2.2.5a Low Pressure Steam System
Location Plan of Engine Room - Elevation 2.8.4 Lubricating Oil Filling and Transfer System 2.2.6a Economiser Feedwater System
2.3.1a Condensate System
Part 2: Main Engine and Auxiliary Systems 2.9 Bilge System 2.3.2a Heating Drains / Contaminated Water System
2.9.1 Engine Room Bilge System and Bilge Separator 2.3.3a Boiler Feedwater System
2.1 Main Engine 2.9.2 Pump Room Bilge System 2.4.1a Main and Auxiliary Sea Water Cooling System
2.1.1 Main Engine Particulars 2.9.3 Bosun’s Store and Chain Locker Bilge System 2.4.2a Sea Water General Service System
2.1.2 Main Engine Manoeuvring Control 2.4.3a Engine Room Ballast System
2.1.3 Main Engine Safety System 2.10 Air Systems 2.4.4a Evaporator
2.10.1 Starting Air System 2.4.5a Distilled Water Transfer and Distribution
2.2 Boilers and Steam Systems 2.10.2 General Service Air System 2.5.1a Main Engine Jacket Cooling Water System
2.2.1 General Description 2.10.3 Control Air System 2.5.2a Central Fresh Water Cooling System
2.2.2 Boiler Control Systems 2.6a Viscosity - Temperature Graph
2.2.3 Sootblowers 2.11 Steering Gear 2.6.1a Main Engine Fuel Oil Service System
2.2.4 Medium Pressure Steam System 2.6.2a Auxiliary Engines Fuel Oil Service System
2.2.5 Low Pressure Steam System 2.12 Electrical Power Generators 2.6.3a Auxiliary Boiler Fuel Oil Service System
2.2.6 Economiser 2.12.1 Diesel Generators 2.6.4a Incinerator Fuel Oil Service System
2.12.2 Emergency Diesel Generator 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.2a Fuel Oil Purifying System

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 Effie Mærsk Machinery Operating Manual
2.8.1a Main Engine Lubricating Oil System Part 4: Emergency Systems
2.8.1b Main Engine Turbocharger Lubricating Oil system
2.8.2a Stern Tube Lubricating Oil System 4.1 Fire Hydrant System
2.8.3a Lubricating Oil Purifying System 4.2 CO2 Flooding System
2.8.4a Lubricating Oil Filling and Transfer System 4.3 Quick-Closing and Remote Closing Valve System
2.9.1a Engine Room Bilge System 4.4 Fresh Water Spray Extinguishing System
2.9.2a Pump Room Bilge System 4.5 Foam Fire Fighting System
2.9.3a Forward Bilge System
2.10.1a Starting Air System Illustrations
2.10.2a General Service Air System
2.10.3a Control Air System 4.1a Fire Hydrants
2.11a Steering Gear Flow Lines 4.2a CO2 Flooding System
2.12.1a Diesel Generator 4.3a Quick Closing and Remote Closing Valve System
2.13.1a Electrical Equipment 4.4a Fresh Water Spray Extinguishing System
2.13.2a Main Switchboard and Generator Operation 4.5a Foam Fire Fighting System
2.13.3a Electrical Distribution
2.13.4a Shore Power Part 5: Emergency Procedures
2.13.5a Generator Electrical/Automation
2.13.7a Preferential Tripping and Sequential Restarting 5.1 Flooding in the Engine Room
2.13.8a UPS and Battery Systems 5.2 Emergency Operation of the Main Engine
2.13.9a Cathodic Protection System 5.3 Emergency Steering
2.14.1a Domestic Fresh Water System 5.4 Emergency Fire Pump Operation
2.14.2a Domestic Refrigeration System 5.5 Fire in the Engine Room
2.14.3a Accommodation Air Conditioning Plant
2.14.3b Accommodation Air Conditioning Plant Reheating System Illustrations
2.14.5a Sewage Treatment System
2.14.6a Garbage Management Plan I 5.2a Emergency Operation of the Main Engine
2.14.6b Garbage Management Plan II 5.4a Emergency Fire Pump
5.5a Fire Control Station

Part 3: Main Machinery Control Part 6: Communications

3.1 Control System 6.1 Telephone Systems

3.1.1 Machinery Control and Alarm System Overview 6.2 Public Address System
3.1.2 Operator Stations 6.3 Shipboard Management System
3.1.3 Screen Displays
3.1.4 Alarms, Trips and Monitoring Points Illustrations
3.1.5 Trending
3.1.6 UMS - Manned Handover 6.1a Telephone Systems
6.2a Public Address System
3.2 Engine Control Room, Console and Panels 6.2b Public Address Unit

Illustrations

3.1.1a Block Diagram of the ICMS System

3.1.2a DataChief 2000 Operator Station
3.1.3a Screen Displays
3.1.5a Trending Display
3.1.6a UMS System
3.2a Engine Control Room and Console

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 Effie Maersk Machinery Operating Manual
Issue and Update Control Issue 1 Issue 2 Issue 3 Issue 4
This manual is provided with a system of issue and update control. Controlling List of Contents
documents ensure that: Issues and Update Control
Mechanical Symbols and Colour Scheme
• documents conform to a standard format; Introduction
Additional
• amendments are carried out by relevant personnel;
Text
• each document or update to a document is approved before issue; 1.1 February 2001
1.2 February 2001
• a history of updates is maintained;
1.3 February 2001
• updates are issued to all registered holders of documents; 1.4 February 2001
1.5 February 2001
• sections are removed from circulation when obsolete. 1.6 February 2001
1.7 February 2001
Document control is achieved by the use of the footer provided on every page 1.8 February 2001
and the issue and update table below. 1.9 February 2001
In the right hand corner of each footer are details of the pages section number
and title followed by the page number of the section. In the left hand corner Illustrations
of each footer is the issue number. Propeller Jacking Up System February 2001
Plan of Engine Room - Floor Plan February 2001
Details of each section are given in the first column of the issue and update Plan of Engine Room - 3rd Floor Plan February 2001
control table. The table thus forms a matrix into which the dates of issue of the Plan of Engine Room - 2nd Floor Plan February 2001
original document and any subsequent updated sections are located. Plan of Engine Room - Elevation February 2001
The information and guidance contained herein is produced for the assistance Text
of certificated officers who, by virtue of such certification, are deemed 2.1 February 2001
competent to operate the vessel to which such information and guidance refers. 2.1.1 February 2001
Any conflict arising between the information and guidance provided herein 2.1.2 February 2001
and the professional judgement of such competent officers must be 2.1.3 February 2001
immediately resolved by reference to Maersk Technical Operations Office. 2.2 February 2001
2.2.1 February 2001
This manual was produced by: 2.2.2 February 2001
2.2.3 February 2001
2.2.4 February 2001
WORLDWIDE MARINE TECHNOLOGY LTD.
2.2.5 February 2001
2.2.6 February 2001
For any new issue or update contact: 2.3 February 2001
2.3.1 February 2001
The Technical Director 2.3.2 February 2001
WMT Technical Office, 2.3.3 February 2001
The Court House, 2.3.4 February 2001
15 Glynne Way, 2.4 February 2001
Hawarden, 2.4.1 February 2001
Deeside, Flintshire. 2.4.2 February 2001
CH5 3NS, UK. 2.4.3 February 2001
2.4.4 February 2001
E-Mail: [email protected] 2.4.5 February 2001

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 Effie Maersk Machinery Operating Manual
Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4
Text Illustrations
2.5 February 2001 2.1.1a February 2001
2.5.1 February 2001 2.1.1b February 2001
2.5.2 February 2001 2.1.2a February 2001
2.6 February 2001 2.1.2b February 2001
2.6.1 February 2001 2.1.2c February 2001
2.6.2 February 2001 2.1.3a February 2001
2.6.3 February 2001 2.2.1a February 2001
2.6.4 February 2001 2.2.4a February 2001
2.7 February 2001 2.2.5a February 2001
2.7.1 February 2001 2.2.6a February 2001
2.7.2 February 2001 2.3.1a February 2001
2.8 February 2001 2.3.2a February 2001
2.8.1 February 2001 2.3.3a February 2001
2.8.2 February 2001 2.4.1a February 2001
2.8.3 February 2001 2.4.2a February 2001
2.8.4 February 2001 2.4.3a February 2001
2.9 February 2001 2.4.4a February 2001
2.9.1 February 2001 2.4.5a February 2001
2.9.2 February 2001 2.5.1a February 2001
2.9.3 February 2001 2.5.2a February 2001
2.10 February 2001 2.6a February 2001
2.10.1 February 2001 2.6.1a February 2001
2.10.2 February 2001 2.6.2a February 2001
2.10.3 February 2001 2.6.3a February 2001
2.11 February 2001 2.6.4a February 2001
2.12 February 2001 2.7.1a February 2001
2.12.1 February 2001 2.7.2a February 2001
2.12.2 February 2001 2.8.1a February 2001
2.13 February 2001 2.8.1b February 2001
2.13.1 February 2001 2.8.2a February 2001
2.13.2 February 2001 2.8.3a February 2001
2.13.3 February 2001 2.8.4a February 2001
2.13.4 February 2001 2.9.1a February 2001
2.13.5 February 2001 2.9.2a February 2001
2.13.6 February 2001 2.9.3a February 2001
2.13.7 February 2001 2.10.1a February 2001
2.13.8 February 2001 2.10.2a February 2001
2.13.9 February 2001 2.10.3a February 2001
2.14 February 2001 2.11a February 2001
2.14.1 February 2001 2.12.1a February 2001
2.14.2 February 2001 2.13.1a February 2001
2.14.3 February 2001 2.13.2a February 2001
2.14.4 February 2001 2.13.3a February 2001
2.14.5 February 2001 2.13.4a February 2001
2.14.6 February 2001 2.13.5a February 2001
2.13.6a February 2001
2.13.7a February 2001
2.13.8a February 2001

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 Effie Maersk Machinery Operating Manual
Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4
Illustrations
2.13.9a February 2001 Illustrations
2.14.1a February 2001 5.2a February 2001
2.14.2a February 2001 5.4a February 2001
2.14.3a February 2001 5.5a February 2001
2.14.3b February 2001
2.14.5a February 2001 Text
2.14.6a February 2001 6.1 February 2001
2.14.6b February 2001 6.2 February 2001
6.3 February 2001
Text
3.1 February 2001 Illustrations
3.1.1 February 2001 6.1a February 2001
3.1.2 February 2001 6.2a February 2001
3.1.3 February 2001 6.2b February 2001
3.1.4 February 2001
3.1.5 February 2001
3.1.6 February 2001
3.2 February 2001

Illustrations
3.1.1a February 2001
3.1.2a February 2001
3.1.3a February 2001
3.1.5a February 2001
3.1.6a February 2001
3.2a February 2001

Text
4.1 February 2001
4.2 February 2001
4.3 February 2001
4.4 February 2001
4.5 February 2001

Illustrations
4.1a February 2001
4.2a February 2001
4.3a February 2001
4.4a February 2001
4.5a February 2001

Text
5.1 February 2001
5.2 February 2001
5.3 February 2001
5.4 February 2001
5.5 February 2001

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 Effie Maersk Machinery Operating Manual
Mechanical Symbols and Colour Scheme

Emergency Shut Off Valve High Velocity Pressure

Stop Valve Flap Check Valve A Air Horn Vacuum Valve Colour Scheme
(Air Operated)

Emergency Shut Off Valve Simplex Auto-Back Cargo Group 1

Gate Valve Diaphragm Valve Filter
(Hydraulic Operated) Flushing Filter
Cargo Group 2
A
Butterfly Valve Air Motor Valve Ball Valve HB Fire Hose Box Manifold Reducer Cargo Group 3

Domestic Fresh Water

Screw Down Non Return M Diaphragm
Electric Motor Valve FB Foam Box Flexible Hose Joint
Valve
HT Cooling Water

S Not Connected
Non Return Valve Solenoid Valve Diaphragm With Positioner Orifice LT Cooling Water
Crossing Pipes
Sea Water
Hand Operated Normally Open
Swing Check Valve Piston Valve (Locked Open) Connected Crossing Pipes N.O or N.C or
Normally Closed Hydraulic Oil
Hand Operated
Hose Valve Diaphragm Operated Valve (Locked Shut) Branch Pipe Lubricating Oil
(3-Way Control)

Diaphragm Operated Valve

3-Way Valve With Positioner Spring Blank Flange Level Gauge Level Gauge Saturated Steam
(3-Way Control (Glass Type) (Float Type)
W Wax Expansion Type Spectacle Flange Condensate
Self Closing Valve (Angle) Ejector (Eductor Injector) Hand Pump
Control Valve ( = Open, = Closed)
Feedwater
Diaphragm Operated Air Motor Driven
Regulating Valve A Rose Box Pump
Valve

Fire/Deck Water
Safety Valve Stop Valve (Angle) Cylinder Piston Actuator Mud Box
Positive Displacement CO2
Pump
M Motor Driven Simplex Water Strainer
Pressure Reducing Valve Lift Check Valve (Angle) Fuel Oil

Marine Diesel Oil

Sounding Head
2-Way Cock (S-Type) Self Closing Valve With Cap Y-Type Strainer
Duplex Oil Strainer Air
3-Way Cock Needle Valve and Funnel (Without Cover) Spool Piece
(L-Port) V-Port Valve Bilges

3-Way Cock Needle Valve and Tank Penetration

Goose Neck Electrical Signal
(T-Port) V-Port Valve (Angle)
Duplex Auto Back
Flushing Oil Strainer
Goose Neck Type Air Pipe Instrumentation
Breather Valve Safety Valve (Angle) Discharge/Drain
Head (With Wire Net)

Screw Down Non Return

Remote Operated Valve FM Flow Meter Separator Deck Stand (Manual)
Valve (Angle)

Emergency Shut Off Valve Screw Down Non Return

Valve with Hose Coupling Sight Glass Drain Trap
(Wire Operated)

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 Effie Maersk Machinery Operating Manual
Introduction Safe Operation Part Two of the manual details ship’s systems, providing a technical
description, system capacities and ratings, control and alarm settings and
General The safety of the ship depends on the care and attention of all on board. Most operating details.
safety precautions are a matter of common sense and good housekeeping and
Although the ship is supplied with shipbuilder’s plans and manufacturer’s are detailed in the various manuals available on board. However, records show Part Three provides similar details for the vessel’s main machinery and control
instruction books, there is no single handbook which gives guidance on that even experienced operators sometimes neglect safety precautions through system.
operating complete systems as installed on board, as distinct from individual over-familiarity and the following basic rules must be remembered at all times.
items of machinery. Part Four details the emergency fire fighting system incorporated on the vessel,
1 Never continue to operate any machine or equipment which providing information on their operation and system capacities.
The purpose of this manual is to fill some of the gaps and to provide the ship’s appears to be potentially unsafe or dangerous and always report
officers with additional information not otherwise available on board. It is such a condition immediately. Part Five gives operational emergency procedures for the use of essential
intended to be used in conjunction with the other plans and instruction books machinery.
already on board and in no way replaces or supersedes them. 2 Make a point of testing all safety equipment and devices
regularly. Always test safety trips before starting any equipment. Part Six deals with the ship’s internal communication systems.
Information relevant to the operation of the ‘E’ Class Maersk crude oil carriers In particular, over-speed trips on auxiliary turbines must be tested
has been carefully collated in relation to the systems of the vessel and is before putting the unit to work. The valves’ and fittings’ identifications used in this manual are the same as
presented in one on board volume containing the MACHINERY and DECK those used by the shipbuilder.
OPERATING MANUAL. 3 Never ignore any unusual or suspicious circumstances, no matter
how trivial. Small symptoms often appear before a major failure Illustrations
The Deck Operating Manual is designed to complement Marpol 73/78, occurs.
ISGOTT and Company Regulations. All illustrations are referred to in the text and are located either in the text page
4 Never underestimate the fire hazard of petroleum products, where they are sufficiently small, or on the page above the text so that both the
The vessel is constructed to comply with Marpol 73/78. These regulations can whether fuel oil or cargo vapour. text and illustration are accessible when the manual is laid face down. When
be found in the Consolidated Edition, 1991 and in the Amendments dated text concerning an illustration covers several pages the illustration is
1992, 1994 and 1995. 5 Never start a machine remotely from the control room without duplicated above each page of text.
checking visually (if practical) that the machine is ready for
Officers should familiarise themselves with the contents of the International operation. Where flows are detailed in an illustration these are shown in colour. A key of
Convention for the Prevention of Pollution from Ships, so that they are aware all colours and line styles used in an illustration is provided on the illustration.
of the category of the cargo being carried and the requirements for cleaning of In the design of equipment and machinery, devices are included to ensure that, Details of colour coding used in the illustrations are given in the following
cargo tanks and the disposal of tank washings / ballast containing residues. as far as possible, in the event of a fault occurring, whether on the part of the colour scheme.
equipment or the operator, the equipment concerned will cease to function
Particular attention is drawn to Appendix IV of Marpol 73/78, the form of without danger to personnel or damage to the machine. If these safety devices Symbols given in the manual adhere to international standards and keys to the
Cargo Record Book. It is essential that a record of relevant cargo/ballast are neglected, the operation of any machine is potentially dangerous. symbols used throughout the manual are given on the following pages.
operations are kept in the Cargo Record Book and duly signed by the Officer
in Charge. Description Notices

In many cases the best operating practice can only be learned by experience. The concept of this Machinery Operating Manual is to provide information to The following notices occur throughout this manual:
Where the information in this manual is found to be inadequate or incorrect, technically competent ship’s officers, unfamiliar to the vessel, in a form that is
details should be sent to the Maersk Technical Operations Office so that readily comprehensible, thus, aiding their understanding and knowledge of the WARNING
revisions may be made to manuals of other ships of the same class. specific vessel. Special attention is drawn to emergency procedures and fire Warnings are given to draw reader’s attention to operation where
fighting systems. DANGER TO LIFE OR LIMB MAY OCCUR.

The manual consists of a number of parts and sections which describe the ! CAUTION
systems and equipment fitted and their method of operation related to a Cautions are given to draw reader’s attention to operations where
schematic diagram where applicable. DAMAGE TO EQUIPMENT MAY OCCUR.

Part One details the machinery commissioning procedures required to bring (Note ! Notes are given to draw reader’s attention to points of interest or to
the vessel into varying states of readiness, from bringing the vessel to a live supply supplementary information.)
condition through to securing plant for dry dock.

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 Effie Maersk Machinery Operating Manual
Illustration - Propeller Jacking Up System

SKF Connection
Nipples

Vent

SKF Pumpset

Oil Grooves
Gauging Stop Ring

Tail Shaft Nut

SKF Pumpset

SKF Pumpset

Propeller Boss

Tail Shaft
Jacking Ring

Key
Hydraulic Oil

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 Effie Maersk Machinery Operating Manual
Additional

! CAUTION
‘E’ Class Propeller Jacking System

The propeller is a taper friction grip on the propeller shaft and the propeller is
forced onto the taper of the shaft by means of hydraulic jacks. Under normal
circumstances there is a sudden pressure increase on the jacking pump pressure
gauge when the propeller is in its final position; this is because the hydraulic
jack encounters the stopper ring which is in contact with the end of the taper
on the propeller shaft. Under such circumstances the propeller cannot be
moved any further on the taper as the hydraulic jacks are effectively forcing
against the propeller shaft.

On this ship the stopper ring, for the propeller and hydraulic jack, is of
insufficient diameter to effectively stop the jack movement in the axial
direction. This means that the jack can move past the stopper ring and
continue forcing the propeller onto the taper. In order to prevent this, and
the associated high stress which would result in the propeller boss and the
taper shaft, it is essential that the position of the propeller on the taper shaft
is accurately determined, using dial gauges and/or micrometers. When
refitting the propeller the position of the propeller on the shaft must be
measured and the actual position of the propeller on the shaft must be used
for deciding when the propeller is correctly positioned.

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 Effie Maersk Machinery Operating Manual

Illustration - Location Plan of Engine Room - Floor Plan

Outer HFO Tank Outer HFO Tank

(Port) (Port)

Fore HFO Tank Fore HFO Tank

(Port) (Port)

HFO Purifier
Supply Pump
MDO Transfer No.1 Economiser
No.1 No.1 Feedwater
Pump IG Deck Seal Sea Water Boiler
LO Transfer Feedwater No.2 Pumps
Pump Pumps No.2
No.2 Pumps Water Ballast
No.3
Pump Motor
Main LO Purifier
Supply Pump
FO Overflow Starter For
HFO Transfer Tank Ballast Pump
Oily Bilge Pump
Sludge Separator No.1 Water Ballast
Pump Pump Turbine
Bilge Fire & General Service
Oily Bilge No.2 No.1
Pumps
Pump DO Storage Tank No.2 Cooling Oil
Stripping Pump
Scrubber Cooling Sea Water Motor
Ballast Oily No.1 Pump
Water Bilge Tank LO Sump Tank Vacuum
No.1 Unit
COPT Condensate
Pumps
Emergency No.2
Cargo Oil
Escape Trunk Oily Auxiliary cooling Sea Water
Holding COPT Pump Turbine
Bilge Tank Pump
Tank Condenser
No.2 No.1 No.2 Main Engine Hyundai No.1
Main P2 - Panel
LO Pump No.1
DO Storage Tank Main COPT Condenser Cooling
Sea Water Pumps
Stern Tube Oil No.2 Cargo Oil
Circulation Pump Pump Turbine
Stern Tube No.3 No.2
LO Pump Ballast Ballast
Water Water
Fresh Water Generator
Ejector Pump
Cargo Oil
Pump Turbine
Main Engine Main Engine No.3
Sewage
Turbocharger Crosshead LGSP
Treatment
LO Pumps LO Pumps Main Engine Main Engine
Plant
Jacket Cooling HT Circuit Feeding
Main LO Main LO Feed Water Pump
Discharge Cooler & Drain Tank
Filter

Fore HFO Tank Fore HFO Tank

(Starboard) (Starboard)

Outer HFO Tank Outer HFO Tank

(Starboard) (Starboard)

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 Effie Maersk Machinery Operating Manual

Illustration - Location Plan of Engine Room - 3rd Floor Plan

Generator Engine LO
Purifier Heater
Main LO
Purifier Heater

No.1, 2
Boiler FO
No.2 HFO No.1 HFO HFO
Heater
Service Service Setting
Generator Engine MDO Tank Tank Tank
Service Pumps

Atmospheric No.1 HFO Purifier

Condensor FO Supply Pumps
No.2 No.1 Purifiers No.2
HFO Purifier
LO Daily Heater
Feed Filter Tank GE LO Main LO
Tank No.3 No.2 No.1
With Inspection Purifier Purifiers No.2 No.1 No.2 No.1
Chamber No.1 Boiler FO FO Feed Pumps
FO Booster
No.2 Pumps FO Heater
Pumps

Elevator
Trunk

No.1
Generator
Engine Transformers
Free Above ECR
Space
No.2
Generator
Engine

Emergency
Exit Main Engine
Hyundai
No.3
Generator
Engine

Auxiliary Air
Reservoir

No.1
Boiler Water ME Jacket Cooling ER
Soot Fresh Water Pumps
Circulation Toilet
Collection
Pumps No.2 Tank
Port Use
No.2 No.1 Fresh Water
Main Engine Pumps
Jacket
Preheater No.1 Central Cooling
No.2 No.1 Fresh Water
No.2 Pumps

Main Engine Jacket Central

Fresh Water Fresh Water
Cooler Coolers
Main Engine
Jacket Cooling
Buffer Unit
Fresh Water
Generator

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 Effie Maersk Machinery Operating Manual

Illustration - Location Plan of Engine Room - 2nd Floor Plan

No.2 HFO No.1 HFO HFO

Service Service Setting
Tank Tank Tank
MDO Service Purifier Room
Tank Exhaust Fan

Incinerator Waste Oil Turbine LO Storage Tank (Upper)

Service Tank and Generator Engine LO Settling Tank (Lower)
Incinerator Waste Oil
Incinerator Setting Tank Store Room
MDO Tank
Main Main
Cylinder Oil Cylinder Oil LO LO
Measuring Store Store Setting
Tank Tank Tank Provision
Tank
Refrigeration
Incinerator Compressor Unit
Oil Shifting
Generator Engine Elevator
VT Pump VT
LO Storage Tank Trunk

No.1 Auxiliary Boiler

Spare Cylinder
Free Cover With Exhaust Valve
Space
Spare Cylinder
Liner
Spare
Piston

Spare Exhaust
Overhead Valves
Crane

Workshop
Main Engine Exhaust Valve
Seat Grinding Machine
& Working Stand
No.2 Auxiliary Boiler

Welding
VT VT Area
LGSP
Main
Fresh Water Air Compressors
Hydrophore Unit
No.3 No.2 No.1
No.1
Hot Water
Circulation Pump Air Con. Compressor Unit
Exhaust Gas
Economiser
Calorifier No.2

Control Control
Air Reservoir Air Dryer

Main
Air Reservoir

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 Effie Maersk Machinery Operating Manual

Illustration - Location Plan of Engine Room - Elevation

Elevation Port Side

IG Fans
IG
Scrubber
Unit

Boiler FD Fan

Upper Deck

Crane Escape
Trunk

Cylinder Oil Main LO Main Turbo.

Storage Tank Storage Tank LO LO
Setting Store
Tank Tank

Store
Main Auxiliary Room
Boiler

2nd Deck

Elevator
Trunk Purifier
Room

Main Generator Room

Engine Control
Room

3rd Deck
Sludge Tank
COPT Condenser

COPT's

Bilge Fire
& GS Pump
Oily Bilge Main LO Main Engine Hyundai
Separator Pump
Floor

Pump Room

Tank Top
BW
BW
Main LO Sump Tank
Bilge Holding Oily Bilge FO Over Flow
Tank Tank Tank
MDO Storage Tank

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 Part 1
Operational Overview

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 Effie Maersk Machinery Operating Manual
1.1 To Bring Vessel
Into Live Condition

Dead Ship Condition

Shore power available No shore power available Prepare central FW cooling systems
2.5.2
start central CW pumps.
Establish shore supply.
Check phase sequence, 2.13.2 Check DO tank level is adequate. 2.13.4
voltage and frequency.
Start up instrumentation air system. 2.10.3

Supply main switchboard. 2.13.4 Start emergency generator. 2.13.4

Disconnect shore supply. 2.13.2

Stop emergency generator and
place on standby. 2.12.2
Isolate sequential restart system.
All ancillary equipment set to manual to avoid low Place emergency generator on standby. 2.12.2
pressure auto restart. 2.13
Supply emergency 440V switchboard.
Supply emergency 220V switchboard.

Reset preference trips. 2.13.5

Start No.3 air compressor and top up auxiliary air
2.10.1
receiver if required.

Prepare SW cooling system.

2.4.1
Start SW cooling system.
Start a generator engine LO priming pump. 2.13.3

Start engine room and accommodation ventilation

2.4.1
fans. Start air conditioning.
Start the generator engine air driven DO pump. 2.6.2

Prepare an auxiliary engine for starting. Ensure the CO2 systems are ready for use. 4.2
2.12.1
Start auxiliary engine.

Supply power to the main 440V and 220V 5.2

2.13 Ensure the foam system is ready for use.
switchboard. Deck

Supply power to the emergency 440V and 220V

2.13 Start a IGS deck water seal pump. 2.15.2
switchboard.
Pressurise the fire main. 4.1

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 Effie Maersk Machinery Operating Manual

1.1 To Bring Vessel

Into Live Condition

Start domestic water system with the 2.14.1

calorifier electric heater in line.

Put refrigeration system into operation. 2.14.2

Put G.S. air system into operation. 2.10.2

Pump bilges to bilge holding tank as required. 2.9.1

Put all ancillary equipment on standby.

Restore sequential restart system.
Put remaining auxiliary diesel generators
on standby.

Plant is now in Live Condition

One diesel generator in use,

other diesel generators on standby.
Emergency generator on standby.
Boiler and steam system shut down.
SW and CFW systems in use.
Domestic services in use.

Put a fire pump on standby. 4.1

Start the sewage treatment plant. 2.14.5

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 Effie Maersk Machinery Operating Manual

1.2 To Prepare Main Plant

For Operation
Plant is in Live Condition

One diesel generator in use,

other diesel generators on standby.
Emergency generator on standby.
Boiler and steam system shut down.
SW and CFW systems in use.
Domestic services in use.

Prepare and flash up auxiliary boiler, using

2.2.1
diesel oil and air atomising.
Supply steam to main engine FO heater.
Start main engine FO supply and circulating
2.6.1
pumps. Start viscosity controller.
Supply steam to low pressure steam system. 2.2.5 Circulate FO until the DO has been expelled.

Start feed pump. Maintain standby generators in warm condition

2.3.3 2.5.1
Line up distilled water make up system. using generator engine preheater.

2.2.5 Plant in “In Port” Condition

Supply steam to FO tanks and trace heating
supply steam to boiler fuel oil heaters. 2.2.5
Start boiler FO pump and circulate fuel. 2.6.3
One diesel generator in use,
Other diesel generators on standby.
Emergency generator on standby.
Change boiler to operate on FO and Boiler and steam system in use.
2.6.3
atomising steam. Diesel generator running on HFO.
Main engine JCW system in warm condition.
Main engine circulating with hot FO.
Put boiler on automatic operation. Prepare other
2.2.2
boiler and set to automatic operations

Start FO purifier system. 2.7.2

Change diesel generator to run on HFO. 2.6.2

Start main engine jacket CW pumps. 2.5.1

Supply steam to jacket CW heaters. 2.2.5

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 Effie Maersk Machinery Operating Manual
1.3 To Prepare Main Plant for Manoeuvring
from “In Port” Condition

Plant in “In Port” Condition

Supply starting air and control air to the main
2.10.1
engine.
One diesel generator in use,
Other diesel generators on standby.
Emergency generator on standby. Start auxiliary blowers and switch to automatic. 2.1.1
Boiler and steam system in use.
Diesel generator running on HFO.
Main engine JCW system in warm condition.
Main engine circulating with hot FO. Obtain clearance from the bridge, turn main engine
5.2
over on starting air from local control stand.

Start LO purifier system. 2.8.3

Close indicator cocks.
From the local control stand start the main engine
5.2
in the ahead and astern directions.
Start main engine LO pump.
2.8.1 Close turbocharger blower drains.
Heat sump if required.

Start crosshead LO pump.

2.9.1
Start turbocharge LO pump
Change control to the engine control room. 2.1.2 Change control to bridge control. 2.1.2

Ensure cylinder oil measuring tank is full. 2.8.1

Check telegraph, bridge/engine room clocks and

2.1.2
Start another diesel generator and communications.
2.12.1
run in parallel.

Ensure all standby pumps are on automatic 2.13

Start both steering motors.
2.11
Carry out steering tests.
2.6.2
Prepare deck machinery for use.
Deck
.
Obtain clearance from the bridge and turn the
engines two or three revolutions while manually
2.1.1 Plant in Manoeuvring Condition
operating cylinder oil pumps.
Take out the turning gear.

Two diesel generators in use,

remaining diesel generator on standby.
Put starting air system into use. 2.10.1 Emergency generator on standby.
Boilers and steam system in use.
Diesel generators running on HFO.
Main engine heated and ready for use on
bridge control.
Main engine circulating with hot FO.
Both steering gear pumps in use.
Deck machinery ready for use.

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 Effie Maersk Machinery Operating Manual

1.4 To Change Main Plant From Manoeuvring To Full Away

Plant in Manoeuvring Condition

Shut down deck machinery. 2.6.2
Deck

Two
TwoDiesel
diesel Generators
generators in use,
Stop one steering gear motor. 2.11
remaining diesel generator on standby.
Emergency generator on standby.
Boilers and steam system in use.
Diesel generators running on HFO. Put dump steam system into operation. 2.2.4
Main engine heated and ready for use on bridge
control.
Main engine circulating with hot FO.
Both steering gear in use. Operate turbocharger blower cleaning system
Deck machinery ready for use. 2.1.1
if required.
Vessel manoeuvring on bridge control.

Shut down generators until only one is in use.

2.12
Put main engine on automatic run up program. 2.1.2 Put remaining two generators on standby.

Start up FW generator system.

Shut down main engine jacket heating systems. 2.5.1 Do not fill fresh water tanks while in 2.4.2
coastal waters.

Operate auxiliary boiler sootblowers while boiler 2.2.3

is on load. Transfer and purify FO as required. 2.7.1

Operate exhaust gas economiser sootblowers. 2.2.3 When run up program completes, check that
2.1.2
pressures and temperatures stabilise.

When bridge notifies engine control room

of full away, record the following: Reduce the bilge water holding tank level through 2.10
Time. the OWS if vessel is not in restricted area.
Main engine revolution counter.
FO and DO tank levels.
FO and DO counters.
Ensure boiler stops as the economiser takes over
Fresh water tank levels.
steam generation. Secure standby boiler and
2.2.1
supply heating to maintain pressure above
0.5 kg/cm2 or put in wet lay up condition.
Ensure auxiliary blowers stop automatically. 2.1.2

Vessel is Full Away on Bridge Control.

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 Effie Maersk Machinery Operating Manual

1.5 To Prepare For UMS Operation

Plant 'Manned' Condition

All standby pumps and machinery systems
2.13.5
are on auto start, sequential restart system
operational.
All FO, LO and fresh water tanks/sumps Acetylene and oxygen cylinder and pipeline
are adequately full. valves are closed.
All ventilation fans running.

Bilges are dry and high level alarms are 2.9.1

operational. All combustable material stored in a safe place. 2.14.6 Main engine on bridge control. 2.1.2

4.1 All strainers and filters of running and standby

Smoke and fire sensors are operational. machinery are in a clean condition. Data logger is programmed to print parameters
Cargo 3.1
as required.

All piping systems are tight and not temporary Engine room and steering gear compartment
repaired. watertight doors and skylights are shut.
Control is on the bridge and duty officer is
3.1
informed of commencement time of UMS.

All alarms and safety cut-outs are operational. 3.1

All parameters are within normal range. 3.1
Duty officer should be aware of location of
duty engineer.
All drain tanks are empty.

ECR air conditioning operating correctly. 2.14.4

Compressed air bottles are fully charged. 2.10 Watchkeeper control switched to duty
engineer's cabin.

Loose items are secured.

Purifier feed inlets are suitably adjusted. 2.7.2
Engine room not to be unmanned for more than
8 hours.

2.12.2 Electric kettle plugs removed in ECR.

Emergency diesel generator is on standby.

Stopped diesel generators are on standby. 2.12.1

Workshop welding machine plug is removed.
Plant in 'UMS' Condition

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 Effie Maersk Machinery Operating Manual

1.6 To Change From UMS To Manned Operation

Plant in “UMS” Condition

Activate patrol man alarm on entry into the engine

room.

Notify bridge of manned condition.

Inform bridge why engine room is manned if

outside normal hours.

Switch watchkeeping control to the ECR.

Reset patrol man alarm every 27 minutes when

duty engineer only is manning the engine room.

Examine latest parameter print out.

Handover to on coming duty engineer and

inform them of any abnormalities.

Discuss any defects with the senior engineer,

who will decide if they warrant inclusion in the
work list. The duty engineer should be aware of
all maintenance work being carried out, and
informed of any changes that occur during the
day.

Plant in “Manned” Condition.

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 Effie Maersk Machinery Operating Manual

1.7 To Change Main Plant From Full Away To Manoeuvring Condition

Vessel is Full Away on Bridge Control Test fire the boiler in use. 2.2.1
Operate EGB sootblowers and isolate system. 2.2.6

Ensure that the engine room bilges and bilge

2.9.1
holding tank are empty.
Bridge informs engine control room of EOP.

Prepare sewage treatment system for port

2.14.5
operation. Record the following:
Time.
Main engine revolution counter.
FO and DO tank levels.
Shut down fresh water evaporator plant. 2.4.4
FO and DO counters.
Fresh water tank levels.

Start another diesel generator and place

2.12.1
in parallel with running generator.
Prepare standby boiler for operation. 2.2.1

Supply steam to JCW heaters. 2.5.1 1.6.2

Prepare deck machinery for use.
Cargo

Prepare main starting air compressors for use. Check bridge/engine room clocks and
2.10.1 2.1.2
check starting air system drains for water. communications.

If required to manoeuvre on DO begin change Operated turbocharger washing system 2.1.1

2.6.1 if required.
over 1 hour before end of passage.

Plant in Manoeuvring Condition

30 mins before end of passage, bridge begins to
2.1.1
reduce speed.
Two diesel generators in use,
remaining diesel generator on standby.
Emergency generator on standby.
Start second steering motor. Boiler in use.
2.11
Carry out steering tests. Diesel generators running on HFO.
Both steering gears in use.
Deck machinery ready for use.

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 Effie Maersk Machinery Operating Manual

1.8 To Secure Main Plant At Finished

With Engines

Plant in Manoeuvring Condition

Two diesel generators in use,

remaining diesel generator on standby. After a minimum of 15 mins stop main LO pumps.
Emergency generator on standby. Stop crosshead LO pumps. 2.8.1
Boiler and economiser in use. Stop turbocharger LO pumps.
Diesel generators running on HFO. Maintain LO sump temperature with LO purifier.
Both steering gears in use.
Deck machinery ready for use.
If main engine was manoeuvred on DO, stop FO
2.6.1
pumps.
Bridge notifies engine control room of FWE.

Two diesel generators will remain in use if cargo or

ballast pumps are required. 2.12.1
Switch over to engine control room control. 2.1.2

Prepare plant for cargo operations if required. 2.2.4

Stop auxiliary blowers. 2.1.1

Isolate starting air. Prepare plant for IGS operations if required. 2.15.1
Open indicator cocks.
Open turbo blower drains. 2.1.1
Vent main engine starting air and control air Shut down deck machinery. 1.6.2
systems. Engage turning gear. Cargo

Plant in “In Port” Condition

Stop steering gear. 2.11

Maintain JCW temperature for normal port stay. 2.5.1

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 Effie Maersk Machinery Operating Manual

1.9 To Secure Main Plant For Dry Dock

Plant in “In Port” Condition

Change diesel generator to run on DO. 2.6.2 Establish shore power.

2.13.2
Check phase sequence, voltage and frequency.
Shut down diesel generators until only one is
in use.
Shut down auxiliary boilers.
Allow to cool naturally, drain if required for 2.2.1 Stop diesel generator. 2.12.1
Ensure all tanks are at the required levels to give maintenance OR put in wet lay up condition.
the vessel the necessary trim, draught and stability
for entering dry dock. Connect shore supply.
Connect shore supply to main switchboard.
Shut down feed pumps and condensate system. 2.12
2.3 Establish lighting and ventilation and any other
Shut steam off the JCW heaters. Allow JCW Isolate distilled water tanks. essential services.
2.5.1
pumps to run until main engine has cooled down.

Circulate boiler FO system with DO.

2.6.3 Shut down SW and FW cooling systems. 2.4&2.5
Transfer the main engine LO sump to the Shut down boiler FO pumps.
2.8.3
LO settling tank via the purifier.

Shut down stern tube LO system. 2.8.2

Shut down control and GS air systems. 2.10
Shut down LO purifier. 2.8.3

Change domestic water heating to electric. 2.14.1

Restart FW cooling pump and circulate diesel
Shut down FO purifier. 2.7.1 2.5.2
generator until cool.
Shut down air conditioning and refrigeration
2.5.2
Main engine should have been manoeuvred on plants until shore CW supply is established.
Secure CO2 system. 4.2
DO if not, change over to DO and circulate FO
back to HFO tank, until the line has been 2.6.1
flushed with DO. Stop main engine FO pumps Shut down fire pumps.
4.1
and viscosity controller. Pressurise fire main from shore supply. The dry dock can now be emptied.

Shut down deck machinery system. 1.6.2 Isolate sequential restart system. 2.13.5 Plant Secured for Dry Dock

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 Part 2
Main Engine and Auxiliary Systems

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 Effie Maersk Machinery Operating Manual

Illustration 2.1.1a Main Engine Hydraulic Exhaust Exhaust Manifold

Valve Actuator

Cylinder Head
Turbocharger

Air Cooler
Camshaft

Scavenger Port

Piston Rod

Crosshead Guide
Crosshead LO Shoe
and Piston Cooling Pipe

Lubricating Oil

Scavenge Air

Combustion Gas

Fresh Water
Stay Bolts

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 Effie Maersk Machinery Operating Manual
2.1. Main Engine In case of failure of the pneumatic control system, the engine can be controlled Cylinder Lubrication System
from an emergency control stand located at the engine.
2.1.1 Main Engine Particulars The power dependent lubrication of the pistons, cylinders and exhaust valve
Lubricating Oil System spindles is performed by a separate cylinder lubrication system.
Maker: Hyundai-Sulzer
Model: 7RTA84T-B The engine lubrication system, (with the exception of cylinder and exhaust Cooling Water System
Type: Two stroke, single acting, reversible, valve spindle lubrication), is supplied by one of two main pumps, which take
crosshead diesel engine, operating on uniflow suction from the sump tank and supply oil to the low pressure main bearing The engine is cooled by means of chemically treated fresh water and this cooling
scavenging with two constant pressure system. One of two crosshead lubrication pumps takes suction from the main water must be treated with an approved cooling water inhibitor to prevent
turbochargers and air coolers bearing system, after the automatic backflush filter, and supplies the crosshead corrosive attack, sludge formation and scale deposits in the system. A central
Number of cylinders: 7 bearings with oil at increased pressure. cooling system is employed to maintain the correct temperatures in the fresh
Cylinder bore: 840 mm water and lubricating oil systems of the main engine, auxiliary engines and air
Stroke: 3,150 mm Main Bearing Oil System compressors.
Output (MCR): 36,927 bhp (27,160kW) at 74 rpm
Direction of rotation: Clockwise looking from aft Main bearing system oil, at an operating pressure of 2.5 to 3.5 kg/cm2, is also Integrated Power Dependent Liner Cooling
Specific fuel oil consumption: 127.1 g/bhp per hour supplied to the pistons in order to act as a coolant for the working piston crown.
Supply is to the crosshead, via a toggle lever pipe arrangement, and then to the Integrated power dependent liner cooling is provided to avoid liner corrosion
Turbocharger piston via the hollow piston rod. The integrated crankshaft vibration damper across the engine operating load range. The jacket cooling system is
Maker: Mitsubishi (axial detuner) and the balancer are also cooled with bearing oil. pressurised to avoid vapour formation as the jacket cooling water has higher
No.of sets: 2 maximum temperatures close to the liner than is normal with conventional
Type: MET71SE Main bearing and crosshead oil systems are interconnected through a non- engine cooling systems.
return valve which allows oil to pass from the low pressure main bearing
General Description system to the high pressure crosshead system if pressure should fall in the At the engine inlet, the cooling water flow is divided into a primary flow for
crosshead system. This means that should the crosshead bearing oil pumps fail, liner cooling and a secondary flow, which bypasses the liner. Flow to the
The RTA engine is a single acting, two-stroke, reversible, diesel engine of then the crosshead oil system will be supplied with oil from the main bearing primary and secondary circuits is automatically controlled by a 3-way
crosshead design with exhaust gas turbocharging and uniflow scavenging. Tie LO system pumps. Under such conditions, the engine can only be operated at diverting valve, the water flow distribution in each circuit being dependent
rods bind the bedplate, columns and cylinder jacket together. Crankcase and reduced load (Load Indicator Position, max. 4.5). upon the engine power. Flow through the bypass secondary circuit is then
cylinder jackets are separated from each other by a partition, which incorpo- recombined with the primary flow at its exit from the liner in order to provide
rates the sealing gland boxes through which the piston rods pass. The cylinders Crosshead Bearing Oil System cooling for the cylinder head and exhaust valve cage.
and cylinder heads are fresh water cooled.
The operating pressure of the crosshead bearing oil is 10 to 12 kg/cm2 and Cooling Water System Description
The exhaust gases flow from the cylinders through the hydraulically operated supply to the crosshead is via a toggle lever pipe arrangement. High pressure
exhaust valves, which are made to rotate in service, into an exhaust gas crosshead bearing oil is also used to lubricate the connecting rod bottom end The cooling water supplied by the jacket cooling water pump is divided in two
manifold. The exhaust gas turbochargers work on the constant pressure bearings, supply to these being via holes drilled in the connecting rods. The separate streams, the separation being made after the heater. One stream,
charging principle. high pressure crosshead system also supplies oil for the engine reversing comprising of about 15% of the total cooling water flow, bypasses the cooler and
servomotors and as make-up for the exhaust valve actuator system. For is led directly to the engine; this is designated as the basic cooling stream. This
The charge air delivered by the turbochargers, flows through air coolers and actuating the exhaust valves, the oil pressure is raised by the actuator pumps to basic stream provides a minimum water flow to the engine cooling system.
water separators via air flaps, into the air receiver. It enters the cylinders about 160 kg/cm2.
through the scavenge ports when the pistons are nearly at their BDC. At low The main cooling water stream comprises about 85% of the total flow and this
loads two electrically driven auxiliary blowers boost the air supply to the Turbocharger Lubrication System passes through the main jacket cooling water pipe to the engine cooling inlet.
scavenging air space. Some of this stream passes through the jacket water cooler, an automatic
The turbocharger bearings are lubricated by a dedicated lubrication system temperature control valve regulates the water flow through the cooler in order
The pistons are cooled by the bearing system lubricating oil. The thrust bearing which incorporates a LO cooler and two pumps, one of which will be operating to keep the engine cooling water outlet temperature constant at about 85ºC.
and turning gear are situated at the engine-driving end. The camshaft is driven and the other set to standby. (see section 2.8.1) The turbocharger LO cooler is
by gear wheels from the crankshaft, the drive gear being fitted to the thrust cooled as part of the central cooling system. The turbocharger LO system must Cooling water leaving the engine flows back to the pump suction via an
collar. be started before the main engine is started. automatic float ventilation valve which removes air from the system. In order
to allow for make-up of water leaking from the cooling system a buffer tank is
The engine is started by compressed air, the supply to individual cylinders provided and this has a connection with the flow return pipe just before the
being controlled by a starting air distributor. pump suction.

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 Effie Maersk Machinery Operating Manual
Ahead Astern
Illustration 2.1.1b Main Engine Control - Start System
Remote Control
Cooling Water Run
Run Run Stop
Cooling Water 134HA Start Start
Automatic
2.07 2.03 Closed Open
Upper Level

Lower Level 2.05 2.06

2.21 Emergency
Reverse Reverse Stop
Start Ahead Astern
Turning
Gear

Starting Air

Remote Control
Take Over Stop
From/To To Other
High Level Cylinders
Tank 2.01 Remote Control
212HA On

Control Air
Board Supply

19HB

Oil Mist
19HA Electrical Actuator Detector

23HA
To P/T Panel

To P/S Panel
Camshaft

Overspeed and
Safety Shutdown Pick-up

Remote
Control
Emergency Control
Key

Starting Air Signal

Vec-Cyl
Oil
Control Air Signal
Vit-Cyl
Starting Signal

Stop Signal

Astern Signal

Ahead Signal

Hydraulic Oil

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 Effie Maersk Machinery Operating Manual
The main cooling water flow to the engine connects with a three-way diverting Circulation System All devices and tools, which have been used, have been removed
valve, but immediately before this valve the basic cooling stream is branched from the engine and that no cleaning rags or other items have been
off. Load dependent control of the three-way diverting valve is made by Injection valves and fuel distributors are kept hot by the circulation of heated left behind.
remote control according to the engine load and engine speed. The three-way fuel. For each cylinder there is a separate sub-system. A hot fuel circulating
diverting valve distributes the water flow according to the load control line is taken from the engine’s fuel supply pipe and the hot fuel oil is circulated ! CAUTION
command, one part of the flow going to the primary engine cooling water through the three fuel injectors and the fuel distribution block. After flowing Up to item ‘n’ below, the air shut-off valve for starting 2.03 must be closed
piping and the other part to the secondary engine cooling water piping. through these, the fuel enters via a return circulating line and then passes into and the venting valve 2.21 on the side of the shut-off valve must be open.
a common return collector pipe. This common return circulation pipe is
From the three-way valve the primary water stream passes through a connected the booster return pipe via an orifice, located after the pressure- (Note ! In this section valves without a suffix letter are numbered as in the
connecting pipe to mix with the basic cooling stream from the jacket water retaining valve and so the fuel used for injector and distributor heating can Sulzer engine manual.)
circulating pump. This combined stream acts to cool the cylinder liners, the flow readily back to the mixing unit.
stream entering at the bottom of each cylinder liner cooling jacket and passing a) Check the fluid levels of all the tanks in the engine systems
upwards to the top of the liner jacket space. After the three-way valve, the Turbocharger including the leakage drain tanks.
secondary stream flows directly into the water guide jackets via the engine
secondary flow pipe. At this point primary and secondary streams unite and The engine is turbocharged on the constant pressure system using two b) Check that all the shut-offs for the engine cooling water and
cool the cylinder heads as well as the exhaust valve cages. From the valve Mitsubishi MET71SE turbochargers. Two electrically driven auxiliary blowers lubricating oil systems are in the correct position.
cages the engine cooling water flows into the outlet collector main, where the provide additional charge air when starting and running at low speed.
cooling water is led through an air separator, that is permanently vented by an Turbocharger performance is key to engine performance and the turbochargers c) Open the air supply to the shipboard system and from the starting
automatic vent valve. The tracing water flow is led to the buffer tank via must be maintained in good condition. The turbines and impellers must be air receivers to the control air supply.
tracing water return pipe. cleaned in order to remove deposits which will otherwise impede effective tur-
bocharger operation. d) Prepare the fuel system (see section 2.6).
Individual cylinders and turbochargers can be isolated from the cooling system
by means of shut-off valves and can be drained separately. Impeller sides must be cleaned daily with water using the water container and e) Start up the pumps for cylinder cooling water, crankcase bearing
the equipment provided; the container allows a measured quantity of water to and crosshead bearing lubricating oil and set the pressures to their
(Note ! In order to prevent thermal stress in the engine cooling system be injected into the eye of the impeller and this removes deposits from the normal values. Preheat the cooling water to 60ºC.
components, the cooling water outlet temperature should be maintained as impeller and casing.
steady as possible under all load conditions. Maximum admissible fluctuations f) Check to ensure that all systems have been correctly vented and
are: at constant load ± 2ºC during load changes ± 4ºC.) A measured quantity of dry cleaning material is injected into the turbine side that there is a positive flow of cooling water and lubricating oil.
of the turbocharger and this removes deposits from the turbine blades and
Fuel Oil System nozzle ring. Cleaning of the turbine side must be undertaken at full load. g) Open the indicator cock on each cylinder cover. Using the turning
Pressure and temperature readings at the impeller and turbine must be taken gear, turn the engine through a minimum of one full revolution to
The fuel oil is delivered to the injection pumps through a supply pipe, a booster before and after cleaning in order to assess the effectiveness of the cleaning. check that all the running gear is in order. Check if any water, oil
pump ensuring that adequate fuel is always available at the injection pumps. or fuel has collected on the piston crown. Operate the cylinder
The fuel quantity delivered by the booster pump is considerably greater than The air filter should be cleaned when the suction manometer shows that pre-lubrication system.
actually required by the engine. The surplus fuel is led via a booster return pipe fouling is increasing the pressure drop across the filter. The frequency of
back to the system mixing unit, from which the booster pump takes it fuel oil cleaning will depend upon the cleanliness of the engine room atmosphere. h) Shut the indicator cocks.
suction. The specified booster pressure is adjusted by means of a pressure-
retaining valve located in the fuel return pipe from the engine. The charge air coolers must be cleaned in order to remove deposits from the i) Check to ensure that all the crankcase doors are closed with all the
air side. Cleaning is undertaken when the engine is stopped using the cleaning latches tight.
The main engine is designed to operate on heavy fuel oil during manoeuvring. hose at the connection points on the side of the cooler casing; the cooler drain
All pipes to the fuel distributors on the cylinder heads are provided with trace must be open in order to allow for draining of the dirty water. j) Check to ensure that cut-out devices for all the fuel injection
heating and are insulated. Fuel distributors and injection valves are kept hot by pumps are correctly positioned for normal fuel pump operation
the circulation of heated fuel oil from the booster pump. Each distributor is Procedure for Preparing the Engine for Starting and that the exhaust valve actuator pumps are also ready for
provided with a priming valve to enable the system to be primed with fuel oil operation; i.e. the cut-out devices are removed.
following replacement of injectors. For reasons of safety, all high-pressure Before starting the engine, the following checks and procedures must be
pipes are encased by a metallic hose. Any leakage is contained and directed to adhered to: k) Check that the fuel regulating linkage moves freely.
an alarmed tank.
All components that have been overhauled should have been
correctly re-assembled and fitted and their function checked.

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 Effie Maersk Machinery Operating Manual
Ahead Astern
Illustration 2.1.1b Main Engine Control - Start System
Remote Control
Cooling Water Run
Run Run Stop
Cooling Water 134HA Start Start
Automatic
2.07 2.03 Closed Open
Upper Level

Lower Level 2.05 2.06

2.21 Emergency
Reverse Reverse Stop
Start Ahead Astern
Turning
Gear

Starting Air

Remote Control
Take Over Stop
From/To To Other
High Level Cylinders
Tank 2.01 Remote Control
212HA On

Control Air
Board Supply

19HB

Oil Mist
19HA Electrical Actuator Detector

23HA
To P/T Panel

To P/S Panel
Camshaft

Overspeed and
Safety Shutdown Pick-up

Remote
Control
Emergency Control
Key

Starting Air Signal

Vec-Cyl
Oil
Control Air Signal
Vit-Cyl
Starting Signal

Stop Signal

Astern Signal

Ahead Signal

Hydraulic Oil

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 Effie Maersk Machinery Operating Manual
At the auxiliary manoeuvring stand disengage the fuel control lever from the w) The levers on the local manoeuvring stand must be put into the Via starting cut-off valve 212HA, a measured amount of starting air reaches the
position REMOTE CONTROL and engage it into the regulating linkage lever. correct position corresponding to where the engine will be started starting air distributor 2.01. The distributor transmits the pneumatic signal to
Loosen the fuel control lever lock, pull the hand-grip upwards and move the (the bridge, the control room or the engine local stand). The the respective cylinders.
fuel control lever backwards and forwards between the range 0 and 10. After changeover buttons of the remote control must be activated.
carrying out this check, put the fuel control lever back to the position By this signal the valves 134HA-M, located in the pilot air lines before the
REMOTE CONTROL and lock it by tightening the nuts of the handwheel. x) Check again to ensure that no personnel are near the flywheel. starting valves, are controlled in such a way that the starting valves are opened
and shut for only short intervals. This allows a reduced quantity of starting air
l) Check the pressure in the starting air receivers and open the y) Inform the bridge. to enter the respective cylinders and so the engine turns over more slowly than
receiver drains until any condensate has been completely drained. under full starting air.
Procedure for the Operation of the Main Engine
m) Open the drain and test valve 2.06 on the shut-off valve for Procedures for Operating the Main Engine
starting air until all water has been drained. Slow Turning
It is preferable to operate the engine at constant power. When the speed/load
n) Close venting valve 2.21 at the shut-off valve for starting air and a) Turn by the turning gear. The crankshaft can be turned at a slow has to be altered, it should be done as slowly as possible.
open the main shut-off valves on the starting air receivers. rate using the turning gear and should be turned at least one full
revolution of the crankshaft with the indicator valves open. During normal running, regular checks have to be made and precautions taken
o) Turn the handwheel on the shut-off valve 2.03 for starting air until which contribute towards trouble free operation. The most important of these
the pointer is at the AUTOMATIC position. The pressure gauges b) Slow turning with starting air. The running gear can be turned at are:
on the pressure gauge panel should now indicate the following about 12 rpm by releasing a reduced amount of starting air into
pressures. the starting air pipe. This is initiated from the control room. a) Regular checks of pressures and temperatures.

Safety control air and standby supply for air spring air on the pressure reducing The following conditions must be fulfiled before activating the slow turning b) The values read off the instruments compared with those given in
valve 23HA (6 kg/cm2) operation on air: the acceptance records, taking into account engine speed and/or
engine power, provide an excellent yardstick for the engine
Turning gear is disengaged
Air spring air supply on the pressure reducing valve 19HA (7.5 kg/cm2) performance. It should be borne in mind that instrumentation
Oil pumps are operating (bearing oil and crosshead oil) faults may cause faulty readings and action should be taken to
Control air standby supply on the pressure reducing valve 19HB (7 kg/cm2) check the instrumentation before any engine adjustment is made.
Fuel interlock not released
Where low temperatures are involved, a temperature can be
p) Set the switch at the control panel for the auxiliary blower to Reversing lever is set on REMOTE CONTROL assessed by feeling the pipe and, where it is safe to do so, suspect
AUTOMATIC. instruments can be exchanged for similar devices.
Speed control on minimum (Position 0)
q) Bring the safety cut-out to operating position. Indicator valves closed The essential readings are:
Shut-off valves on the starting air receivers open The load indicator position
r) Press the EMERGENCY STOP button on the control panel and
observe if the safety cut-out on the fuel injection pumps reacts, Handwheel on the automatic starting air shut-off valve 2.03 set to the Turbocharger speed
i.e. their suction valves are lifted. After this check, press the AUTOMATIC position
Charge air pressure
EMERGENCY STOP RESET button.
Air pressure for air spring correctly set
Exhaust gas temperature before and after the turbine
s) Check whether the pressure gauge on the supply unit for cylinder During slow turning, the cylinder lubrication must be switched on.
lubrication indicates 40 kg/cm2. A valuable criterion is also the daily fuel consumption. When comparing with
Slow Turning Function engine trials data, consideration must be given to the lower calorific value of
t) Take out the turning gear and secure the lever. the heavy fuel used in service compared with the diesel oil employed during
The procedure is similar to starting the engine. The following designation the acceptance trials.
u) Open the test valve 2.06 of the main automatic starting air shut- numbers refer to the Sulzer engine manual control diagram.
c) Check all shut-off valves in the cooling and lubricating system for
off valve 2.03 for a short time and listen for the valve opening correct position. The shut-offs for the cooling inlets and outlets on
(can be heard distinctly). Close the valve again. The automatic starting air shut-off valve 2.03, is opened by the control valve
2.05. When the control is moved to the start position, starting air flows to the the engine must always be fully open in service. They serve only
starting cut-off valve 212HA on the starting air distributor as well as the to cut off individual cylinders from the cooling water circuit
v) Check hydraulic system of exhaust valve drive for tightness. during overhauls.
starting air valves 2.07 located in the cylinder heads.

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 Effie Maersk Machinery Operating Manual
d) When abnormally high or low temperatures are detected at a flow at the engine outlet manifold. If the pump suction is x) Periodically check the inspection glasses in the upper casing of
cylinder cooling water outlet, the temperature must be brought to throttled, the suction pressure will be reduced and this can lead to the exhaust valves in order to see if the exhaust valve is rotating.
the prescribed normal value very gradually. Abrupt temperature air being drawn in through the pump gland. If not, the offending valve has to be overhauled at the next
changes may cause damage. opportunity.
m) The vents at the uppermost points of the cooling water spaces
e) The maximum permissible exhaust temperature at turbine inlet must be kept closed. Manoeuvring
must not be exceeded. Individual exhaust temperatures at cylinder
outlets should be compared with corresponding cylinder temper- Correct manoeuvring and the resulting increase in engine load up to service
n) Check the level in all water and oil tanks, as well as all the power, as well as decrease in load from the service power, is very important
atures obtained from trials data. Cylinder temperatures across the drainage tanks of the leakage piping. Investigate any abnormal
engine will not be identical and no attempt should be made to with the usual high engine powers of today. Changing the load too quickly in
changes. the upper power ranges can result in increased wear and fouling, especially of
equalise engine cylinder exhaust temperatures.
the piston rings and cylinder liners.
o) Observe the condition of the cooling water. Check for oil conta-
f) Check combustion by observing the colour of the exhaust gases. mination and test for corrosion inhibitor content frequently. Slow load changes allow the piston rings to adapt themselves to the new
g) Maintain the correct charge air temperature after the air cooler running conditions and therefore ensure optimum sealing.
p) Check the charge air receiver drain manifold’s sight glass to see if
with the normal water flow. In principle, higher charge air any water is draining away and if so, how much.
temperature will result in poorer filling of the cylinder, which in On the other hand, there must always be sufficient power available within a
return will result in a higher fuel consumption and higher exhaust short time to ensure safe manoeuvring in ports and waterways.
q) Drain the scavenge spaces. To do this, open the drain cock of the
gas temperatures. The higher temperature results in a lower air leakage manifold daily and look to see if any liquid flows out
density and hence reduced air mass. Manoeuvring is the operation of leaving port until Full Away on Passage and
along with the charge air. from the port approach until engine shutdown at Finished with Engines.
h) Check the charge air pressure-drop through the air filter and air r) Check the pressure drop across the oil filters. Clean them if
cooler. Excessive resistance will lead to a lack of air to the engine. The manoeuvring range is the speed range up to and including the
necessary. manoeuvring speeds FULL AHEAD and FULL ASTERN. This range is
i) The fuel oil has to be carefully cleaned before being used. Open usually divided into four manoeuvring stages with correspondingly allocated
s) The temperature of the running gear should be checked by feeling speeds which suit the propeller and desired speed through the water.
the drain cocks of all fuel tanks and fuel oil filters regularly for a the crankcase doors. Bearings, which have been overhauled or
short period to drain off any water or sludge, which may still have replaced, must be given special attention for some time after
collected there. Maintain the correct fuel oil pressure at the inlet Possible critical barred speed ranges have to be taken into account.
being put into service. During running observe all precautions to
to the fuel injection pumps. Adjust the pressure at the injection safeguard against the risk of a crankcase explosion. This means
pump inlet with the pressure-regulating valve in the fuel oil return Normally the FULL manoeuvring speed for this engine, which is driving a
checking the oil mist detector operation each day. fixed pitch propeller, corresponds to about 70% of the nominal speed, which in
pipe so that the fuel oil circulates within the system at the normal
delivery capacity of the booster pump. turn represents about 35% of the nominal power. This means that, with the
t) Listening to the noise of the engine may help reveal any irregu- vessel sailing straight ahead, about 2/3 of the nominal ship’s speed will be
larities.
j) The heavy fuel oil has to be sufficiently heated to ensure that its reached when going full ahead during manoeuvring. In principle, a fully
viscosity before inlet to the fuel injection pumps lies within the operational engine can be manoeuvred within the above manoeuvring range
u) Cylinder peak pressure provides information on the combustion
prescribed limits. without any time or performance restrictions.
process. When the quality of the fuel used changes, the maximum
pressure in the cylinder at service power must be determined at
k) Determine the cylinder lubricating oil consumption. Extended The engine is designed to operate on HFO at all times and it is essential that
the earliest opportunity and then compared with the pressure
service experience will allow the optimum cylinder lubricating oil the fuel temperature be maintained at the correct level throughout the
measured during the corresponding shop trial (speed, power). In
consumption determined for the quality of fuel being burned. manoeuvring period. Trace heating must be maintained and the fuel system
the event of large firing pressure differences fuel injection timing
booster pump must keep circulating the fuel in order to maintain the correct
must be adjusted.
l) The cooling water pumps should be run at their normal operating temperature in the system.
point; i.e. the actual delivery head corresponds with the designed v) Centrifuge the lubricating oil. Samples should be taken at regular
value. A high temperature difference between inlet and outlet is Increasing the Power up to Sea Speed and Decreasing to Manoeuvring
intervals and these samples should be tested and the results
indicative of reduced cooling water flow and this can be due to Speed.
compared with the properties given by the oil supplier.
defective pump operation, therefore pump overhaul should be
considered. There should always be a positive pressure at the The engine load should only be increased and decreased gradually. The change
w) Replenish the air cushion in the damping vessels of fuel oil between full service power and full manoeuvring power should usually take
cooling water pump suction in order to prevent air from being system.
drawn into the pump through the gland. Should it be necessary to place over a period of 40 to 50 minutes. However, under exceptional circum-
reduce the cooling water flow this should be done by throttling the stances the period may be reduced but may not be less than 30 minutes when
increasing the load and 15 minutes when decreasing.

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 Effie Maersk Machinery Operating Manual
In case of an emergency manoeuvre, all the restrictions specified above are The indicator cocks in the cylinder heads are to be opened and the turning gear Fouling of the air intake filters and diffuser on the air side of the
lifted, i.e. the full power of the engine can be called on when necessary, engaged. turbocharger.
because the safety of the vessel has first priority.
Fouling of the air cooler, the air flaps in the charge air receiver
Post-Lubrication of the Cylinders
Operation at Low Loads and of the scavenge ports; these restrict air flow to the cylinders.
For the post-lubrication, the crankshaft must be turned by the turning gear. Fouling of the exhaust gas boiler; this increases the back pressure
In addition to the conditions applicable to normal operation, attention should
During this time the cylinder lubrication (pushbutton for post-lubrication) must on the turbocharger turbines causing reduction in performance
be paid to the following:
also be switched on for the same period. and reduced air delivery.
Auxiliary blowers are switched on
Turn the engine, at intervals, through several revolutions with the indicator Causes of Blow-by of Combustion Products:
The fuel temperature to be kept at the upper limit
cocks open, using the turning gear, (possibly done daily in damp climates). Do
Heat the fuel injection pipes with trace heating if not already applied this with the lubricating oil pump running and operating the cylinder Worn, sticking or broken piston rings.
lubricating pumps at the same time. After completing this procedure, ensure
Keep the jacket cooling water temperature as high as possible within that the pistons come to rest in a different position each time. Excessive liner wear or abnormal wear such as ‘clover-leafing’
the normal range which can also result in ring collapse and loss of piston ring to
Close the shut-off valves from the starting air receivers. liner seal.
Cooling water temperature to air cooler to be kept as high as possible
while still maintaining normal flow Where possible, keep the cooling water warm in order to prevent the engine Individual cylinder lubricating quills are not working.
from cooling down too much. The jacket cooling water pump should be kept
Careful treatment of the fuel oil is of even greater importance running unless required to be stopped for maintenance work. Damage to the running surface of the cylinder liners.

Check that the fuel injection nozzles are in excellent condition. This is partic- Repair all the defects detected in service (leaks, etc.). If one or more of these operating conditions prevails, residues, mainly
ularly important for prolonged operation at low load. consisting of incompletely burnt fuel and cylinder lubricating oil will
If any engine maintenance work is to be undertaken, safety precautions must accumulate at the following points:
The cylinder lubricating oil quantity is automatically adapted to the lower load. be observed and warning notices posted at all control positions, including the
The lubricating oil quantities are regulated in accordance with engine load or turning gear control. Between piston rings and piston ring grooves; this can result in
position of intermediate regulating shaft. For prolonged operation at low load, the jamming of piston rings causing breakage or blow-past.
the cylinder lubrication must be checked frequently to ensure that it is at the Fouling and Fires in the Scavenge Air Spaces
optimum level. On the piston skirts. In the scavenge ports; this can affect the
The principle cause of fouling is blow-by of combustion products, unburnt fuel performance of the scavenging process resulting in incomplete
Procedures after Shutting Down the Engine and cylinder lubricant between piston and cylinder into the scavenge air removal of combustion products from the cylinder and
spaces. The fouling will be greater if there is incomplete combustion of the fuel subsequent defective combustion.
Where the engine must remain manoeuvrable, all pumps must be kept running injected (exhaust smoke).
and temperatures maintained in the cooling systems, lubrication systems and On the bottom of the cylinder jacket (piston underside).
fuel system. Control air must be available and the air receivers maintained at Causes of Poor Combustion:
full pressure. Causes of the Fires
The fuel injectors are not working correctly; incorrect fuel
If the engine does not need to remain manoeuvrable after the engine has been atomisation. The blow-by of hot combustion gases and sparks which have bypassed the
stopped, the cooling water and lubricating oil pumps should be left running for piston rings between piston and cylinder liner running surface, enter the space
The fuel is at too low a temperature; resulting in high fuel on the piston underside. Any residues present can ignite.
at least a further 20 minutes in order to allow the temperatures to equalise. The
viscosity and poor fuel atomisation.
LO and cooling water should not be cooled down below their normal inlet tem-
peratures. As main engine cooling forms part of a central cooling system, Poorly adjusted injection pump timing; late injection results in If there is after-burning of fuel in the cylinder due to late injection or poor fuel
attention must be paid to the needs of other parts of that system, such as the after burning of fuel. atomisation, the cylinder pressure, when the scavenge ports are uncovered,
diesel generators, and no items should be shut down which will have an effect may be higher than the scavenge air pressure and hot combustion gases may
Operation with a temporary shortage of air during extreme
on the operation of the central cooling system, e.g. sea water circulating pump. enter the scavenge space.
variations in engine loading and with the charge air pressure
dependent fuel limiter in the governor set too high.
The starting air supply has to be closed as soon as possible after stopping the A defective piston rod gland may allow oil from the crankcase to enter the
engine; i.e. shut the main stop valves on the starting air receivers and open the Engine overloading; too much fuel for the available air. scavenge space. The piston rod gland drains should be checked frequently for
starting air line venting valve A23V to vent the air start supply line. Turn the signs of crankcase system oil as this indicates defective gland sealing rings.
handwheel on the shut-off valve for starting air 2.03 until the pointer is at the Insufficient supply of air due to restricted engine room
CLOSED position and drain the valve by opening vent valve 2.21. ventilation.

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 Effie Maersk Machinery Operating Manual
Indications of a Fire Preventive Measures c) When the engine STOP order is received, stop the engine. Close
the fuel oil supply. Maintain engine cooling and lubrication as the
Sounding of the respective temperature alarms if the engine has As can be seen from the causes, good engine maintenance goes a long way to supply of lubricant will assist the cooling of the hot spot.
the necessary monitoring instrumentation installed. safeguarding against fires in the scavenge air spaces. The following measures
have a particularly favourable influence: d) Switch-off the auxiliary blowers.
A considerable rise in the exhaust gas temperatures of the
cylinder concerned and a general rise in charge air temperature. Use of correctly spraying fuel injectors and keeping the air and e) Open the skylight(s) and/or stores hatch.
gas passages clean.
The turbocharger may start surging. f) Leave the engine room as a fire can still occur even with the
Optimum adjustment of the fuel cams and of the fuel injection engine stopped because the mist will circulate in the crankcase
Scavenge Space Fire Fighting Measures pump timing. and can come into contact with the hot spot.

The safety of shipboard personnel should be paramount whenever dealing with When running continuously at reduced load, check the cylinder g) Lock the casing doors and keep away from them.
fires anywhere aboard ship. lubricating oil feed rate and readjust if necessary. Ensure that fuel
Inform the bridge of the situation atomisation and combustion is correct for the reduced load h) Prepare the fire-fighting equipment.
condition.
Reduce engine power i) Do not open the crankcase until at least 20 minutes after stopping
Cut out the fuel injection pump of the cylinder concerned The permanent drain of residue from the piston underside must the engine. Ideally leave the engine for as long as possible before
always be checked. To prevent accumulation of dirt, the drain opening the crankcase doors as this will ensure that the hot spot
Increase lubrication to the respective cylinder cock on the collector main must be opened for a short time each has cooled below the ignition temperature and so any mist which
day. persists will not ignite from this source. It is important that no
(Note ! If a serious fire occurs, shut down the engine after obtaining
naked lights exist in the vicinity of the crankcase when the doors
permission from the bridge and operate the fixed fire extinguishing system.)
Prevention of Crankcase Explosions are opened in order to prevent ignition of any residual mist from
that source.
A fire should have died down after 5 to 15 minutes. This can be verified by
The oil mist in the crankcase is inflammable over a very narrow range of
checking the exhaust gas temperatures and the temperatures of the doors to the
mixture. Weaker or richer mixtures do not ignite. There must always be an j) Stop the lubricating oil pump. Take off/open all the doors on one
piston bottoms.
extraneous cause to set off ignition, such as hot engine components. Only side of the crankcase. Cut off the starting air, and engage the
under these circumstances and the presence of a critical mixture ratio of oil turning gear.
Caution should be exercised whilst the fire is burning to ensure that it does not
mist and air can an explosion occur. A ‘hot spot’ is the common feature of all
cause a fire in the engine room. Extreme care must be taken to ensure that
crankcase explosions and this can be due to metal-to-metal contact at a wiped
leakage of oil onto the hot scavenge space sides does not happen.
bearing, rubbing guide, defective piston rod gland, damaged thrust, un-
lubricated gear wheel, etc. or even due to a prolonged scavenge fire. The ‘hot
After it has been confirmed that the fire has been extinguished the engine must
spot’ provides the heat source to evaporate oil, which condenses to form mist-
be stopped as soon as possible and the cause of the fire established. The
like droplets which will ignite readily, and ignite the mist. If the mist concen-
scavenge space must be allowed to cool completely before access doors are
tration in the crankcase reaches a critical level an explosion can occur.
opened to allow inspection.
Engines are equipped with an oil mist detector, which constantly monitors
Checks should be made on the cylinder running surfaces, piston rings, fuel
intensity of oil mist in the crankcase and triggers an alarm if the mist exceeds
injectors, valve groups in the scavenge space, piston rod gland and liner seals.
the density limit.
Tie rod tension should be checked if the fire has been severe.
Measures to be Taken When Oil Mist Has Occurred
After a careful check, or if necessary repair, the engine can be put back on load
with cut-in fuel injection pump and automatic cylinder lubrication.
a) Do not stand near crankcase doors or relief valves or in corridors
near doors to the engine room casing.
Should a stoppage of the engine not be feasible and the fire has died down, the
fuel injection pump can again be cut in, the load increased slowly and the
b) Reduce speed to slowdown level immediately, if not already
cylinder lubrication brought back again to the normal output. Avoid prolonged
carried out automatically. Explain the situation and ask the bridge
running with the considerably increased cylinder lubrication.
for permission to stop.
Main Engine Graviner Oil Mist Detector

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 Effie Maersk Machinery Operating Manual

k) Locate the hot spot. Feel over, by hand, all the sliding surfaces WARNING
(bearings, thrust bearing, piston rods, stuffing boxes, crossheads,
lubricant supply toggle lever pipes, gears, vibration dampers, Special Engine Room Dangers
moment compensators, etc.). Look for squeezed-out bearing
metal and discolouration caused by heat (blistered paint, burnt oil, Keep clear of spaces below loaded cranes.
oxidised steel). Keep possible bearing metal found at the bottom
of the oil tray for later analysing. Prevent further hot spots by The opening of cocks may cause discharge of hot liquids or gases.
preferably making a permanent repair. Ensure that the respective
sliding surfaces are in good condition. Take special care to check The dismantling of parts may cause the release of springs.
that the circulating oil supply is in order. The engine should not
be restarted until the cause of the hot spot has been located and The removal of fuel valves or other valves in the cylinder cover
rectified. may cause oil to run onto the piston crown. If the piston is hot an
explosion may blow out the valve.
l) Start the circulating oil pump and turn the engine by means of the
turning gear. Check the oil flow from all bearings, spray pipes and When testing fuel valves do not touch the spray holes as the jets
spray nozzles in the crankcase, camshaft drive gear wheel case may pierce the skin.
and thrust bearing. Check for possible leakages from pistons or
piston rods. Beware of high-pressure oil leaks when using hydraulic
equipment, wear protective clothing.
m) Start the engine. After running for about 30 minutes stop and feel
over surfaces for signs of abnormal temperature rise. Especially Arrange indicator cocks with pressure relief holes directed away
feel over the sliding surfaces which caused the overheating. There from personnel, wear goggles when using indicator equipment.
is a possibility that the oil mist is due to atomisation of the
circulating oil, caused by a jet of air/gas, e.g. by combination of Do not weld in the engine room if the crankcase is opened before
the following: Stuffing box leakages (not air tight). Blow-by fully cooled.
through a cracked piston crown or piston rod (with direct
connection to crankcase via the cooling oil outlet pipe). An oil Turning gear must be engaged before working on or inside the
mist could also develop as a result of heat from a scavenge fire engine as the wake from other ships in port or waves at sea may
being transmitted down the piston rod or via the stuffing box. Hot cause the propeller to turn. Also, isolate the starting air supply.
air jets or flames could also have passed through the stuffing box
into the crankcase. Use warning notices at the turning gear starter and other control
stations to warn personnel that people are working on the engine.

Use gloves when removing O-rings and other rubber/plastic based

sealing materials, which have been subjected to abnormally high
working temperatures as they may have a caustic effect.

Do not allow oil patches to remain on floors as personnel can

easily slip resulting in injury.

Oil spills, and particularly oily rags, anywhere present a fire

hazard.

Do not remove fire extinguishers from designated positions and

ensure that any fire extinguishers which have been used are
replenished immediately.

Only use lifting equipment which has current certification.

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 Effie Maersk Machinery Operating Manual

Illustration 2.1.2a Main Engine Manoeuvring Control Telegragh System

START AIR PR. COMMAND RPM. ENGINE RPM.

AHEAD AHEAD
kg/cm2 ASTERN ASTERN

ERGENC

EM
ALARM INDICATION

Y
SAFETY OTHER SETPOINT
STATE
FUNCTIONS ALARMS LIMITER

SHUTDOWN
NOT
MANUAL
START
REMOTE CHIEF STOP
SLOW INTERLOCK CONTROL RPM
CANCAL-
ABLE DOWN FAILURE LIMIT

SHUT SLOW TURNING CRITICAL ENGINE

START
DOWN
CANCAL-
DOWN
CANCAL- FAILURE GEAR DIMMER SPEED CRITICAL
ABLE ABLE ENGAGED SETPOINT SPEED

SHUT SLOW SLOW

DOWN DOWN
START AIR
PRESSURE TURNING
ENGINE
OUTPUT
HANDLE NOR
ACTIVE ACTIVE LOW FAILURE LIMIT
MATCH
ETU CONTROL
Engine Telegraph Unit
ALL AUX. SUBTELEGRAPGH MODE
OVER- EMERGENCY
BLOWERS
SPEED STOP
FAILURE
FWE
STAND
FAOP Dead
BY
Slow

Slow
A
CANCEL FUNCTIONS OTHER FUNCTIONS Half H
CANCEL
CANCEL
LAMP COMMIS.
E
CANCEL
SHUT CANCEL
SLOW SLOW VIT
DOWN
SHD DOWN
SLD LIMITATION
SPEED
LOAD
PROGRAM
TURNING LOW NOX TEST LOCK
Full
A
EL.SHAFT
CONTROL LOCATION
D NOR
SEA MANOEUV WARNING EMER CONTROL
MODE MODE GENCY ROOM
BRIDGE
ETU EMERGENCY SYSTEM CONTROL
RESET Engine Telegraph Unit
Max.
TELEGRAPH STATUS Ah.
FULL

NEW
COMMAND
WRONG
WAY
RCS
NOT
READY
A A
S H HALF

MISCELLANEOUS COMMAND POSITION T E

PORT ENGINE STBD E A SLOW

BRIDGE
ENGINE
ROOM
BRIDGE
BRIDGE BRIDGE D
WING
ROOM
CONTROL
CONTROL
WING SYSTEM R DEAD
SLOW

LAMP
TEST
SOUND
OFF
INTERNAL
FAILURE
N
CONTROL LOCATION

EMER STOP
NORMAL
GENCY

RESET
SOUND ALARM TELEGRAPH STATUS
OFF ACKN.
NEW DEAD
COMMAND
A SLOW

S
SLOW
R
T
E
REMOTE CONTROL SYSTEM HALF
STATUS WARNING SYSTEM
R
SYST.OP. POW. FAIL LAMP SOUND INTERNAL
N
FULL
I/O SIM. COMMUN. TEST OFF FAILURE
RECEIVE MEMORY

CONTROL
TRANSMIT IN./OUT.
FAILSAFE

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 Effie Maersk Machinery Operating Manual
2.1.2 Main Engine Manoeuvring Control The panel on the bridge is equipped with an auto-dimmer, which senses the Control Room
room lighting and varies the intensity of the LEDs accordingly. The LED-indicator is illuminated to indicate that control of the main engine is
Engine Telegraph System (ETS) from the operator station in the control room. It indicates that there is direct
Sub-Telegraph System communication between the bridge and the control room unit in the control
Manufacturer: NORCONTROL Automation AS room.
Model: AutoChief - 4 The sub-telegraph system consists of four panels, these being Sub-Telegraph
Mode, Control Location, Telegraph Status and System. Bridge
Description This LED indicator is illuminated to indicate that control of the main engine is
1. Sub-Telegraph Mode at the bridge, via the bridge control/governor system, and that all conditions for
The ETS performs two basic functions, these are: bridge control are fulfiled.
Provides information about the amount of operator-interaction with the main
1. To allow an operator to initiate engine change commands from the engine. 3. Telegraph Status
designated control location directly to the engine via the remote
control system. These changes can also be communicated, via the FWE Provides information on the status of the engine telegraph system.
ETS pushbuttons and telegraph handle, to an operator who will This pushbutton selects the FINISHED WITH ENGINE (FWE) mode when
implement these commands in the control room or the engine the ship is in port and no further operator-interaction is required. New Command
room. LED indicator is illuminated when a new command is received at the unit. The
Standby LED indicator will be extinguished when the command is acknowledged.
2. To transmit messages between the bridge, control room and This pushbutton selects the STANDBY mode to indicate that constant
engine room via the sub-telegraph system pushbuttons. The sub- operator-engine interaction is necessary. For example, when entering or Wrong Way
telegraph system also includes monitoring of certain safety leaving a port or in manoeuvring situations which require constant use of the LED indicator is illuminated when the given telegraph command, and the
functions and it can operate independently of the engine main engine. responding rotational direction of the propeller shaft do not correspond.
telegraph.
FAOP (Full Away On Passage) RCS (Remote Control System) Not Ready
An order printer logs the engine telegraph system commands. This pushbutton selects the FAOP mode to indicate that the ship is at sea, under This LED indicator is illuminated when the remote control system is not ready
normal sailing conditions and that no operator engine interaction is expected. to assume command of the engine. An audible alarm is also sounded.
The engine telegraph system comprises of one engine telegraph unit at each of
the following locations: The sub-telegraph system also includes monitoring of the following: 4. System
Bridge FWE loop abnormal. Provides pushbuttons for silencing audible alarm/signals and testing LED
Control room Used in conjunction with the FWE mode only. If an alarm indicators, as well as a LED-indicator for the system’s self-monitoring status.
condition exists the LED indicator is illuminated and an audible
Engine room alarm is sounded. Lamp Test
Engine Telegraph System (ETS) The sub-telegraph system will initiate an alarm condition if a When pushed for less than 3 seconds, this pushbutton will test all the LED-
request is received, and acknowledged, for FWE mode before the indicators on the ETS panel by causing all of them to become illuminated.
Each engine telegraph unit comprises a front panel, with pushbuttons marked following monitored safety functions are performed: When pressed for more than 3 seconds, this pushbutton will initiate the on-line
on the panel, and Light Emitting Diode (LED) indicators giving status test for all lamps and pushbuttons.
Control Air Not Vented
information. The ETS panel, its pushbuttons and their functions are described
in the following sections. Safety Air Not Vented Sound Off
Is used to silence audible alarms.
Start Valve Not Blocked
The bridge and control room units each have a telegraph handle which can be
used in a stepped position for pre-defined engine rpm settings, or, by turning Internal Fail
2. Control Location
the handle 90º, it is possible to obtain incremented engine rpm control, i.e., This LED indicator is illuminated when the self-monitoring program detects a
exact rpm settings. Provides information about which operator station is controlling the engine. communication failure or internal failure in the unit.

The engine room unit has emergency telegraph pushbuttons grouped according Emergency
to AHEAD, ASTERN and STOP commands. The names on the telegraph LED indicator is illuminated to indicate that control of the main engine is from
handle and the pushbuttons are self-explanatory. the emergency operator station in the engine room. It indicates that there is a
direct communication between the bridge unit and the engine room unit.

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 Effie Maersk Machinery Operating Manual
Telegraph Commands for the Engine Communication and Command Response Procedure for Communication from the Bridge to the Engine Room Unit

Direct control of the main engine is achieved via the telegraph handle for Normally commands originate from the bridge unit to the operator station a) In the CONTROL LOCATION section of the sub-telegraph panel,
AHEAD, ASTERN and STOP commands. In this ETS installation, control of (control room or emergency position). Personnel at the operator station unit check that the EMERGENCY pushbutton is illuminated to
the engine is directed from the telegraph handle and each position controls the then acknowledge commands from the bridge unit. indicate the communication link, when selected by a control lever
engine in preset rpm increments, according to which LED indicator is selected, in the control room.
Maximum, Full, Half, Slow or Dead Slow. Alternatively, the telegraph handle A command given from the bridge unit causes the pushbuttons and LED
may be turned 90º and the handle can be moved by any amount thereby giving indicators on the ETS panels at the operator station units in the control room b) At the bridge unit, position the telegraph handle for the engine
greater speed control over the engine and allowing for smoother operation. and the engine room, to illuminate. These correspond with the pushbutton and command.
LED indicator illuminations on the bridge, as follows:
Bridge control is achieved when the BRIDGE indicator is illuminated. c) The LED indicator at the bridge unit and the engine room unit,
Flickering which corresponds with the new command position on the
Control room control is achieved when the CONTROL ROOM indicator is A new command has been received but has not been acknowledged. The bell telegraph, will flicker and a bell will sound in the control room.
illuminated. will also sound until the command is acknowledged.
The ETS will show three telegraph pushbuttons illuminated:
(Note ! When passing control between stations the control must be offered by Steady
the station giving up control and it must be accepted by the station taking over The command has been acknowledged. 1. The last acknowledged command LED indicator on the engine
control. Control cannot just be handed over, it must be accepted.) telegraph has a steady illumination.
Procedure for Communication from the Bridge to the Control Room Unit
The LED indicators in the control room unit and engine room unit illuminate 2. The NEW COMMAND pushbutton has a steady illumination
to correspond to the telegraph handle position in the bridge unit. A short a) In the CONTROL LOCATION section of the sub-telegraph panel, to indicate that a new command is given.
audible signal is given in the control room and engine room for each engine check that the control room pushbutton is illuminated to indicate
order change. All changes and commands are logged on the order printer. the communication link. A pushbutton in the control room selects 3. The new telegraph position LED indicator is flickering.
this.
Procedure for Direct Control from the Bridge or Control Room d) When the command has been carried out, the operator at the
b) At the bridge unit move the telegraph handle to the new engine engine room will press the flickering telegraph pushbutton to
Telephone communications between the two stations should confirm which command position. The LED indicator at the bridge unit and the acknowledge that the new command has been carried out. The
station is to have control. control room unit, which corresponds with the new command telegraph handle will have only the one LED indicator with
position from the telegraph handle of bridge unit, will flicker and steady illumination.
a) Check that the BRIDGE (or CONTROL ROOM) indicator is a bell will sound in the control room.
illuminated, when selected by the pushbutton in the control room. Sub-Telegraph System Controls and Indicators
The ETS panel now shows three illuminated telegraph pushbuttons:
b) At the telegraph handle, check that the telegraph handle is in the Control Location
STOP position and the STOP LED indicator is illuminated. 1. The last acknowledged command LED indicator on the
telegraph handle has a steady illumination. This panel section indicates the communication link between the bridge unit
c) Move the telegraph handle to the desired engine command and an operator station unit. The control location is indicated according to the
position in the AHEAD group or ASTERN group. 2. The NEW COMMAND pushbutton has a steady illumination position selected by the control lever, or other type of control, in the control
to indicate that a new command is given. room. The indicators are:
Communicating Engine Commands to Personnel
Emergency: Engine room operator station unit
3. The LED indicator for the new telegraph handle position is
The ETS may be used as a sub-system of the AutoChief - 4 installation in order flickering. Control Room: Control room operator station unit
to communicate commands between the locations. When this method is used,
Bridge: Control directly from the bridge
the ETS only communicates engine commands between its units and the c) When the command has been carried out, the operator at the
engine personnel/operator, who initiates the engine changes in the control control room will position the telegraph handle to the position
room or the engine room. corresponding to the flickering LED indicator, thereby
acknowledging that the new command has been carried out.
The telegraph handle will have only one LED indication with
steady illumination.

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 Effie Maersk Machinery Operating Manual
Procedure for Communication from the Bridge to the Control Room Unit nication line. The AutoChief - 4 essentially provides an interface between the A separate rpm pick-up is provided supplying the following instruments:
engine telegraph system and the main engine control system. It comprises all Indicator with dimmable illumination, in the wheelhouse and at both
a) In the CONTROL LOCATION section of the sub-telegraph panel, the elements which are necessary for the operation, monitoring and safety of bridge wings
check that CONTROL ROOM is illuminated to indicate a com- the engine.
munication link. A control lever, in the control room, selects this. Indicator on the bridge console and engine control console
The system includes the programming control, which can be bypassed in an Revolution counter on engine control console
b) At the bridge unit, press the pushbutton for the desired (new) emergency, for the gradual increasing of the engine speed, in the range of the
command: engine manufacturer’s recommendation. The system sets the speed for the The majority of the units required for the engine control are arranged in the
various manoeuvring conditions. immediate vicinity of the local manoeuvring stand at the engine thus allowing
FWE
for easier operation and monitoring during emergency engine control.
STANDBY In general, the control of propulsion machinery from the wheelhouse is kept as
simple as possible and the control station is provided with only those indicators The reversing servo-motor moves the fuel cams on the camshaft for forward or
FAOP
and equipment necessary for the effective control of speed, ahead and astern reverse engine rotation. The servomotor positions the fuel injection point to the
c) The LED indicator at the bridge unit and the control room unit, and emergency trip of the main engine. correct moment corresponding to the direction of rotation.
which corresponds with the new command position, will flicker
and a bell will sound in the control room. The ETS panel now The automatic bridge control system performs the following functions: The starting air distributor controls the starting valves in the cylinder covers,
shows three illuminated telegraph pushbuttons: Starting the engine in such a way that starting air enters the cylinders in the exact sequence and
moment to turn the crankshaft.
1. The last acknowledged command LED-indicator for the sub- Stopping the engine
telegraph mode has a steady illumination. Reversing the engine The starting cut-off valve is actuated by remote control for the following
functions:
2. The NEW COMMAND pushbutton has a steady illumination Speed setting by telegraph/lever from bridge
End of start
to indicate that a new command is given. Safeguarding and monitoring the engine
Starting time limitation
3. The new sub-telegraph LED indicator is flickering. Manual operation via electric control lever from the ECR
Firing speed is reached
Automatic run up program
When the command has been carried out, the operator at the control room unit Start interval cut out (interruption after several ineffective starts)
will press the pushbutton, with the flickering LED indicator, to acknowledge Critical speed ranges passed through at maximum rate
Slow turning (integrated in the starting system)
that the new command has been carried out. Only the new sub-telegraph LED Crash manoeuvre program
indicator now will have a steady illumination. The NEW COMMAND When starting, the shut-off valve releases starting air, which operates the
pushbutton and the previous sub-telegraph mode LED indicator will no longer Manoeuvre mode selectable from bridge, with limited speed set point starting valves in the cylinder head, causing the engine crankshaft to turn.
be lit. in ahead direction
In all other operating positions the shut-off valve remains closed, thus
Bad weather limitation
Emergency Stop Operation preventing an undesired supply of starting air into the cylinder.
Manual speed and fuel limitation
a) Push the EMERGENCY STOP switch to stop the engine Depending on the desired direction of rotation, the reversing valve directs
Torque and smoke limitation
immediately. control oil pressure to the reversing servomotor on the camshaft, thus bringing
Automatic start manoeuvre, including slow turning with air, when the it to the respective position. As a safeguard, the regulating linkage will not be
b) Push downward and turn the switch to reset the EMERGENCY main engine has been stopped for more than an adjustable time freed until the engine turns in the desired direction of rotation.
STOP switch. An automatic load reduction by an external signal from the safety
device To measure the engine speed, a speed pick up unit is situated below the bearing
c) The stop valve must be reset. housing of the camshaft driving gear wheel. The electric signal of the speed
Start prevention in case of predetermined criteria, e.g. turning gear value is sent to the remote control system, which in turn will operate the
engaged, emergency stop etc. regulating linkage to maintain the speed at the set point.
Main Engine Control System
Speed measurement by inductive pick-ups
The AutoChief - 4 remote control system is designed to remotely control the The pneumatic logic unit is installed below the local manoeuvring stand. Rods
Test and simulation functions serve as connecting links to the local manoeuvring stand.
ship’s main engine from the bridge or control room. The system consists of two
main units the AutoChief - 4 Bridge Unit and the AutoChief - 4 Control Room System is self-monitoring, including the vital periphery units
Unit. The bridge unit is connected to the control room unit by a serial commu-
Propeller shaft revolution indicator

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 Effie Maersk Machinery Operating Manual
Illustration 2.1.2b Main Engine Local Control Station

REMOTE CONTROL

10
START A
H 9
E
A 8

0
RUN D

2 1
7 AUX BLOWERS SAFETY SYSTEM
Fuel Rack

3
No 1 No 2 No 3

4
6 Regulating Rod

5
RUN AFT FWD SHUT
OVER
SLOW

6
DOWN DOWN
RUNNING RUNNING SPEED

7
REMOTE ACTIVE ACTIVE
5

8
CONTROL

9
10
4 PRE PRE
SHUT EMERG RESET
Load Indicator SELECT SELECT
DOWN
CANCEL
STOP SAFETY
-LED ACTIVE SYSTEM
3
RUN A
S 2 SHUT EMERG LAMP
T OFF OFF DOWN
CANCEL STOP TEST
E
R 1
START N
0
STOP
REMOTE
CONTROL
ETU EMERGENCY SYSTEM NOR
Connecting Rod Engine Telegraph Unit CONTROL
EMERGENCY REMOTE
SUBTELEGRAPH MODE CONTROL
Detail of Plate TELEGRAPH

STAND
FWE FAOP FULL
BY
A
H HALF

E
A SLOW

D DEAD
SLOW
NOR
ETU EMERGENCY SYSTEM CONTROL
Engine Telegraph Unit
CONTROL LOCATION
FULL STOP
EMER CONTROL

A Fuel Control GENCY ROOM

NORMAL
DECREASE INCREASE
Lever (3.12)
H HALF
TELEGRAPH STATUS
E RCS
DEAD
A SLOW NEW
COMMAND
WRONG
WAY
NOT
READY A SLOW
MANUAL
FEED
CONTROL
D DEAD Manoeuvring Control S
SLOW SLOW
Lever (5.03) T
E
HALF
CONTROL LOCATION SYSTEM
R
EMER STOP
LAMP SOUND INTERNAL
N
NORMAL FULL
GENCY TEST OFF FAILURE

TELEGRAPH STATUS
Stop / Run
Lever (5.07)
NOR
CONTROL
NEW DEAD
COMMAND
A SLOW

S
SLOW
T
E
HALF
SYSTEM
R
LAMP SOUND INTERNAL
N
FULL
TEST OFF FAILURE

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 Effie Maersk Machinery Operating Manual
The safety cut-out device stops the engine independently by way of the fuel From Control Room to Bridge, Requested by the Bridge
injection pump regulating linkage. The mechanical components of the safety
cut out device are mounted on each fuel injection pump block, stopping the a) Set the lever on the bridge to the level corresponding in the
flow of fuel from the fuel injection pumps as soon as the corresponding control room. Engine RPM and command RPM is the same.
command is triggered.
b) Press the BRIDGE CONTROL pushbutton/LED on the bridge
The fuel injection pump regulating linkage transmits the movement of the panel. The bridge control pushbutton/LED starts to flash on both
governor output lever to the eccentric shaft, this controls the spill valve of the bridge and control room panels. The control room telegraph bell
fuel injection pumps. will sound.

The load dependant, variable controlled injection, influences the control of the c) Press the BRIDGE CONTROL pushbutton/LED on the control
valves in the fuel pumps. The maximum firing pressure is kept constant in the room panel. The buzzer will be released on the bridge panel.
upper load range, which provides for reduced fuel consumption.
d) Press the BRIDGE CONTROL pushbutton/LED on the bridge
AutoChief - 4 Control Transfer System panel. The bridge control pushbutton/LED stays lit on the bridge
and the control room panel. Control is transferred to the bridge.
Although control will normally take place from the bridge, there are times
when it is necessary to transfer control from the bridge to the control room or From Control Room to Bridge, Requested by the Control Room
to the local control station.
a) Press the BRIDGE CONTROL pushbutton/LED on the control
From Bridge or Control Room to Local room panel. The bridge pushbutton/LED starts to flash on the
bridge and control room panels and a buzzer sounds on the bridge
This enables the engineers to take control of the engine directly. The actual panel.
action available and the steps to be taken depend upon whether the electronic
governor is still functioning. For details of the procedures see section 5.2. b) Press the BRIDGE CONTROL pushbutton/LED at the bridge
panel. The bridge control pushbutton/LED changes to steady light
From Local to Control Room on the bridge and control room panels. The buzzer is silenced on
the bridge panel. Control is transferred to the bridge.
At the local control station:
From Bridge to Control Room, Direct Take-Over
a) Set the fuel lever (3.12) to the REMOTE position.
a) Press pushbutton/LED ENGINE ROOM CONTROL on the
b) Set local manoeuvring lever (5.03) to the REMOTE CONTROL control room panel. The pushbutton/LED ENGINE ROOM
position. CONTROL is illuminated and control transfers to the control
room. The pushbutton/LED on the bridge starts to flash and a
c) Set the stop lever (5.07) to the RUN position. buzzer sounds.

d) Push the REMOTE CONTROL pushbutton on the local control b) Press pushbutton/LED ENGINE ROOM CONTROL on the
panel. The REMOTE CONTROL pushbutton lamp starts to flash bridge panel. The pushbutton/LED ENGINE ROOM CONTROL
on the local control panel. The ENGINE ROOM CONTROL changes to steady light on the bridge panel. The buzzer is silenced
pushbutton/LED starts to flash in the AutoChief - 4 panel on the on the bridge panel.
engine control room.

In the engine control room:

e) Push the ENGINE CONTROL ROOM pushbutton/LED on the

control room panel. The LED changes to a steady light. The
REMOTE CONTROL pushbutton lamp changes to a steady light.
The engine is now ready for remote operation from the control
room.

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 Effie Maersk Machinery Operating Manual

Illustration 2.1.2c Main Engine Digital Governor Panel

MODE STATUS ALARM MODE STATUS ALARM

NORMAL REGULATOR ON LOW VOLTAGE NORMAL SERVO ON LOW VOLTAGE
IDLE START RPM DETECT. FAIL IDLE MANUAL CONTR. FEEDBACK FAIL
SETPOINT STOP IN-DATA ERROR TEST IN-DATA ERROR
TEST RPM LIMIT ON OUT-DATA ERROR CALIBRATE EXTERNAL STOP SERVO AMPL. FAIL
CALIBRATE FUEL LIMIT ON SYSTEM IN TEST SERVO BLOCKED SYSTEM IN TEST
SELF TEST OTHER OTHER SELF TEST OTHER OTHER

PARAMETER DATA PARAMETER DATA

NO VALUE NO VALUE

1
2
MODE SELECT
RPM COMMAND (RPM)
REGULATOR 1
2
MODE SELECT
FUEL COMMAND (LI pos.)
ACTUATOR
3 RPM MEASURED (RPM) 3 FUEL OUTPUT (LI pos.) CHANGE
4 (GENERAL INFORMATION) 4 SERVO DEVIATION OUTP (LI pos.) LOCK
5 SCAV. AIR PRESSURE (BAR) 5 SERVO DEADBAND (LI pos.)
6 MAN. RPM LIMIT (RPM) 6 (GENERAL INFORMATION) O
7 MAN. FUEL LIMIT (LI pos.) 7 FEEDBACK FAIL P
8 RPM DEADBAND (RPM) 8 IN-DATA ERROR
E
9 OTHER STATUS
N
9 OTHER STATUS
10 OTHER ALARM 10 OTHER ALARM

LAMP LAMP
TEST DOWN UP SAVE DOWN UP TEST DOWN UP SAVE DOWN UP
RESET RESET

TEST HYUNDAI TEST

CMD RPM PITCH CHARGE CAL SET FUEL AUTO
AIR
DIGITAL GOVERNOR UNIT CONTROL
CONTROL MODES TEST
CONST.
FUEL
ROUGH
SEA
FUEL
SETPNT
RATE - + SERVO
ON
DEACTIVATE
SERVO RATE - +

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 Effie Maersk Machinery Operating Manual
Digital Governor Systems Actuator Function 3 SETPOINT mode. This feature allows certain operating
parameters to be set at levels other than the normal conditions. It
Description The main purposes are: allows for emergency operation of the engine. If the FUEL
The digital governor unit (DGS 8800e) is a complete package, which fulfils all Sense the actuator position command from the regulator SETPOINT button on the front panel is pressed after the Change
the tasks for governing the speed of low-speed, long-stroke diesel engines. Lock switch has been opened, fuel control is diverted to the
Positioning the actuator (and fuel-rack) according to commanded value command handle. In this mode there will be a SYSTEM IN TEST
The governor makes fuel adjustments in response to the desired engine speed
but does this with consideration for other limiting conditions such as the barred In addition, the Actuating Function contains several secondary functions: alarm.
operating speed range, scavenge air pressure and rate of speed increase. Such 4 TEST mode. The test mode may be initiated from the NORMAL
restrictive conditions are entered into the governor’s computer and the system Limiting speed of fuel-rack
or IDLE modes. Input values can be set directly from the front
responds automatically under all circumstances. Output for fuel-rack (actuator) indication panel and the response of the system can be checked with actual
The system responds to slowdown and shutdown signals from external safety Displaying data values inputs from system transducers. In this mode there will be a
systems. Fuel-saving features, such as load limiting functions, are included. SYSTEM IN TEST alarm.
Repeatedly testing of system failures
5 CALIBRATION mode. Calibration mode may be transferred
The DGS 8800e performs computerised handling of all measurements and The DGS 8800e digital governor system consists of the following basic units: from both normal and idle modes. In normal running mode the
control signals. It includes panel pushbutton flexibility to select, adjust, and CAL test button initiates an overlaying rpm value to the real input
test the system performance. An electric actuator controls movement of the DGU 8800e Digital Governor Unit value. The disturbance may be initiated in order to test governor
fuel servo, with a 3 phase brushless servomotor acting as the power medium. The unit has an internal power pack for low voltage distribution. The panel response. In idle mode an overlaying shift signal adds to the value
allows direct operator control of system functions. of chosen selection by pushing the CMD or RPM buttons.
The main purpose of the DGS 8800e system is to control the position of the
engine fuel servo, in order to maintain an engine speed equal to a reference DSU Digital Servo Unit 6 SELFTEST mode. This can only be initiated from the idle mode
setting. The system is composed of two separate and self-contained sub- The servo amplifier together with the power unit are the electric actuator’s condition. In this mode the hardware memory of the computer is
systems, the Speed Regulating Function, and the Fuel Actuator Function. control unit and controls the electric actuator speed. tested.
Programmable Functions
The speed pick-up sensors are of an inductive type, duplicated, mounted by the RPM Detectors The DGU regulating functions have to be set with parameter values and these
engine gearwheel, inside the main engine. The speed pick-ups are two inductive proximity switches, mounted near the can be altered to suit changes in operating circumstances. The main program-
engine flywheel in a waterproof box. The sensing distance to the flywheel is mable functions are:
Engine charge air pressure is measured to be able to limit the fuel injection 2.5 mm ± 0.5 mm.
according to the charge air pressure value. Starting setpoints of fuel and extension time after starting
Scavenge Air Transducer Acceleration limiting of speed commanding signal
The speed reference input to the system may be from one of three points, TRAFO 001 Transformer interface between mains electrical supply and DSU.
selectable from either the bridge control system, the control room back-up This transformer supplies the electric actuator`s power amplifier with 135V Critical speed ranges
system or the local control panel at the emergency stand. AC power. Maximum limit of rpm command value
Regulator Functions ELACT Electric Actuator Scavenge air/index limiting characteristic
The main purposes are: This is of the brushless servomotor type. It is an electro-mechanical unit with Speed index limiter (torque limiter)
a built-in brake which activates in the event of a system or power failure and
Speed reference computation keeps the fuel rack in the current position. The fuel index, or actuator position, Maximum limit of actuator position
Speed measurement and filtering is measured with an absolute encoder mounted directly on the servomotor. The Regulator gain characteristic
servomotor output shaft is connected to the fuel rack.
Output and limit the command signal to the fuel actuating function Error band gain setting
The governor has six operating modes:
In addition, the regulating function has several sub-functions, such as: Command feed-forward influence in fuel setting
1 NORMAL mode. This is selected for normal running and transfer
Displaying data values to this mode is done automatically when the manoeuvring handle Filtering of speed oscillations caused by engine firing action
is moved.
Programming user-dependent parameters
On-line testing 2 IDLE mode. In this condition the actual real time processing of
the governor is not critical and it is normally selected when the
Off-line testing
engine is stopped but may be used at other times depending upon
Selection of alternative mode operations engine operating circumstances.

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 Effie Maersk Machinery Operating Manual

Illustration 2.1.2c Main Engine Digital Governor Panel

MODE STATUS ALARM MODE STATUS ALARM

NORMAL REGULATOR ON LOW VOLTAGE NORMAL SERVO ON LOW VOLTAGE
IDLE START RPM DETECT. FAIL IDLE MANUAL CONTR. FEEDBACK FAIL
SETPOINT STOP IN-DATA ERROR TEST IN-DATA ERROR
TEST RPM LIMIT ON OUT-DATA ERROR CALIBRATE EXTERNAL STOP SERVO AMPL. FAIL
CALIBRATE FUEL LIMIT ON SYSTEM IN TEST SERVO BLOCKED SYSTEM IN TEST
SELF TEST OTHER OTHER SELF TEST OTHER OTHER

PARAMETER DATA PARAMETER DATA

NO VALUE NO VALUE

1
2
MODE SELECT
RPM COMMAND (RPM)
REGULATOR 1
2
MODE SELECT
FUEL COMMAND (LI pos.)
ACTUATOR
3 RPM MEASURED (RPM) 3 FUEL OUTPUT (LI pos.) CHANGE
4 (GENERAL INFORMATION) 4 SERVO DEVIATION OUTP (LI pos.) LOCK
5 SCAV. AIR PRESSURE (BAR) 5 SERVO DEADBAND (LI pos.)
6 MAN. RPM LIMIT (RPM) 6 (GENERAL INFORMATION) O
7 MAN. FUEL LIMIT (LI pos.) 7 FEEDBACK FAIL P
8 RPM DEADBAND (RPM) 8 IN-DATA ERROR
E
9 OTHER STATUS
N
9 OTHER STATUS
10 OTHER ALARM 10 OTHER ALARM

LAMP LAMP
TEST DOWN UP SAVE DOWN UP TEST DOWN UP SAVE DOWN UP
RESET RESET

TEST HYUNDAI TEST

CMD RPM PITCH CHARGE CAL SET FUEL AUTO
AIR
DIGITAL GOVERNOR UNIT CONTROL
CONTROL MODES TEST
CONST.
FUEL
ROUGH
SEA
FUEL
SETPNT
RATE - + SERVO
ON
DEACTIVATE
SERVO RATE - +

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 Effie Maersk Machinery Operating Manual
Regulator Operator Panel Parameter and Data Areas Start Command
This section of the panel has facilities for changing system parameter values.
Panel Layout a) Select regulator parameter 2 and actuator parameter 3 (for
The panel has a removable change lock key which has to be in the OPEN Regulator Operating Buttons information only).
position to allow changes to be made in the system’s most critical parameters. These buttons enable the governor to change the fuel supply to suit particular
In addition, a special service code must be entered to ensure that only operating conditions. The DEAD BAND and ROUGH SEA buttons may be b) Move the manoeuvring handle on the bridge or in the control
authorised personnel can modify the system parameters. selected without restriction but the FUEL SETPOINT button may only be room away from the STOP position, alternatively move the
operated when the key-lock is unlocked and the function parameter is enabled. control room lever to the START position.
Regulator Indicator Lamps
Lamps are arrayed in three groups: Mode, Status and Alarm Regulator Test Buttons The NORMAL and START indicator on the regulator and the NORMAL and
These buttons may be used in all operating modes and pressing one of the SERVO ON of the actuator will be indicated. Information about the fuel
Mode lamps indicate the main constraints under which the regulator function upper buttons, CMD, RPM, SCAV and CAL, inputs data directly from the setpoint will appear on the actuator data display. When the speed reaches the
is operating. These are: Normal, Idle, Setpoint, Test, Calibrate and Selftest. panel thus simulating an input. The value of the signal may be increased or command setpoint level, the REGULATOR ON status will appear and the
reduced by pressing the + or - buttons. command from the handle will immediately be sensed as commanding speed.
Status lamps indicate a running condition that restricts or reflects the system
performance. Actuator Operating Panel
Actuator Indicator Lamps are arranged in three groups; Mode, Status and
REGULATOR ON: The system is in running status with regulation of the fuel Alarm. Any number of lamps may be lit at the same time indicating the status
index on the engine. of the actuator system.
START: Starting phase is activated. Fixed fuel in starting position. Actuator Parameter and Data Areas
In the parameter area is a list of parameters together with their identification
STOP: System in engine stop condition. The rpm command setpoint is zero. numbers. Selecting a number causes the value of the parameter to appear in the
data display. Changes in any parameter value can be made using the up and
RPM LIMIT ON: RPM command setting is restricted by a limiting condition down buttons but the Change Lock must be unlocked. The parameter value as
such as manual limit setting or critical speed range. adjusted can be saved by pressing the SAVE button.
FUEL LIMIT ON: Regulated fuel output is restricted by automatic limiting Actuator Test Buttons
such as manual limit setting, speed limiting or scavenge air limiting. These buttons may be operated to test or calibrate the actuator system.
OTHER: Other will indirectly reflect a status which can be determined by Procedures
considering the parameter panel.
Power On
Regulator ALARM/WARNING Lamps
Any system malfunction is indicated by the warning lamps. a) Ensure that the AC mains is connected and that 3-phase voltage is
reaching the digital servo unit and single phase voltage is
LOW VOLTAGE: Low system power supply. available for voltage control.
RPM DETECTOR FAIL: Hardware failure of rpm detector system. b) Operate the DC power on circuit breakers inside the DGU8800e.
IN-DATA ERROR: Analogue input signal failure on rpm command or c) REG-UP and ELA-UP should appear in the data display. If this is
scavenge air sensor. a power up after changing memory, some time may elapse before
the display appears.
OUT-DATA ERROR: Communication failure between regulator card and
actuator card. Power Off
Once the system is powered up, power should not be switched off unless it is
SYSTEM IN TEST: System is in test or calibration mode. an emergency or for routine servicing. If powering down is necessary, any
altered parameters which are required should be saved using the SAVE button
OTHER: Reflects old alarm conditions which have disappeared but not been before power is removed.
reset.

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 Effie Maersk Machinery Operating Manual

Illustration 2.1.3a Main Engine Safety System Panel

SHUT DOWN SLOW DOWN SLOW DOWN ALARM

OP. OP. OP.
LOOP CODE LOOP CODE LOOP CODE
FAIL FAIL FAIL
01 08 CYL COOL WATER 15 CYLINDER LUB. OIL 22 EMERGENCY STOP SWITCH
OVER SPEED INLET LOW PRESSURE NO. FLOW 23 SHUT DOWN
CANCEL REDUCE RPM CANCEL REDUCE RPM
24 SLOW DOWN
02 MAIN BEARING & PISTON COOL 09 CYL. COOL WATER 16 EXHAUST GAS OUTLET H.T/DEV 25 SHUT DOWN CANCELLED
OIL INLET TOO LOW PRESS. OUTLET HIGH TEMP EXHAUST T/C INLET HIGH LEMP
NON- CANCELLABLE CANCEL REDUCE RPM CANCEL REDUCE RPM
26 SLOW DOWN CANCELLED
27 CRITICAL RPM
03 10 17
CYL. COOL WATER MAIN BEARING & PISTON COOL T/C LUB OIL OUTLET 28 SAFETY CONT AIR PRESS LOW
INLET LOW PRESSURE OIL INLET LOW PRESS. HIGH TEMP
CANCEL CANCELLEABLE CANCEL REDUCE RPM CANCEL REDUCE RPM 29 RPM DETECTOR FAIL
30 LOOP FAIL EM. STOP SWITCH
04 MAIN BEARING & PISTON COOL 11 MAIN BEARING & PISTON COOL 18 CHARGE AIR PISTON UNDER SIDE
OIL INLET LOW PRESS. OIL INLET HIGH TEMP SCAV. AIR COOL OUTLET H.T
CANCEL NON- CANCELLABLE CANCEL REDUCE RPM CANCEL REDUCE RPM
RPM-LEVELS
05 EXH. V/V SPRING AIR LOW PRESS 12 CROSSHEAD LUB. OIL 19 EXHAUST VALVE SPRING AIR
T/C LUB. OIL INLET LOW PRESS INLET LOW PRESSURE LOW PRESS 31 ALARM BLOCK
CANCEL CANCELLABLE CANCEL REDUCR RPM CANCEL REDUCR RPM
32 RPM 1
06 PISTON COOL OIL 13 OIL MIST IN CRANKCASE 20 STERN TUBE BEARING / INTER 33 RPM 2
NO.FLOW HIGH CONTENT SHAFT BEARING HIGH TEMP 34 RPM 3
CANCEL NON-CANCELLABLE CANCEL CANCELLABLE CANCEL CANCELLABLE

07 THRUST BEARING OIL 14 PISTON COOL OIL OUTLET 21 THRUST BEARING LUB. OIL
OUTLET HIGH TEMP HIGH TEMP OUTLET HIGH TEMP
CANCEL CANCELLABLE CANCEL REDUCE RPM CANCEL REDUCE RPM RPM DETECTOR SYSTEMS
FAIL 1 FAIL 2
RESET COMMIS
SHUT DOWN VALVES/ 36 41 42 43 40 41 42 43
35 EM STOP VALVE ACTIVATED ROUGH ROUGH SEA MODE
SOUND ALARM SLOW COMMIS SYSTEM AUTO SYSTEM
SEA OFF ACMM DOWN OFCODE NO.1 NO.2
MODE

CHANGE
STATUS WARNING OP.CODE PARAMETER VALUE LOCK
O
SYSTEM OPERATION INT POWER FAIL
P
I/O SIMULATE COMMUNICATION E
RECEIVE MEMORY N
TRANSMIT INPUT/ OUTPUT
FAILSAFE
HYUNDAI
DOWN UP DOWN UP LOWER RAISE ENTER TEST

CONTROL
SAFETY SYSTEM UNIT

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 Effie Maersk Machinery Operating Manual
2.1.3 Main Engine Safety System The SHUTDOWN response will take place in the same way whichever Rough Sea Mode
operator station has control of the engine. The Rough Sea Mode is designed to avoid engine shut downs when the ship is
Introduction experiencing rough sea conditions and the SSU activates the overspeed
SLOWDOWN Functions condition. When rough sea mode is selected the SSU operates in the normal
The Safety System Unit (SSU) is a computer controlled system which is The SLOWDOWN functions are used for slowing down the ship’s main manner, but control of the auto-stop valve is deactivated when the engine is
designed to monitor the ship’s main engine operation and speed. It also engine. How this is accomplished depends upon which operator station is in operating and its speed has reached a specific rpm which is approximately 50%
controls the safety functions, such as shutdown and slowdown, if the engine’s control of the main engine, i.e: of the engine’s Maximum Continuous Rating (MCR).
monitored operations exceed defined limits. The safety system unit provides
the following control and monitoring facilities: Main Engine Controlled by: As the SSU 8810 is configured as a sub-system of the AutoChief - 4 remote
control system, the rpm load can also be reduced by means of the bridge
Control of: Bridge (via the Bridge Control System) control system. This applies when the main engine is in Bridge Control Mode,
and Rough Sea Mode is selected.
Emergency stop
The engine’s load is automatically reduced to a preset level if one of the
Engine shut down slowdown sensors is activated. Basic Operation
The SSU 8810 monitors the ship’s main engine operation and speed, then
Engine slow down
Control Room controls the engine’s safety functions by transferring the monitored and control
Monitoring of: signals between the engine and the SSU, via simple serial data links. The SSU
When under the control of the control room, the system will reduce the main 8810 contains a microprocessor, which processes the signals and is also
Engine speed engine’s load by the use of one of the following systems: interfaced to a display/control panel. The display/control panel enables the
Engine overspeed SSU to perform its stand-alone alarm and monitoring functions.
The remote control system
Engine shut down sensors Using the digital governor system The SSU has two groups of parameters which can be inspected and/or
Engine slow down sensors redefined and these are the system parameters (OP.CODES) and I/O
Using the solenoid valve provided for that purpose
(Input/Output) channel parameters. There are up to 112 I/O parameters
RPM detectors Manual intervention arranged in three groups
Emergency stop switches
Emergency (engine room) Panel Functions
Emergency stop (Auto-stop) solenoid valve The SSU 8810 functions are displayed on the front panel of the unit by LED
The main engine’s speed is reduced manually after the slowdown alarm is indicators, operator controls being in the form of pushbuttons. Each sub-
Main Operational Features activated. system or operating area is assigned a code, the operation code (OP.CODE)
and this is given a unique number.
The SSU 8810 is a sub-system of the AutoChief - 4 control system and is There are two types of slowdown:
designed to monitor and control safety functions. A brief description of the Overspeed is assigned the OP.CODE 01
main operational features included in the SSU is provided in the following 1. A Non-cancelable slowdown, which slows the engine down Critical rpm the OP.CODE 27
sections. immediately. There is no time lapse or delay with a non-
cancelable slow down. Shaft rpm detector OP.CODE 49
SHUT DOWN Functions OP.CODES 02 to 07 are grouped as shutdown functions whilst the
If the main engine’s defined safety limits are exceeded and/or one of the 2. A Cancelable slowdown, which slows the engine down, after a slowdown functions use the OP.CODES 08 to 21.
shutdown sensors is activated, the SSU will shut down the engine. The unit’s defined time lapse or delay.
response is immediate but there are two types of SHUTDOWN: In addition, SHUTDOWN and SLOWDOWN functions are labelled in the
assigned space on the SSU panel and are designated as non-cancellable or
1. Non-cancelable SHUTDOWN which stops the engine cancellable.
immediately. There is no time lapse or delay with a non-
cancelable SHUTDOWN. Within a particular OP.CODE there are individual parameters which have an
influence upon the area or sub-system defined by the OP.CODE. for example
2. Cancelable SHUTDOWN which stops the engine after a defined the overspeed sub-system (OP.CODE 01) has parameters for current engine
time lapse or delay. The time lapse allows the operator to speed, obtained from the engine, the set overspeed level and the defined alarms
intervene and take corrective action, if that is possible, before the to be activated.
engine shuts down.

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 Effie Maersk Machinery Operating Manual

Illustration 2.1.3a Main Engine Safety System Panel

SHUT DOWN SLOW DOWN SLOW DOWN ALARM

OP. OP. OP.
LOOP CODE LOOP CODE LOOP CODE
FAIL FAIL FAIL
01 08 CYL COOL WATER 15 CYLINDER LUB. OIL 22 EMERGENCY STOP SWITCH
OVER SPEED INLET LOW PRESSURE NO. FLOW 23 SHUT DOWN
CANCEL REDUCE RPM CANCEL REDUCE RPM
24 SLOW DOWN
02 MAIN BEARING & PISTON COOL 09 CYL. COOL WATER 16 EXHAUST GAS OUTLET H.T/DEV 25 SHUT DOWN CANCELLED
OIL INLET TOO LOW PRESS. OUTLET HIGH TEMP EXHAUST T/C INLET HIGH LEMP
NON- CANCELLABLE CANCEL REDUCE RPM CANCEL REDUCE RPM
26 SLOW DOWN CANCELLED
27 CRITICAL RPM
03 10 17
CYL. COOL WATER MAIN BEARING & PISTON COOL T/C LUB OIL OUTLET 28 SAFETY CONT AIR PRESS LOW
INLET LOW PRESSURE OIL INLET LOW PRESS. HIGH TEMP
CANCEL CANCELLEABLE CANCEL REDUCE RPM CANCEL REDUCE RPM 29 RPM DETECTOR FAIL
30 LOOP FAIL EM. STOP SWITCH
04 MAIN BEARING & PISTON COOL 11 MAIN BEARING & PISTON COOL 18 CHARGE AIR PISTON UNDER SIDE
OIL INLET LOW PRESS. OIL INLET HIGH TEMP SCAV. AIR COOL OUTLET H.T
CANCEL NON- CANCELLABLE CANCEL REDUCE RPM CANCEL REDUCE RPM
RPM-LEVELS
05 EXH. V/V SPRING AIR LOW PRESS 12 CROSSHEAD LUB. OIL 19 EXHAUST VALVE SPRING AIR
T/C LUB. OIL INLET LOW PRESS INLET LOW PRESSURE LOW PRESS 31 ALARM BLOCK
CANCEL CANCELLABLE CANCEL REDUCR RPM CANCEL REDUCR RPM
32 RPM 1
06 PISTON COOL OIL 13 OIL MIST IN CRANKCASE 20 STERN TUBE BEARING / INTER 33 RPM 2
NO.FLOW HIGH CONTENT SHAFT BEARING HIGH TEMP 34 RPM 3
CANCEL NON-CANCELLABLE CANCEL CANCELLABLE CANCEL CANCELLABLE

07 THRUST BEARING OIL 14 PISTON COOL OIL OUTLET 21 THRUST BEARING LUB. OIL
OUTLET HIGH TEMP HIGH TEMP OUTLET HIGH TEMP
CANCEL CANCELLABLE CANCEL REDUCE RPM CANCEL REDUCE RPM RPM DETECTOR SYSTEMS
FAIL 1 FAIL 2
RESET COMMIS
SHUT DOWN VALVES/ 36 41 42 43 40 41 42 43
35 EM STOP VALVE ACTIVATED ROUGH ROUGH SEA MODE
SOUND ALARM SLOW COMMIS SYSTEM AUTO SYSTEM
SEA OFF ACMM DOWN OFCODE NO.1 NO.2
MODE

CHANGE
STATUS WARNING OP.CODE PARAMETER VALUE LOCK
O
SYSTEM OPERATION INT POWER FAIL
P
I/O SIMULATE COMMUNICATION E
RECEIVE MEMORY N
TRANSMIT INPUT/ OUTPUT
FAILSAFE
HYUNDAI
DOWN UP DOWN UP LOWER RAISE ENTER TEST

CONTROL
SAFETY SYSTEM UNIT

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 Effie Maersk Machinery Operating Manual
OP.CODE pushbuttons, allowing direct operator/SSU interaction, are provided RPM Detector System the shutdown action and will not activate the stop solenoid. It is possible to
with a LED indicator on the pushbutton itself. This arrangement of Failure alarms indicated by FAIL 1 and FAIL 2 LED indicators. respond to cancellable shutdown from the bridge when in the SSU is in bridge
pushbuttons allows an OP.CODE to be selected, using the UP and DOWN control mode and from the emergency control panel when in emergency
buttons, and individual parameters within that OP.CODE to also be selected LOOP Fail control. When a cancellable shutdown alarm condition is detected the
using a set of parameter UP and DOWN buttons. The OP.CODE and selected Communication loop failure causes the LOOP FAILURE LED indicator to following happens:
parameter will be displayed on the OP.CODE and parameter displays together illuminate.
with the parameter value. The value of a particular parameter can be changed The alarm LED indicator for the actual alarm starts to flicker
but to do this the CHANGE LOCK key must be turned and this feature is used Non-Cancellable Shutdown indicating that a shutdown sensor has been activated. Pressing the
to prevent unauthorised alteration of any parameter values. Parameter values A non-cancelable shutdown stops the engine immediately when its safety cancel button in the specified time delay period will cancel the
should only be changed if the system operation has been altered. In order to limits are exceeded. When a non-cancellable shutdown alarm condition is shutdown. The horn sounds.
change the value of a parameter the RAISE and LOWER buttons are pressed detected the following occurs:
to alter the value of the parameter. When the correct value has been obtained, Procedure for Handling a Cancellable Shutdown
the ENTER button is pressed to load the value into the system’s software Alarm LED indicator for the actual alarm starts to flicker
program. The CHANGE LOCK must be turned to the close position. indicating that a shutdown sensor has been activated. The a) Press SOUND OFF to silence the horn.
OP.CODE 35 LED-indicator is lit. The shutdown LED indicator
I/O parameters should not be changed as they are linked with the signal from/to in the ALARM display starts to flicker and the horn sounds. b) Press ALARM ACK. The flickering LEDs will change to a steady
the transducer and the adaptor card, which forms the interface between the light.
process signal and the SSU, if that particular signal channel uses an adaptor Procedure for Handling a Cancellable Shutdown
card. c) Press the CANCEL pushbutton adjacent to the actual alarm. When
a) Press SOUND OFF to silence the horn. the CANCEL pushbutton is pressed the alarm LED indicator
The on-line test function can be operated by turning the CHANGE LOCK key starts to flicker and will remain flickering until the CANCEL is
and pressing the TEST button. After completion of the test the CHANGE b) Press ALARM ACK. The flickering LED will no longer flicker pressed again.
LOCK key must be closed. but emit a steady light.
(Note ! If the CANCEL LED indicator remains illuminated and the shutdown
Normal Operation c) Detect and correct the alarm condition. The illuminated LED function will not operate, it means that a manual override of the safety function
The most usual SSU 8810 operator interaction is operator response to alarm indicators will be extinguished as soon as the alarm condition is has been selected.)
conditions. All alarms directed by the SSU activate the horn relay to sound an rectified and the shutdown sensor is deactivated.
alarm. At the same time the LED indicators on the SSU panel are illuminated d) If the shutdown alarm condition persists the EMERGENCY
to indicate the source and/or type of alarm. Pressing the SOUND OFF button (Note ! Pressing the CANCEL button will not cancel a non-cancellable alarm.) STOP VALVE ACTIVATED LED indicator will illuminate and
when the alarm is still active will only deactivate the horn, the LED indicators the engine will stop.
will remain illuminated. d) Set the engine telegraph lever at the control location (control
room, engine room or bridge) to STOP. The OP.CODE 35 LED
SSU Panel Alarm Indicators indicator is extinguished when the shut-down sensor is de-
There are many alarm conditions on the control panel and these will be activated and shutdown is reset.
illuminated individually or in groups depending upon the nature of the
problem. An engine event such as an oil mist detector warning will trigger an e) End the procedure by restarting the main engine if desired.
automatic slowdown and the alarm panel will indicate the slowdown situation
and the location of the problem causing the slowdown. If there is failure of The overspeed alarm initiates an engine shutdown which cannot be cancelled;
certain monitoring devices, such as a detector for the engine speed then this it is always defined as a non-cancellable alarm condition. The OVERSPEED
will trigger an alarm but will not change engine operation, however, interven- LED indicator will flicker and the horn will sound when the engine speed
tion is required. Should part of the signal loop fail, then there will be a LOOP exceeds a predefined limit.
FAILURE alarm with an indication as to the section of the system which has
failed. Cancellable Shutdown
An engine shutdown may be initiated by the SSU in response to some
SHUTDOWN/SLOWDOWN operating condition but it may be possible to avoid the engine shutdown and
Horn and LED indicators activated. The LED indicators for particular fault the problems involved in starting again. The usual time delay is 6 seconds but
activating the alarm. If the shutdown alarm condition exists, the the interval may be adjusted to between 0 and 255 seconds. If the CANCEL
EMERGENCY STOP VALVE ACTIVATED LED indicator will be SHUTDOWN button is pressed within the specified time period or before the
illuminated. engine has slowed down to the air/fuel rpm change level, the SSU will release

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 Effie Maersk Machinery Operating Manual

Illustration 2.1.3a Main Engine Safety System Panel

SHUT DOWN SLOW DOWN SLOW DOWN ALARM

OP. OP. OP.
LOOP CODE LOOP CODE LOOP CODE
FAIL FAIL FAIL
01 08 CYL COOL WATER 15 CYLINDER LUB. OIL 22 EMERGENCY STOP SWITCH
OVER SPEED INLET LOW PRESSURE NO. FLOW 23 SHUT DOWN
CANCEL REDUCE RPM CANCEL REDUCE RPM
24 SLOW DOWN
02 MAIN BEARING & PISTON COOL 09 CYL. COOL WATER 16 EXHAUST GAS OUTLET H.T/DEV 25 SHUT DOWN CANCELLED
OIL INLET TOO LOW PRESS. OUTLET HIGH TEMP EXHAUST T/C INLET HIGH LEMP
NON- CANCELLABLE CANCEL REDUCE RPM CANCEL REDUCE RPM
26 SLOW DOWN CANCELLED
27 CRITICAL RPM
03 10 17
CYL. COOL WATER MAIN BEARING & PISTON COOL T/C LUB OIL OUTLET 28 SAFETY CONT AIR PRESS LOW
INLET LOW PRESSURE OIL INLET LOW PRESS. HIGH TEMP
CANCEL CANCELLEABLE CANCEL REDUCE RPM CANCEL REDUCE RPM 29 RPM DETECTOR FAIL
30 LOOP FAIL EM. STOP SWITCH
04 MAIN BEARING & PISTON COOL 11 MAIN BEARING & PISTON COOL 18 CHARGE AIR PISTON UNDER SIDE
OIL INLET LOW PRESS. OIL INLET HIGH TEMP SCAV. AIR COOL OUTLET H.T
CANCEL NON- CANCELLABLE CANCEL REDUCE RPM CANCEL REDUCE RPM
RPM-LEVELS
05 EXH. V/V SPRING AIR LOW PRESS 12 CROSSHEAD LUB. OIL 19 EXHAUST VALVE SPRING AIR
T/C LUB. OIL INLET LOW PRESS INLET LOW PRESSURE LOW PRESS 31 ALARM BLOCK
CANCEL CANCELLABLE CANCEL REDUCR RPM CANCEL REDUCR RPM
32 RPM 1
06 PISTON COOL OIL 13 OIL MIST IN CRANKCASE 20 STERN TUBE BEARING / INTER 33 RPM 2
NO.FLOW HIGH CONTENT SHAFT BEARING HIGH TEMP 34 RPM 3
CANCEL NON-CANCELLABLE CANCEL CANCELLABLE CANCEL CANCELLABLE

07 THRUST BEARING OIL 14 PISTON COOL OIL OUTLET 21 THRUST BEARING LUB. OIL
OUTLET HIGH TEMP HIGH TEMP OUTLET HIGH TEMP
CANCEL CANCELLABLE CANCEL REDUCE RPM CANCEL REDUCE RPM RPM DETECTOR SYSTEMS
FAIL 1 FAIL 2
RESET COMMIS
SHUT DOWN VALVES/ 36 41 42 43 40 41 42 43
35 EM STOP VALVE ACTIVATED ROUGH ROUGH SEA MODE
SOUND ALARM SLOW COMMIS SYSTEM AUTO SYSTEM
SEA OFF ACMM DOWN OFCODE NO.1 NO.2
MODE

CHANGE
STATUS WARNING OP.CODE PARAMETER VALUE LOCK
O
SYSTEM OPERATION INT POWER FAIL
P
I/O SIMULATE COMMUNICATION E
RECEIVE MEMORY N
TRANSMIT INPUT/ OUTPUT
FAILSAFE
HYUNDAI
DOWN UP DOWN UP LOWER RAISE ENTER TEST

CONTROL
SAFETY SYSTEM UNIT

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 Effie Maersk Machinery Operating Manual
Non-Cancellable Slowdown (Note ! If the OP.CODE 26 LED indicator remains illuminated, press the
A non-cancellable slowdown slows the engine as soon as its defined safety SLOWDOWN reset button which should release the alarm. If the fault will not
limits are exceeded. The action is immediate. As soon as the slow down is reset, it indicates that another slowdown alarm condition has occurred.)
initiated the alarm LED indicator for the actual alarm begins to flicker
indicating that a slowdown sensor has been activated. The slowdown LED All LED indicators are extinguished when the slowdown sensor(s) return to
indicator in the alarm display also begins to flicker and the horn sounds. normal after the fault has been corrected.
Pushing the CANCEL button will have no effect on the process.
(Note ! Other alarm conditions are dealt with in a similar manner but the effect
Procedure for Handling a Cancellable Slowdown on the engine either by initiating shutdown or slowdown does not take place.)

a) Press SOUND OFF to silence the horn.

b) Press ALARM ACK. The flickering LED will no longer flicker

but emit a steady light.

c) The OP.CODE 24 LED indicator is extinguished when the

slowdown OP.CODE 24 is corrected.

d) If the LED indicator remains illuminated press the slowdown

reset button which should release the slow down unless another
slowdown has been initiated for another reason. All LED
indicators are extinguished when the slowdown sensors return to
normal operating condition.

Cancellable Slowdown
A cancellable slowdown slows the engine within a specified time of the alarm
condition being detected by the slowdown sensor(s). The usual time delay is 6
seconds but the interval may be adjusted within the range 0 to 255 seconds.
When a cancellable slowdown alarm is detected the following happens.

The alarm LED indicator for the actual alarm starts to flicker
indicating that a slowdown sensor has been activated. Pressing the
cancel button in the specified time delay period will cancel the
slowdown. The horn sounds.

It is possible to cancel the slowdown from the bridge when in the SSU is in
bridge control mode.

Procedure for Handling a Cancellable Slowdown

a) Press SOUND OFF to silence the horn.

b) Press ALARM ACK. The flickering LEDs will change to a steady

light.

c) Press the CANCEL pushbutton adjacent to the actual alarm.

When the CANCEL pushbutton is pressed the alarm LED
indicator will illuminate and the OP.CODE 26 LED indicator will
flicker to confirm that the slowdown has been cancelled.

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 Effie Maersk Machinery Operating Manual
Illustration 2.2.1a Auxiliary Boiler

Steam Gas
Outlet Outlet
Burner

Manhole
Air
(Front)
Inlet

N.W.L.
Soot Blower Rear (Front)
Roof Header

Roof Wall
Tube

Downcomer

Screen Wall
Tube
Rear Bank Observation Hole
Tube (Side)

Side And Floor

Wall Tube

Partition
Plate Observation Hole
(Front)

Sootblower
Access Door
(Front)
Gas Outlet
Side Wall Tube Rear (Front)
Wall Tube

Access Door
(Front)

Rear (Front)
Bottom Header

Water Washing
Blow Pipe

Manhole Water Water Washing

(Front) Drum Blow Pipe

Issue: 1 2.2 Boilers and Steam Systems Page 1 of 20

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 Effie Maersk Machinery Operating Manual
2.2 Boilers and Steam Systems Water Level Gauge Sam IL Industry Co. Ltd. Situated at the top and bottom of the front and rear walls are water wall
Reflex Type headers. Water enters the bottom headers and rises through the tubes to the top
2.2.1 General Description headers due to natural convection. As the water rises, it is heated until its
Safety Valve Fukui Seisakusho Co. Ltd saturation temperature is reached and it then begins evaporating. This water-
The steam generating plant consists of two auxiliary boilers and one exhaust Full Bore Type steam mixture is passed to the steam drum via the top headers.
gas economiser. Steam is required at sea for fuel, domestic water and cargo
slop tank heating purposes. In port steam is used additionally for driving the Chemical Dosing Unit Drew Ameroid Marine Division Front and rear water wall tubes connect to steam and water headers at the top
power turbines of the cargo pumps and No.1 water ballast pump. The steam . and bottom respectively; one end of each top header connects with the steam
demand of the plant, in port, is served by the boilers. At sea, steam demand is FD Fan Tong Yang Machinery & Eng. drum and one end of each bottom header connects with the water drum. The
met by circulating boiler water from one of the auxiliary boilers through the roof, side and bottom water wall tubes are directly connected to the water and
exhaust gas economiser, by one of the boiler water circulating pumps. The FO Pump Kosaka Laboratory Ltd steam drums.
auxiliary boiler acts as a receiver for the steam generated by the economiser.
The economiser is arranged in the main engine exhaust gas uptake to take FO Heater Dong Hwa Precision Industrial Co. Ltd The steam generating bank of tubes, connecting steam and water drums, is
waste heat from the main engine exhaust. An auxiliary boiler may be required located within the furnace.
at sea in low temperature areas, as well as reduced power operation of the main Description
engine, such as during manoeuvring or slow steaming on passage when there Boiler Casing
will be insufficient waste heat to generate the required steam. General Construction
As the furnace of the boiler is made completely gas-tight by the adoption of
Auxiliary Boiler The boiler is of the two drum rectangular type, with a membrane furnace water welded membrane water wall construction, no casing or refractory is required
wall connecting steam and water drums. The furnace consists of gas-tight to contain the combustion gases. Mineral wool insulation is provided on the
No. of sets: 2 membrane walls, the downcomer pipes are located outside of the furnace. The outer surface of the furnace water walls and this is covered by corrugated
Maker: Hyundai Heavy Industries Ltd fuel burner unit and associated combustion air inlet, is located in the roof of the galvanised sheets to reduced heat transfer. The maximum temperature on the
Model: HMT-50 furnace with the burner firing downwards using a steam assisted pressure jet casing surface will not exceed 60ºC.
Type: Top fired rectangular water tube marine boiler burner. At the furnace bottom, a refractory protects the furnace bottom from
Evaporation: 50,000 kg/h the combustion flame. Combustion gases flow downwards and through the Steam Drum and Fittings
Steam Condition: 18 kg/cm2 saturated steam. lower part of the division tube wall and the lower section of the generating tube
Fuel Oil: HFO up to 700 cSt at 50ºC bank which connect the steam and water drums. The gases then flow upwards The steam and water drums are fabricated using boiler steel plate of all welded
Safety Valve Setting: 20 kg/cm2 on a return path through the upper part of the generating tube bank to the flue construction.
Fuel Oil Consumption: 3,850 kg/h at 100% evaporation gas box at the top of the boiler. Radiant heat generates steam in the membrane
furnace water wall tubes. The steam drum has a horizontal perforated baffle plate covering the entire
Boiler Associated Equipment water surface in order to prevent droplets of water rising to the upper part of
The membrane wall has access doors to allow for furnace inspection and the steam drum. A steam separator is provided to completely remove the
Equipment Manufacturer cleaning. moisture.

Combustion Control Volcano Co. Ltd The boiler structure is rigid enough to withstand rolling, pitching and shock The feedwater pipe enters the steam drum at the rear of the boiler and is
Electronic/Air Operated loading of the ship operating in a seaway. The boiler is supported at the water attached to an internal perforated feed pipe which extends to the front of the
drum and the water wall lower headers, and there are no rigid connections at steam drum. This ensures that there is complete mixing of incoming feed with
Feedwater Regulator ABB Industry KK any other points in order to allow for thermal expansion. the existing boiler water and an equalising of temperatures. The chemical
Electronic/Air Operated feedwater treatment pipe attaches to the internal feedwater pipe and this also
Furnace ensures that there is complete mixing of the chemicals before the water reaches
Remote Water Level Gauge Yamatake the downcomers. The open ended surface blow off internal pipe extends to the
Closely spaced water wall tubes of 76.2mm outside diameter, form the surface of the steam drum to ensure that only floating solids on the water
Drum Level Safety System Yamatake membrane walls at the side, roof, except for burner opening, rear, and front of surface are discharged through this scum blowdown line. The boiler blowdown
Electronic the furnace. This construction is in order to increase the radiant heat absorption connection is fitted to the lower part of the water drum.
in the furnace and to make it strong enough to withstand vibration. The furnace
Oil Burner Volcano Co. Ltd is made completely gas-tight by the welded water wall construction.
Steam Jet Oil Burner

Sootblower Diamond Power Specialty Ltd

Rotary Type

Issue: 1 2.2 Boilers and Steam Systems Page 2 of 20

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 Effie Maersk Machinery Operating Manual
Operating Procedures b) Set the burner for air atomising, using an air pressure of 5 kg/cm2 (Note ! At normal sea going condition, the boiler fuel system should be
and fuel pressure of 3 kg/cm2. Purge the furnace with the forced continually circulating heated HFO.)
Procedure for Preparing the Boiler for Service draught fan for one minute with vanes fully open.
c) Reduce the air pressure at the windbox to between 10 and
The following steps should be taken before attempting to flash up the boiler. c) Reduce the air pressure at the windbox to between 10 and 20mm 20mmWG.
WG and close recirculating valve.
a) All foreign materials must be removed from internal pressure d) Close the recirculating valve.
parts. d) Light the burner using the pilot burner and adjust air and fuel
pressure to ensure stabilised combustion by using the furnace e) Light the burner and adjust the air and fuel pressure to ensure
b) All gas side-heating surfaces must be clean and all refractory be observation port and smoke indicator. stabilised combustion, using the furnace observation port and
in good condition. smoke indicator.
e) When raising the pressure, keep the burner firing for 5 minutes
c) The furnace bottom and the burner wind box must been cleaned and out of service for 15 minutes repeatedly at the lowest fuel oil Boiler pressure must be raised gradually over a period of hours in accordance
of oil and other debris. pressure (2.5kg/cm2) for one hour. Again, repeatedly light and with the manufacturer’s instructions. The recommendations are the same as in
shut down the burner to raise pressure as recommended on the item e) in the section; Raising Pressure With No Steam Available
d) All personnel not involved must remain clear of the boiler. pressure raising curve supplied by the manufacturer. (Page 35 of
document HMT-ONM-50). A guideline would be to aim for f) When the drum pressure has risen to about 2 kg/cm2, close the
e) All manhole covers must be securely tightened. 1kg/cm2 after 2 hours firing, 5kg/cm2 after 2.75 hours firing and drum vent valve.
12 kg/cm2 after 3.25 hours firing.
f) Inspect safety valves and ensure that gags have been removed and g) Drain and warm through all steam supply lines to ancillary
easing levers are in good condition. f) When the drum pressure has risen to about 2 kg/cm2, close the equipment before putting the boiler on load.
drum vent valve.
g) Open root valves for all instruments and controls connected to the Shutting Down
boiler and check that they work as intended. g) Drain and warm through all steam supply lines to ancillary
equipment before putting the boiler on load. a) Operate sootblowers before shutting down the boiler whenever
h) Open the vent valve of the steam drum. possible.
h) Supply steam to one of the HFO service tanks. When the tank is
i) Open all pressure gauge valves and check to ensure that all valves of sufficient temperature to be pumped by the HFO pump, supply b) Shut down the burner.
on the pressure gauge piping are open. steam to the HFO heater and prepare to change over from DO to
HFO firing. The HFO must be thoroughly circulated through the c) Continue operation of the forced draught fan for a short while
j) Check and close all blow-off valves and drain valves. system to ensure it is at the correct temperature for good after shutting down, keeping an air pressure of 150mm WG at
combustion (see section 2.6.3). When firing on HFO, check the burner inlet and purge the furnace of combustible gases.
k) Fill the boiler until water level appears 25 to 50mm high in the combustion and adjust the fuel and air as required, then continue
gauge glasses. Allow for swell in level after firing. pressure raising. d) Maintain the water level visible at about 50mm in the gauge glass
and when the boiler is closed raise the water level 70mm to
l) Check the operation of gauge glasses. Remote reading (Note ! Caution must be exercised when operating with diesel oil due to its 120mm above the normal water level.
instruments will not work correctly until the boiler is under lower flash point. Diesel oil must not be heated above 40ºC and there is a
pressure and so they must not be relied upon. greater risk of leakage compared with HFO.) e) Open the drum vent valve when the boiler pressure reaches about
2 kg/cm2.
Raising Pressure With No Steam Available from the Other Boiler or i) At working pressure, switch to automatic operation.
Economiser f) Change the fuel system to diesel oil and circulate back to the tank.
Raising Pressure with Steam Available from the Other Boiler or Economiser
With the boiler water at the correct level and other checks made as above: (Note ! If steam is to remain available from the other boiler or economiser, the
a) Start the forced draught fan, open the inlet vanes and purge the boiler HFO system should remain in use and there is no need to change to
a) Set up the fuel system for diesel oil and circulate the fuel until all furnace. diesel oil.)
heavy fuel has been discharged from the fuel lines. Ideally the
fuel system should have been flushed through with diesel oil prior b) Ensure that the HFO system is correctly heated then start the HFO g) When fuel oil has been purged, shut down the fuel system.
to the previous shutdown. burning pump and circulate oil through the heater and burner
manifold, open the recirculating valve and discharge the cold
HFO in the line.

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 Effie Maersk Machinery Operating Manual
After the boiler has been shut down for 4 hours the forced draught fan may be c) In either case of tube failure, maintain the forced draught fan so Bleed the boiler using the vent valve to be sure all the air is out.
used to assist cooling down should immediate access be required. However, to that the air draft assists in carrying away the escaping steam. Care Maintain a hydrostatic pressure of 2 to 3.5 kg/cm2 on the boiler.
avoid the risk of damage to refractory, allow the boiler to cool down under must be taken to avoid damage to the refractory by an excessive
natural means if possible. air supply. Take a periodic boiler water sample and replenish any depleted chemicals.

! CAUTION d) Do not blow down the boiler unless the tube failure is so severe Maintaining Boiler in Warm Condition
Do not attempt to cool down the boiler by blowing down or by filling with that personnel could be endangered. When the boiler has cooled,
cold water. the blowdown may be used to empty the boiler. At sea, with one boiler being circulated through the waste heat economiser, the
standby boiler should be maintained in a warm condition by supplying steam
Emergency Operation e) When the boiler has cooled enough, an inspection should be to the heating element in the bottom drum. This is done by closing the heating
carried out to assess the situation and carry out necessary repairs. coil drain valve and opening the inlet and outlet valves. The boiler pressure
Low Water Level should be maintained at 0.5 kg/cm2 or above. When the heating element is not
f) If tube failure is not serious and the water level can readily be in use, the inlet/outlet valves are closed and the drain left open.
A low water level, 140mm or more below the normal working level, will maintained, the boiler can be shut down in the normal manner.
activate the visual and audible alarms (illumination of the alarm lamp on the The forced draft air supply should be maintained to carry away In port with the economiser shut down, the standby boiler is maintained at
control panel and sounding of the alarm buzzer). Should the water level fall to vapours generated by the leaking water and the water level 2kg/cm2 or above by switching the burner on and off. Do not use the bottom
250mm or more below the normal working level, the fuel oil emergency trip maintained during the cooling down period. When boiler pressure drum heater.
valve will close, shutting off fuel from the boiler. The feedwater valve and has fallen to 2 kg/cm2, the steam drum vent valve boiler may be
steam stop valve should be fully closed, the burner shut down completely and opened and the boiler blown down. Dry Lay-up
the forced draught fan stopped after purging the furnace. Never attempt to
supply feedwater to the boiler until the boiler has cooled sufficiently, as there Putting the Boiler Out of Service This should only be undertaken if a wet lay-up cannot be performed.
is a danger of bringing comparatively cold feed into contact with hot surfaces.
When the boiler water level has been restored the boiler may be flashed up When putting a boiler out of service, the wet lay-up method is preferable, as it a) Whilst the boiler remains warm, drain it of all water and ensure
using the normal procedure. requires less preparation and it can be quickly returned to service. These steps that all headers are dry.
are taken if the ship is to be taken out of service for some time and are not part
Flame Failure of normal operational routine. b) Remove the end piece of the waterwall lower header to check that
no water remains.
In case of flame failure, close the oil inlet valve and reduce air pressure to Wet Lay-up
prevent over cooling the furnace. c) Provide some dry heat, electric heaters preferably, in the furnace
When the boiler is in the cooling down process following shutdown, to promote internal drying.
Purge the furnace thoroughly before relighting the burner. Always use the pilot appropriate quantities of boiler chemicals should be injected into the drum
burner for ignition, never attempt to relight the burner from the hot furnace using the boiler chemical injection device. To ensure adequate protection of the d) When the boiler is completely dry, put some quick lime or
refractory. boiler, follow the guidelines given by the chemical supplier. The quantity of calcium chloride in a shallow dish for placement in the drum and
the chemicals required will depend upon the condition of the boiler water and header then close the end plate and manhole doors. Check the
Evaporating Tube Failure a water test should be carried out prior to shutting down. After dosing the moisture absorbent chemicals every week initially and replenish
boiler water should register pH of 12, (alkalinity 300 to 400 ppm) phosphoric as required.
Serious tube failure where water level cannot be maintained. acid about 50 ppm, and sodium sulphite 80 to 100 ppm. The high alkalinity
will ensure adequate protection of the boiler. When returning the boiler to e) Cover the funnel outlet and close the air inlet to the furnace.
a) Shut off the oil supply to the boiler and if the tube failure results service the chemical concentrations should be returned to normal levels and
from low boiler water level, shut off the feed supply, close the this means blowing down the boiler and filling with untreated make-up feed.
feedwater valve and steam stop valve.
a) When the pressure is approaching atmospheric pressure, open the
b) If the tube failure results from a cause other than low water level, steam drum air vent valve.
the fuel supply should be shut off but the feedwater supply should
be maintained in order to assist in the cooling down process. b) When the pressure is off the boiler, supply distilled water until it
When the boiler has cooled sufficiently, close the feed valve and issues from the vent valve, then close the vent valve.
steam stop valve and open the steam drum vent.
c) Put a hydrostatic pressure of 3.5 to 5kg/cm2 on the boiler. Hold
this pressure until the boiler has cooled to ambient temperature.

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 Effie Maersk Machinery Operating Manual
Illustration 2.2.2a Boiler Control Panel

NO.2 BLR COMMON/STARTER NO.1 BLR

S/B STM INLET PILOT BNR
THERMOSTAT AC 440V SOURCE FO DO CONT AIR PRESS LOW THERMOSTAT
FLAME PRESENT IGNITION FAILURE FLAME FAILURE FO VISCOSITY LOW FO VISCOSITY HIGH V/V OPEN P/P ABNORMAL FO VISCOSITY HIGH FO VISCOSITY LOW FLAME FAILURE IGNITION FAILURE FLAME PRESENT
BY-PASS BY-PASS

FO PRESS FO PRESS NO.2 FO FAN RUN NO.2 FO P/P RUN NO.1 FO P/P RUN NO.1 FO FAN RUN IGS MODE FO PRESS FO PRESS
FDF TRIP DRAFT PRESS LOW ATM STM PRESS LOW BLR STM PRESS LOW BLR STM PRESS HIGH BLR STM PRESS HIGH BLR STM PRESS LOW ATM STM PRESS LOW DRAFT PRESS LOW FDF TRIP
LOW-LOW LOW LOW-LOW LOW

WATER LEVEL WATER LEVEL IGS UPTAKE IGS UPTAKE WATER LEVEL WATER LEVEL
WATER LEVEL HIGH WATER LEVEL LOW AC 220V SOURCE AC 220V SOURCE WATER LEVEL LOW WATER LEVEL HIGH
HIGHEST LOWEST V/V OPEN V/V OPEN LOWEST HIGHEST

SEQUENCE MIMIC BOARD SEQUENCE MIMIC BOARD

MASTER SLAVE MASTER SLAVE

MODE H.P(18k) L.P(7k) MODE H.P(18k) L.P(7k)

WATER LEVEL WATER LEVEL
MANUAL AUTO MANUAL AUTO

NO.2 F.O FAN NO.2 F.O PUMP NO.1 F.O PUMP NO.1 F.O FAN
BLR. ON FDF RUN BLR. ON FDF RUN
200 300 30 40 50 30 40 50 200 300
FO TEMP 100 60
0
20 10
0
20 10 100 60 FO TEMP
INTERLOCK INTERLOCK 0
09
00 01
0
01
0
0
09
00 INTERLOCK INTERLOCK

15

15
0

0
START NORMAL ABNORMAL START NORMAL ABNORMAL
PV A A A A PV

SEQUENCE SEQUENCE
FURNACE ATOM. STM. FURNACE ATOM. STM.
PURGE ON V/V OPEN SP SP PURGE ON V/V OPEN
RDY RDY

IGNITION IGNITION EV1 EV2 OT SP1 RDY EV1 EV2 OT SP1 RDY

IGNITION IGNITION
FLAME ON PARA PARA
FLAME ON
YAMATAKE SDC10 YAMATAKE SDC10

OIL V/V BNR. FIRING SPACE SPACE SPACE SPACE OIL V/V BNR. FIRING
OPEN HEATER ON HEATER ON HEATER ON HEATER ON OPEN

BNR. PURGE BNR. PURGE

IGNITION IGNITION
STOP V/V OPEN STOP V/V OPEN
SEQUENCE SEQUENCE
FURNACE BNR. OFF FURNACE BNR. OFF
PURGE ON PURGE ON

LAMP TEST MASTER(NO.2) MASTER BLR MASTER(NO.1) LAMP TEST

PIC COS

FO WATER NO.2 NO.1 FO WATER

AIR FO PRESS AIR FO PRESS
CONTROL CONTROL
CH1 CH1
GAS REW GAS REW

EV1 EV2 OT1 EV1 EV2 OT1

EV1 EV2 OT1 OT1 OT1 EV1 EV2 OT1 OT1 OT1

SDC40
YAMATAKE

SDC40 SDC40 SDC40 SDC40 SDC40 SDC40

YAMATAKE YAMATAKE YAMATAKE YAMATAKE YAMATAKE YAMATAKE

AIR RATIO AIR RATIO

1.0 1.0
RESET MASTER/ PARA ODE RESET
0.9 1.1 SLAVE 0.9 1.1
GS
7K ODE
MODE

0.8 1.2 0.8 1.2

EM'CY STOP SW BURNER BURNER EM'CY STOP SW

AUTO FO VALVE FO VALVE AUTO

PILOT BNR. PILOT BNR.
MANU. ON MANU. ON MANU. ON MANU. ON
EM'CY/ EM'CY/
PULL PULL
& &
TURN TURN
STOP MAN NO.2 FO FAN PILOT BNR P/P FO P/P NO.1 FO FAN S/B STM STOP MAN
ON INLET V/V ON
AUTO. AUTO. AUTO. AUTO.
BNR. PURGE LOW OIL TEMP. BNR. PURGE LOW OIL TEMP.
MANU. ON BYPASS MAN AUTO NO.2 NO.1 NO.2 NO.1 MAN AUTO CLOSE OPEN MANU. ON BYPASS
HARD MAN HARD MAN

AUTO. NOR. AUTO. NOR.

MAN AUTO MAN AUTO

2 3 2 3
1 4 1 4

RINGLEMANN RINGLEMANN
5

5
0

0
SMOKE DENSITY METER SMOKE DENSITY METER

NO.2 FO P/P NO.1 FO P/P

ON ON ON ON BL STOP
SMOKE DENSITY METER SMOKE DENSITY METER

ZERO ADJUST ALARM POINT SOURCE ZERO ADJUST ALARM POINT SOURCE
OFF OFF OFF OFF TEST
BELL LAMP
2 3 ON 2 3 ON

1 4 1 4

OFF OFF
6 5 6 5
ZERO FULL ZERO FULL

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 Effie Maersk Machinery Operating Manual
2.2.2 Boiler Control Systems Atomising pressure low Procedure for the Preparation of Boiler Control System
Ignition fail
Boiler Control System a) Turn on the power switches of the boiler control panel.
Flame fail
The boiler control panel provides operation, control and interlock devices b) Check the action of each pilot lamp and buzzer using the buzzer
Flame eye abnormal
required for the safe running of the boiler. This control panel directs the and lamp test switch on the control panel.
performance of all functions required for automatic operation of the boiler and Burner piston valve abnormal
provides a central control point for manual operation. The control system also c) Supply air to all the control devices.
FO pressure low-low
features a network of alarms which give warning if an abnormality occurs
during boiler operation. Control air pressure low d) Reset the boiler interlock alarm.

In the event of a serious abnormality occurring, which would make it unsafe Burner Control System e) Check that all alarm lamps are out.
for the boiler to continue in operation, the boiler automatic control system The boiler control panel (BCP) operates in a number of functions associated
shuts down the boiler in an emergency mode, by immediately shutting down with the boiler including the boiler management system (BMS), automatic Operating Method
the fuel oil supply to the boiler. combustion control (ACC), and feedwater control (FWC). There are two
boilers and they are controlled on a master/slave basis with one of the boilers There are three burner operating modes, AUTO (Automatic), MAN (Manual)
Control Panels being designated the master by the control system and the other the slave. and HARD MAN (Hard Manual) mode. The burner is usually operated in the
Under normal circumstances the master boiler would operate to supply the AUTO mode and the MAN modes are only used in an emergency when the
ECR Console Remote Indication Panel ship’s steam requirements but if it cannot meet demand the slave boiler is AUTO mode cannot function. The HARD MAN mode allows for reposition-
This indication panel is installed in the engine control room and it mimics the started and comes under the control of the boiler control system. The boilers ing of the burner switches and the MAN mode is for operating on manual.
monitoring systems and main controls found at the boiler and boiler side may also operate in conjunction with the economiser; usually this means that
control panel. the economiser is operating at sea and one of the boilers is selected to act as Selection of Operating Modes
the water supplier and the steam collector for the economiser. The boiler
The ECR console has the following items: would operate if the economiser could not maintain steam pressure for any HARD MAN Mode
reason. When operating in this mode, the operator must always be at the boiler and
Drum level indicator
able to monitor the situation and provide manual intervention at the control.
Steam drum pressure indicator The boiler control system controls the remote, manual and automatic
operations of one single-throat burner which is provided in the roof of the The following interlocks are effective:
Smoke indicator boiler. This unit contains a programmable sequence control, which operates the
furnace purge, pilot burner and the automatic operation of the burner piston Drum water level low-low
Emergency stop switch
valve. This is done by linking up with the boiler protective system and the Flame monitor (pilot burner and main burner)
Burner run lamp ACC. In addition, it transmits the automatic adjustment commands of
Lamp test switch combustion air quantity and fuel oil quantity to the ACC for the start/stop of Operating Procedure
the burner. Combustion control is at the heart of boiler operation because if
Boiler Side Boiler Control Panel anything goes wrong with the boiler, its water supply or the combustion a) Check that the boiler and burner are in operating condition.
This control panel is installed at the boiler side. It contains the system power system, fuel must be shut-off and that will prevent any problem becoming
supply unit, the sequence control for operation of the burner, the automatic more severe. b) Start the fuel oil pump and the forced draught fan in the MAN
boiler controller and various necessary relay units. mode.
There are three boiler operating modes, one is the 18k mode (steam supply at
The following alarms are mounted on the control panel : 18kg/cm2), the second is the 7k mode (steam supply at 7kg/cm2) and the third c) Turn the burner switch from the OFF position to the HARD MAN
is the IGS mode (inert gas system in operation). position.
Electrical AC power source failure
Burner start sequencer inactive In port during cargo discharge the 18k mode would be selected but, at sea only d) Set the fuel pressure controller and the air controller to the MAN
the 7k mode would normally be required with the oil fired boiler installation mode.
Manual trip
providing support for the waste heat economiser. In some cases, intermittent
FD fan trip oil firing on the boiler may be needed to maintain steam pressure and the boiler e) Purge the furnace. To do this the air controller should be manually
control panel would organise that. Selection of 18k mode or 7k mode is operated and the forced draught fan inlet vane should be fully
Pilot pump abnormal opened. The furnace must be purged for at least 3 minutes.
executed by the changeover switch and selection of a particular mode auto-
Drum level low-low matically changes the set point on the pressure indicator control (PIC).
f) Check that the fuel temperature is within the required range.

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 Effie Maersk Machinery Operating Manual
Illustration 2.2.2a Boiler Control Panel

NO.2 BLR COMMON/STARTER NO.1 BLR

S/B STM INLET PILOT BNR
THERMOSTAT AC 440V SOURCE FO DO CONT AIR PRESS LOW THERMOSTAT
FLAME PRESENT IGNITION FAILURE FLAME FAILURE FO VISCOSITY LOW FO VISCOSITY HIGH V/V OPEN P/P ABNORMAL FO VISCOSITY HIGH FO VISCOSITY LOW FLAME FAILURE IGNITION FAILURE FLAME PRESENT
BY-PASS BY-PASS

FO PRESS FO PRESS NO.2 FO FAN RUN NO.2 FO P/P RUN NO.1 FO P/P RUN NO.1 FO FAN RUN IGS MODE FO PRESS FO PRESS
FDF TRIP DRAFT PRESS LOW ATM STM PRESS LOW BLR STM PRESS LOW BLR STM PRESS HIGH BLR STM PRESS HIGH BLR STM PRESS LOW ATM STM PRESS LOW DRAFT PRESS LOW FDF TRIP
LOW-LOW LOW LOW-LOW LOW

WATER LEVEL WATER LEVEL IGS UPTAKE IGS UPTAKE WATER LEVEL WATER LEVEL
WATER LEVEL HIGH WATER LEVEL LOW AC 220V SOURCE AC 220V SOURCE WATER LEVEL LOW WATER LEVEL HIGH
HIGHEST LOWEST V/V OPEN V/V OPEN LOWEST HIGHEST

SEQUENCE MIMIC BOARD SEQUENCE MIMIC BOARD

MASTER SLAVE MASTER SLAVE

MODE H.P(18k) L.P(7k) MODE H.P(18k) L.P(7k)

WATER LEVEL WATER LEVEL
MANUAL AUTO MANUAL AUTO

NO.2 F.O FAN NO.2 F.O PUMP NO.1 F.O PUMP NO.1 F.O FAN
BLR. ON FDF RUN BLR. ON FDF RUN
200 300 30 40 50 30 40 50 200 300
FO TEMP 100 60
0
20 10
0
20 10 100 60 FO TEMP
INTERLOCK INTERLOCK 0
09
00 01
0
01
0
0
09
00 INTERLOCK INTERLOCK

15

15
0

0
START NORMAL ABNORMAL START NORMAL ABNORMAL
PV A A A A PV

SEQUENCE SEQUENCE
FURNACE ATOM. STM. FURNACE ATOM. STM.
PURGE ON V/V OPEN SP SP PURGE ON V/V OPEN
RDY RDY

IGNITION IGNITION EV1 EV2 OT SP1 RDY EV1 EV2 OT SP1 RDY

IGNITION IGNITION
FLAME ON PARA PARA
FLAME ON
YAMATAKE SDC10 YAMATAKE SDC10

OIL V/V BNR. FIRING SPACE SPACE SPACE SPACE OIL V/V BNR. FIRING
OPEN HEATER ON HEATER ON HEATER ON HEATER ON OPEN

BNR. PURGE BNR. PURGE

IGNITION IGNITION
STOP V/V OPEN STOP V/V OPEN
SEQUENCE SEQUENCE
FURNACE BNR. OFF FURNACE BNR. OFF
PURGE ON PURGE ON

LAMP TEST MASTER(NO.2) MASTER BLR MASTER(NO.1) LAMP TEST

PIC COS

FO WATER NO.2 NO.1 FO WATER

AIR FO PRESS AIR FO PRESS
CONTROL CONTROL
CH1 CH1
GAS REW GAS REW

EV1 EV2 OT1 EV1 EV2 OT1

EV1 EV2 OT1 OT1 OT1 EV1 EV2 OT1 OT1 OT1

SDC40
YAMATAKE

SDC40 SDC40 SDC40 SDC40 SDC40 SDC40

YAMATAKE YAMATAKE YAMATAKE YAMATAKE YAMATAKE YAMATAKE

AIR RATIO AIR RATIO

1.0 1.0
RESET MASTER/ PARA ODE RESET
0.9 1.1 SLAVE 0.9 1.1
GS
7K ODE
MODE

0.8 1.2 0.8 1.2

EM'CY STOP SW BURNER BURNER EM'CY STOP SW

AUTO FO VALVE FO VALVE AUTO

PILOT BNR. PILOT BNR.
MANU. ON MANU. ON MANU. ON MANU. ON
EM'CY/ EM'CY/
PULL PULL
& &
TURN TURN
STOP MAN NO.2 FO FAN PILOT BNR P/P FO P/P NO.1 FO FAN S/B STM STOP MAN
ON INLET V/V ON
AUTO. AUTO. AUTO. AUTO.
BNR. PURGE LOW OIL TEMP. BNR. PURGE LOW OIL TEMP.
MANU. ON BYPASS MAN AUTO NO.2 NO.1 NO.2 NO.1 MAN AUTO CLOSE OPEN MANU. ON BYPASS
HARD MAN HARD MAN

AUTO. NOR. AUTO. NOR.

MAN AUTO MAN AUTO

2 3 2 3
1 4 1 4

RINGLEMANN RINGLEMANN
5

5
0

0
SMOKE DENSITY METER SMOKE DENSITY METER

NO.2 FO P/P NO.1 FO P/P

ON ON ON ON BL STOP
SMOKE DENSITY METER SMOKE DENSITY METER

ZERO ADJUST ALARM POINT SOURCE ZERO ADJUST ALARM POINT SOURCE
OFF OFF OFF OFF TEST
BELL LAMP
2 3 ON 2 3 ON

1 4 1 4

OFF OFF
6 5 6 5
ZERO FULL ZERO FULL

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 Effie Maersk Machinery Operating Manual
g) Manually operate the air controller and the fuel oil pressure c) After a further 20 seconds the forced draught inlet vane starts to (Note ! If flame failure occurs during normal operation, it is important that the
controller and set the forced draught fan inlet vane and the fuel oil move to the fully open position in order to purge the furnace. It cause of the failure is investigated before any attempt is made to restart the
control valve to the ignition open position. takes approximately 30 seconds to become fully open. boiler.)

h) Open the sub-door for the HARD MAN operating switches. Set d) The purge timer (2P) commences when the burner switch is Automatic Combustion Control
the pilot burner switch to the MANU ON position and ignite the moved to the AUTO position and the time set on this timer is 60 This system automatically regulates the fuel and air supply to the furnace in
pilot burner. If the pilot burner has not ignited after 15 seconds the seconds. After the 60 seconds has elapsed, the forced draught fan order to maintain a preset steam pressure in the boiler. Regulation of the fuel
pilot burner switch should be reset to AUTO and the process inlet vane starts closing gradually to the ignition position. At this supply is accomplished by means of the air operated fuel control valve whilst
started over again from item e) above, ‘Purge the furnace’. point the furnace will have been effectively purged. the air supply is controlled by means of the inlet vane of the forced draught fan.
Fuel supply is automatically cut off in the event of forced draught fan failure
i) With the pilot burner burning correctly the main burner is ignited. e) The pilot burner is ignited 35 seconds after item ‘d’. or due to high or low water level in the boiler drum. The ACC system is
The fuel oil valve switch is set to MANU ON and the main burner electro-pneumatically operated.
should ignite. If the main burner does not ignite after a period of f) When the flame of the pilot burner is detected by the flame eyes,
10 seconds the fuel oil valve switch should be reset to AUTO and the electrical igniter stops sparking. The automatic combustion control (ACC) system employed is of
the procedure started over again from item ‘e’, above ‘Purge the a fuel oil pressure/air pressure measuring type.
furnace’. g) The main fuel oil valve opens 5 seconds after the pilot burner is
ignited. The ACC is held at predetermined ignition position until the
j) With the main burner operating correctly the pilot burner switch burner is ignited.
is reset to AUTO. h) The pilot burner is extinguished 15 seconds after it has been
ignited (item ‘e’). After the burner is ignited the combustion rate is fixed at the
(Note ! When extinguishing the main burner the fuel oil valve switch must be ignition position until the boiler pressure reaches the predeter-
returned to AUTO.) i) The program timer stops at the lock-in position (graduation 85) mined pressure of 5 kg.cm2. This period is called ‘steaming’.
5 seconds after the pilot burner is extinguished.
When burner purging is required, the burner purging switch must be used and When the steaming period is completed, the ACC system goes to
this must be set to MANU ON. j) If there is an ignition failure or a flame failure the burner control AUTO RUNNING and the combustion rate can be adjusted by the
goes into an extinction sequence. system.
Fuel Oil Temperature Bypass
k) The extinction sequence commences when the burner CUT During the steaming period the combustion rate can be changed
The fuel oil temperature by-pass switch is inside the sub-door. In this bypass INTERLOCKS have actuated (following item ‘j’ above) or if the by operating the fuel oil pressure controller in the MANU mode.
mode the starting interlock for fuel oil temperature low alarm is bypassed. It is burner switch is turned from the AUTO to the OFF position.
used when starting the boiler in the cold condition when steam is unavailable The air/fuel ratio can be changed by up to ± 20% by altering the
for heating. When using ‘A’ grade heavy oil, the switch is set to BYPASS. l) The program timer starts from the lock-in position. air ratio dial. This dial would normally be set at the position 1.
AUTO Mode m) The pilot burner is ignited 2 seconds after item l) above. MAN Mode
This is the mode which will normally be used. All operations, including the This mode is selected to allow for manual starting of the boiler in order to see
commands for ignition and extinction, are operated automatically. that all stages are completed correctly. It is used when the boiler would
n) The burner purge valve opens and the burner is purged for about normally be operated automatically as a means of checking the start-up
6 seconds. The burner is purged when the interlock is normal and procedure. The procedure is the same as for HARD MAN start but no switches
a) Set the fuel oil pumps, the forced draught fan and the controllers the pilot burner lights up. behind the HARD MAN sub-door are changed.
to the AUTO mode.
Feedwater Control
o) The post purge period commences and the forced draught fan inlet
b) Turn the burner switch from the OFF to the AUTO position. This controller is of the two element type; both have proportional and integral
vane starts to open to its fully open position when the burner
When stopping this switch must be returned to the OFF position. (P+I) control. It measures the steam flow rate and also the water level in the
completes it purge cycle.
boiler and adjusts the feedwater supply in line with changes in these values.
The following sequence of events must be accomplished for main burner The P+I operation is performed when comparing signals from two separate
p) After the set time (60 seconds) on the post-purge timer is
ignition. systems. One of the signals is generated by the difference between the water
completed, the forced draught fan inlet vane starts closing to the
level set and that detected in the steam drum of the boiler. The other is from
ignition position which takes about 30 seconds.
a) When the burner switch is moved to the AUTO position the comparison between the detected steam flow rate from a steam flow
program timer starts. transmitter and the operating signal to the feedwater control valve. In ECON
q) The forced draught fan stops after 30 minutes.
(economiser) mode the water level change due to the ship’s rolling and
b) After a delay of 5 seconds the forced draught fan starts and the pitching is accounted for by consideration of the moving average level in the
atomising steam valve opens. steam drum.

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 Effie Maersk Machinery Operating Manual
Master/Slave System Item Burner Cut-off Indicator Lamp Alarm Sounding ECR Lamp and Alarm
The two boilers are independent units, but the control system is designed so
that they operate as a dedicated pair with one being the master boiler and the Flame Failure M On On On On
other the slave. This means that the master boiler supplies the ship’s steam Ignition Failure M On On On On
requirements until the demand exceeds its capacity and then the slave boiler FD Fan (trip) M On On On
commences operation. The slave boiler will have been kept in a state of Draught Pressure Low M On On On
readiness for such a situation and would have been at the same temperature as FO Viscosity High M On On On
the master boiler in order to avoid delays in warming through. FO Viscosity Low M On On On On
a) The master boiler is controlled by actuation of the ON/OFF FO Pressure Low On On
switch and the pressure indicator so that the steam pressure of an FO Pressure Low-Low M On On On On
individual boiler will retain its set point. The actuation is executed Atomising Steam Press Low M On On On On
in the same way as the normal one boiler system. Control Air Pressure Low M On On On
Water level High-High M On On On
b) When steam demand on the master boiler exceeds 80% of its Water Level Low-Low M On On On
capacity, the slave boiler is switched on. It is switched off when Water Level High On On On
the steam demand is 30% of the total capacity of the two boilers. Water Level Low On On On
The combustion rate for the slave boiler is the same as for the Boiler Steam Pressure High M On On On
master boiler, as the master boiler is exercising overall control. Boiler Steam Pressure Low On On
FO Pump Auto Change On
c) In addition to the ON/OFF actuation of the slave boiler from the No.1 FO Pump Run On
master/slave controller, the slave boiler can also perform its own No.2 FO Pump Run On
ON/OFF actuation of combustion due to the pressure in the boiler. FD Fan Run On
The slave boiler retains overriding control of combustion due to Electric Power Source On
the pressure within the boiler and that pressure is the slave Flame Present On On
boiler’s own set pressure and is independent of the pressure Thermostat Bypass On On
setting for the master boiler. Power Source Failure A On
Remote Control Emergency Stop M
d) The low limiter actuates for 15 minutes after the slave boiler has
been started in order to prevent the ON/OFF hunting phenomenon M = Manual reset required
at the slave boiler. A = Automatic Reset

e) The pressure in the slave boiler needs to exceed 11 kg/cm2 in Inert Gas Topping-up Mode
order for the master/slave configuration to operate. The inert gas system (IGS) topping-up mode is used in order to allow the boiler
to operate on a minimum load so that the IGS may function correctly. A
f) In addition to the master/slave operation it is possible to select the minimum boiler load of 25% is required so that the flue gases will contain no
PARA mode where both boilers can be turned off independently. more than 5% oxygen; the flue gas flow at minimum rate will be 10,300m3/h
In this case the boilers would be operating together each under its at a temperature of 5ºC. The following items will be interlocked, and hence not
own independent control and not as a master/slave pair. operable, in this mode.

Safety and Control System Boiler minimum load is limited to 30% or greater if dumping of steam
Incorporated in the safety and control system are operating functions, or sub- is operating.
systems, which react automatically to a change in condition outside of the pre- The IGS running lamp is illuminated
set range. Failure of most sub-systems produces a visual alarm on the main
control panel and may also produce an audible alarm. In the majority of cases, Bypass of the FO burner auto stop
failure of a sub-system requires manual resetting of the cut-out before the sub- Steam supply valve to soot blowers is interlocked to FULL CLOSE
system can be restarted. This provides protection for personnel on the ship and
for the boiler installation, as the reason for a sub-system failure can involve
more than that particular sub-system.

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 Effie Maersk Machinery Operating Manual
Boiler Alarm and Trips Emergency Mode
Description Set Point Alarm/Trip The boilers may be operated in emergency mode when the burner sequencer is
Drum level high +140 mm (for 30 sec) alarm inoperative.
Drum level high-high +250 mm alarm & trip
Drum level low -140 mm (for 30 sec) alarm a) Start the FD fan then fully open the FD fan inlet vane and perform
Drum level low-low -250 mm alarm & trip the furnace purge for 3 minutes.
FO pressure low 2.0 kg/cm2 alarm
FO pressure low-low 1.5 kg/cm2 alarm & trip b) Ensure that the FO temperature is at the specified level,
Atomising steam pressure low 3.5 kg/cm2 alarm & bnr equivalent to 15cSt.
start interlock
Atomising steam pressure low 2.0 kg/cm/2 alarm & trip c) Set the FO control valve and FD fan inlet at IGNITION OPEN
Control air pressure low 4.0 kg/cm2 trip positions respectively.
Steam drum pressure high 19.5 kg/cm2 alarm
Steam drum pressure low 5.0 kg/cm2 alarm d) Light off the pilot burner with care and do not exceed 15 seconds
Fuel oil viscosity low 30cSt alarm & trip ignition time.
Fuel oil temperature high 3cSt alarm & trip
Smoke high 5 deg Ringlemann alarm e) Ensure that the pilot burner has ignited and open the FO piston
Salinity high 10 ppm alarm valve to allow oil to the main burner.
FD fan trip 250A (overload relay) alarm & trip
Pilot FO pump trip stop alarm f) Do not keep the FO piston valve open for longer than 10 seconds.
FO pump trip stop alarm & trip
FO pump outlet press low 1.5 kg/cm2 alarm g) If the main burner fails to ignite, the furnace must be purged prior
AC source failure no voltage alarm & trip to a repeat attempt at ignition.
Boiler trip trip factor alarm & trip
Manual trip switch trip (Note ! During an emergency operation a careful watch must be kept on the
Burner sequence inactive sequence failed alarm & trip boiler at all times.)
Pilot burner ignition fail no flame alarm & trip
Main burner ignition fail no flame alarm & trip FO Temperature Bypass
Burner piston abnormal signal difference alarm & trip When burning HFO during emergency mode this bypass must be operated.
Flame fail no flame alarm & trip
Flame eye abnormal detect flame when
burner stopped start interlock

Steam press. 7kg/cm2 mode (start/stop) 6.5 kg/cm2 - 9.5 kg/cm2

Slave boiler start enabled 11.0 kg/cm2
Slave boiler (start/stop) 12.6 kg/cm2 - 4.6 kg/cm2

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 Effie Maersk Machinery Operating Manual

Sootblower Steam Isolating Sealing Air Supply From

Valve T25V Scavenge System

Auxiliary Boiler Sootblower Economiser Sootblower

Steam Header
Drains

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 Effie Maersk Machinery Operating Manual
2.2.3 Sootblowers d) Operate the sootblower by turning the handwheel in a clockwise e) After the operation is completed, the steam valve is closed and the
direction. The sootblower cleans the boiler heating surfaces by drain valve opened.
Auxiliary Boiler Sootblowers impacting steam from a row of nozzles set along the length of the
sootblower element. A cam and trigger arrangement, incorporat-
No. of sets : Two fitted to each boiler ed in the sootblower head, regulates the steam arc issuing from
Maker : Diamond Power Specialty Ltd the nozzles as the sootblower element rotates. This ensures
Model : Diamond G9B (Mk.2) optimum cleaning of the tubes.

Sootblowing has to be carried out at regular intervals to ensure that the heat e) Operate the top sootblower first, followed by the bottom one. The
transfer surfaces are kept clear of deposits, as these retard heat transfer and can top blower should be operated again. The system is then shut
constitute a fire hazard. down and the drain valve opened.

Two sootblowers are fitted to each boiler and should be operated daily when WARNING
boilers are in use, bearing in mind the position of the vessel and any local Do not operate the auxiliary boiler sootblowers during inert gas operations.
legislation concerning pollution and clean air. They should be operated when
leaving port prior to shutting down the boiler. The sootblowers are fitted with Economiser Sootblowers
an air purge connection, the air being supplied from the discharge of the forced
draught fan. This purge or sealing air keeps the nozzles clear during boiler No. of sets : Two (Manual type)
operation and provides a seal at the air sealed wall boxes to prevent the escape Maker : KangRim Industries Ltd
of boiler exhaust gas into the machinery space. Non-return valves prevent Model : KR18
steam from entering the air lines.
Procedure for the Operation of the Economiser Sootblowers
The sootblowers are only to be operated when the available steam pressure
exceeds 8 kg/cm2. An isolating valve, located in the steam line between the Both sets are fitted at the same height within the economiser and are manually
sootblower steam supply valve (T25V) and the sootblower distribution line, operated. The frequency of operation will depend upon the degree of fouling
will only be opened by its associated pressure switch if the steam pressure of the economiser and that depends upon the nature of main engine
exceeds 8 kg/cm2. combustion. If the main engine operates for prolonged periods at reduced
speed there will be increased fouling. Regular inspection of the heating
Before operation, request permission from the bridge and notify the bridge on surfaces through the manholes and inspection doors will give an indication of
completion. the degree of fouling.

Procedure for the Operation of the Auxiliary Boiler Sootblowers a) The air supply for sealing purposes comes from the main engine
scavenge system and so will always be available when the main
a) The boiler should be on a minimum of 50% of full load and the engine operates. Air should always be supplied to the sootblower
forced draught fan operating at a high rate during the sootblowing in order to prevent the escape of main engine exhaust gas, but a
period. The steam pressure must exceed 8 kg/cm2. check should be made to ensure that air is reaching the
sootblower. The sealing air supply should be at a pressure of
b) With the drain open slightly (No.1 boiler valve T29V and No.2 100mmWG above the pressure in the economiser gas ways.
boiler valve T28V), open the steam stop valve (T25V) to the
sootblower header. b) Open the drain on the steam supply line to the sootblowers and
then open the steam valve slightly. When the line is hot, close the
c) When the pipeline is warmed sufficiently, shut the drain valve and drain and open the steam valve fully.
open the stop valve fully.
c) Operate No.1 sootblower by rotating the handle a complete
revolution; this should take about 20 to 25 seconds.

d) When No.1 sootblower has completed its cleaning cycle, operate

No.2 in the same way and then return to No.1 for a further
operating cycle.

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 Effie Maersk Machinery Operating Manual
Illustration 2.2.4a Medium Pressure Steam System
Air

T379V
Drain
PC PI To IG Deck Seal Separator
From Boiler 342V
and Slop Tank Heating T341V 317V
Main Steam Line
T394V 319V
T301V T302V T303V
T345V 318V
18/10kg/cm2
T395V
Air W.B.P.T.
T304V
T391V
PC PI To 7kg/cm2 Steam
Service System

T378V
T305V T306V T307V To Feed Filter Tank
18/7kg/cm2 Heating System
317V 340V
T339V
T308V
324V
To Auxiliary Boiler T332V
Atomising Steam 322V
T331V
No.1
C.O.P.T.
T348V

T392V
T346V T347V T377V

Air
T337V 324V 338V

326V
S
PC 325V

No. 2
C.O.P.T.
Steam Dump Valve
Control
To Steam T350V T349V
PS
Drain System Economiser Steam
Dumping Valve T310V T311V T312V CI
PS
PC Air
T407V
S C.O.P.T.
Condenser 327V 336V
T335V
T397V 329V
TI CI PS
T320V 328V
Key T52V T51V T90V
TI LS LS T398V
No. 3
Steam Atmospheric
C.O.P.T.
T75V Condenser LAH LAH
Exhaust Steam Line
T376V
Control Air
Instrumentation
Electrical Supply

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 Effie Maersk Machinery Operating Manual
2.2.4 Medium Pressure Steam System Set up the valves as shown in the following table: Procedure for Operating the Main Cargo Pumps and No.2 Ballast Pump

General Description Position Description Valve The procedure described assumes that the economiser unit is initially working.
Closed Steam supply master valve T331V
Saturated steam is led from both auxiliary boilers into a common steam main, a) Ensure that two generator engines are running.
the normal pressure of the steam being 18 kg/cm2. Steam is branched off the Closed Steam supply warming through valve T332V
main line through reducing valves to supply the low pressure service systems b) Slowly open cargo pump steam inlet line warming through valve
Open Main line drain trap inlet T347V
at pressures of 10 kg/cm2 and 7 kg/cm2. One reducing valve unit, complete T332V; this allows steam into the cargo pump lines at a low rate.
with bypass valve, supplies steam to the 10 kg/cm2 and another reducing valve Open Main line drain trap outlet to cascade tank T346V
unit supplies the 7 kg/cm2 system. c) Start a main COPT CSW pump (a pump should already be
Open Cargo pump line drain trap inlet T397V
running to provide cooling sea water to the central cooling system
The main steam line of the medium pressure steam system supplies the three Open Cargo pump line drain trap outlet T398V coolers) and switch it to MANUAL.
cargo oil pump turbines, No.1 water ballast pump turbine and the inert gas
pressure control valve (dump valve). The Inert Gas System (IGS) control valve Closed Cargo pump line drain trap bypass T320V d) Start one of the boiler feedwater pumps and bring the auxiliary
dumps steam to the vacuum condenser to allow the boiler to remain on a Open No.3 cargo pump line drain trap inlet T327V boilers into operation in 7 bar mode.
minimum of 30% load to give an acceptably low oxygen reading in the flue
gas. Excess steam pressure at other times is taken care of by dumping steam to Open No.3 cargo pump line drain trap outlet T328V e) When the auxiliary boiler is providing steam at full demand rate,
the atmospheric condenser. The medium pressure system also supplies the Closed No.3 cargo pump line drain trap bypass T329V stop the economiser feed pump.
sootblowers for the exhaust gas economiser, auxiliary boiler atomising steam
and auxiliary boiler sootblowers. Closed No.3 cargo pump line drain to bilge T336V f) Switch the selected standby boiler feed pump to standby mode.
Open No.2 cargo pump line drain trap inlet T324V
Preparation for Supplying Steam to the Cargo Pump System g) Close the 7 bar steam dump valve T52V to the atmospheric
Open No.2 cargo pump line drain trap outlet T325V condenser.
(Note ! Prior to operating the cargo pump or ballast pump turbines the level of Closed No.2 cargo pump line drain trap bypass T326V
oil in the sumps must be checked and replenished if necessary.) h) Check that the overboard discharge valve S69V and the outlet
Closed No.2 cargo pump line drain to bilge T338V valve S58V from the vacuum condenser are open.
The boilers are on automatic control supplying steam directly at a pressure of Open No.1 cargo pump line drain trap inlet T321V
18 kg/cm2 and, via reducing valves, to the 10 - 7 kg/cm2 steam systems. i) Check that the sea water inlet valve S57V to the vacuum
Open No.1 cargo pump line drain trap outlet T322V condenser is open and that the outlet valve from the central cooler
Closed No.1 cargo pump line drain trap bypass T323V to the main condenser S62V is closed.

T304V Closed No.1 cargo pump line drain to bilge T340V j) Start another main COPT CSW pump (No.2 or No.3 if No.1 is
Closed No.3 cargo pump steam valve T335V already running) and open the crossover valve S26V and close the
crossover valve S28V. This is in order that two main COPT CSW
Closed No.3 cargo pump turbine warming through valve pumps are running, with the pump just started dedicated to the
T302V
Closed No.2 cargo pump steam valve T337V vacuum condenser and the pump which was originally running
T308V
dedicated to the main cooling sea water system. Depending upon
T301V Closed No.2 cargo pump turbine warming through valve conditions, it may be necessary to start the third main COPT CSW
Closed No.1 cargo pump steam valve T339V pump so that there are two pumps supplying the vacuum condenser.
T307V T303V
T305V Closed No.1 cargo pump turbine warming through valve k) Bleed the vacuum condenser of air and ensure that there is a full
Closed No.1 cargo pump exhaust valve T378V sea water flow.
T306V
Closed No.2 cargo pump exhaust valve T377V l) Check that all turbine steam inlet stop valves are closed and open
the exhaust valves from the three COPT turbines and the ballast
Closed No.3 cargo pump exhaust valve T376V
pump turbine.
Open No.1 cargo pump turbine drains
m) Check the oil level in the turbine sumps and then start the turbine
Open No.2 cargo pump turbine drains
LO priming pumps; if all trips have been set the trip cylinder will
18/7 and 18/10kg/cm2 Reducing Valves Open No.3 cargo pump turbine drains now move out.

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 Effie Maersk Machinery Operating Manual
Illustration 2.2.4a Medium Pressure Steam System
Air

T379V
Drain
PC PI To IG Deck Seal Separator
From Boiler 342V
and Slop Tank Heating T341V 317V
Main Steam Line
T394V 319V
T301V T302V T303V
T345V 318V
18/10kg/cm2
T395V
Air W.B.P.T.
T304V
T391V
PC PI To 7kg/cm2 Steam
Service System

T378V
T305V T306V T307V To Feed Filter Tank
18/7kg/cm2 Heating System
317V 340V
T339V
T308V
324V
To Auxiliary Boiler T332V
Atomising Steam 322V
T331V
No.1
C.O.P.T.
T348V

T392V
T346V T347V T377V

Air
T337V 324V 338V

326V
S
PC 325V

No. 2
C.O.P.T.
Steam Dump Valve
Control
To Steam T350V T349V
PS
Drain System Economiser Steam
Dumping Valve T310V T311V T312V CI
PS
PC Air
T407V
S C.O.P.T.
Condenser 327V 336V
T335V
T397V 329V
TI CI PS
T320V 328V
Key T52V T51V T90V
TI LS LS T398V
No. 3
Steam Atmospheric
C.O.P.T.
T75V Condenser LAH LAH
Exhaust Steam Line
T376V
Control Air
Instrumentation
Electrical Supply

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 Effie Maersk Machinery Operating Manual
n) Close the pump (ballast and or cargo oil depending upon the dd) Start up the IGS unit in sufficient time so that pipes and oxygen ll) Cargo and ballast pumps are controlled from the cargo console in
pumps to operate) turbine governor drain valves (two) and the samplers have been purged as low as possible. the ship’s control centre but operation of the turbines must be
turbine casing drain valve. checked to ensure that they are operating correctly. Vibration
ee) The set point of the governor should be at minimum before monitoring instrumentation must be checked, this equipment
o) Open the master steam valve T331V. starting either in the cargo control room or locally at the turbine. being in operation before the turbines are started.

p) Close warming through valve T332V. ff) To start the turbine, the main stop valve should be opened slowly Inert Gas Steam Control Valve
until the governor takes over at approximately 600 rpm.
q) Open the gland steam valve and check that the pressure is 0.3 to Steam is led directly from the boilers to the inert gas control valve. This valve
0.5 bar. gg) Inform the cargo control room that the cargo/ballast pump is used to dump steam to the vacuum condenser whenever the boiler is
turbines are ready for operation. supplying inert gas to the cargo tanks when there is a low steam demand on the
(Note ! The boiler is still operating in 7 bar mode so the pressure needs to be boiler. Dumping steam increases the steam demand on the boiler, increasing
regulated when changing to 18 bar mode.) hh) If two boilers are required, a second feed pump must be started the boiler load and thereby causing the oxygen reading in the exhaust gas to be
and the switch turned to manual. reduced to an acceptable level. The use of this valve would not normally be
r) Close all turbine and governor drain valves. required in port when cargo pumps are running.
ii) The standby boiler must be started at around 50% on the master
s) Check the level of water in the vacuum pump tank and replenish controller output signal. ! CAUTION
if necessary. Start both vacuum pumps and note the rise in the jj) The master boiler will reach a maximum when the pressure is Whenever warming through steam lines great care must be taken in order
vacuum. approximately 17 bar and the master controller output signal is to avoid damage due to water hammer. It is essential that the drain valve
68%. be open and the drain trap working so that all condensate is drained from
t) Open the IGS dump valve and set the regulator to 19 bar. the system. All lines must be warmed through before the steam inlet valve
kk) The standby boiler will normally be run on manual at the fuel is opened fully.
u) Select the master/slave mode on the boiler control unit and set the controller in order that it can take the steam peak demand.
master boiler to MAN operation with an output signal of 11-12%.

v) Switch the boilers over to 18 bar mode and the boiler pressure will
rise gradually until 18.5 bar is reached when it will cycle off and
T407V
recycle at 15.5 bar. Adjust the gland steam pressure so as to
maintain 0.3 to 0.5 bar.

w) Flash up the standby boiler to 15 bar so that it is ready for T332V

immediate operation if needed.

x) Start one main condenser pump and set the other to standby. Regulating Valve
T311V
y) Crack open the main steam stop valves for the turbines to let them
warm through. T331V

z) Let the turbines turn over at 100-200 rpm for 20 minutes.

T310V T312V
aa)When the time is approaching for use of the turbines set the IGS
dump valve to 17 bar.

bb) Switch the boiler mode to PARA and set the master controller to
AUTO.

cc) The IGS dump valve will dump steam until there is load on the
turbines. Main Steam Stop to COPT
Steam Dump Regulating Valve with Warming Through Valve

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 Effie Maersk Machinery Operating Manual
Illustration 2.2.5a Low Pressure Steam System

Air T113V T169V

T109V
T103V T164V
T115V TC T170V
From T124V T166V
PC PI T143V T112V
Steam T105V T107V
System 18/7kg/cm2 T114V T177V
To Feed Filter Tank Heating T141V T110V
T305V T306V T307V PI
To No. 2 Boiler Key
Water Drum Heating
TC TC TC
To No.1 Boiler Sprayer Steam
T308V Water Drum Heating Cleaning Calorifier
Carrier To IG Up-Take TI TI TI TI
To/From Accommodation Valve Cleaning Air
T101V (Air Conditioning Room)

Incinerator Waste Oil Incinerator Waste Oil Generator Engine Main L.O. Accommodation
Service Tank Settling Tank L.O. Setting Tank Setting Tank Fresh Water Heater

T120V F.O. Purifying Line

Steam Tracing
T127V T128V T135V T136V T203V
T104V
T121V VC T294V TC VC T215V
T423V T117V T123V T205V T133V T231V T293V T151V T234V T160V T157V
T424V T119V T122V T207V T295V T216V
T232V T155V T152V T235V T161V
T422V T118V TC T125V TC TC TC TC TC TC T158V
T435V T436V T131V T129V T206V T204V

F.O. Auto
TC TC TC Heater

TI TI TI TI 137V
Main Engine F.O.
Safety Filter

No. 2 H.F.O. No.1 H.F.O. H.F.O. Sludge No. 2 F.O. No.1 F.O. F.O. Service Line Generator Engine No. 2 Main No.1 Main No. 3 H.F.O. No. 2 H.F.O. No.1 H.F.O. No. 2 Boiler No.1 Boiler
Service Tank Service Tank Setting Tank Tank Heater Heater Steam Tracing L.O. Purifier L.O. Purifier L.O. Purifier Purifier Purifier Purifier F.O. Heater F.O. Heater
Heater Heater Heater Heater Heater Heater
T431V
T178V T208V T278V T300V T173V T432V T200V T144V
T439V T430V
T284V
T165V T277V T145V T183V T187V
T447V T179V T179V T280V T146V
T181V T138V T210V T174V T433V T197V
To Low
T276V T275V T274V T273V T272V
Sea Chest
T428V T175V (Steam Blow)
TI TI TI TI T411V T412V T413V T414V TI T415V T416V T417V T418V T419V T420V
T263V Main Engi
Main Engine Main Engine Jacket
Scavenge Space F.O. Line TC TC TC TC TC Preheater
Fire Steam T198V
Extinguishing Tracing TI TI TI TI TI

To High
Sea Chest
Oily Bilge Oily Bilge Residue Main L.O. Outer H.F.O. Inner H.F.O. H.F.O. Outer H.F.O. Aft H.F.O. Fore H.F.O. T262V
Tank (Dirty) Tank (Clean) Tank Sump Tank Bunker Tank (P) Bunker Tank (P) Overflow Bunker Tank (S) Bunker Tank (S) Bunker Tank (S)
Tank

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 Effie Maersk Machinery Operating Manual
2.2.5 Low Pressure Steam System Main engine steam smothering Warming through the system will normally take place at the same time as
putting the 18 kg/cm2 steam system into service. If this is not possible due to
FO tracing steam
General Description only a partial shut down of the steam system, warm through the system using
Boiler feed filter tank heating the 10 kg/cm2 reducing valve inlet valve T301V and 7 kg/cm2 reducing valve
The low pressure steam system is branched off the 18 kg/cm2 through a inlet valve T305V.
reducing valve T306V to a pressure of 7 kg/cm2 and through reducing valve Preparation for the Operation of the 7 kg/cm2 Steam System
T302V to a pressure of 10 kg/cm2. These low pressure systems provide all the Supply steam to all services as required.
necessary heating and general purpose steam services throughout the vessel. All low pressure steam services should be shut down when not required.
! CAUTION
The services supplied by the 7 kg/cm2 low pressure steam system are listed as The following preparation of valves should be carried out prior to warming Whenever warming through steam lines great care must be taken in order
follows: through the 18 kg/cm2 steam system. to avoid damage due to water hammer. It is essential that the drain valve
be open and the drain trap working so that all condensate is drained from
HFO storage and settling tanks Line drain valves to the bilge should be open when the system is shut down the system. All lines, even heating lines, must be warmed through before
Boiler drum heating and closed before warming through. 7 kg/cm2 low pressure steam is supplied the steam inlet valve is opened fully. For lines without separate warming
through the reducing valve 311V. through valves the steam inlet valve must be cracked open initially until
Steam tracing
the line is thoroughly warmed through.
Air conditioning plant 7 kg/cm2 Steam System

Bilge separator Position Description Valve

Main/auxiliary engine HFO heaters Open 7 kg/cm2 reducing valve inlet valve T305V
Auxiliary boiler HFO heaters Open 7 kg/cm2 reducing valve outlet valve T307V
HFO purifier heaters Closed 7 kg/cm2 reducing valve bypass valve T308V T304V
LO purifier heaters
The 10 kg/cm2 low pressure steam system is supplied through reducing valve
FO overflow tank T302V and this system provides steam for slop tank heating, vacuum stripping
system and the inert gas system deck water seal.
Bilge holding tank T302V
T308V
Main engine jacket FW preheater Line drain valves to the bilge should be open when the system is shut down
and closed before warming through 10 kg/cm2 low pressure steam is supplied T301V
Waste oil tank through the reducing valve T302V.
T307V T303V
Sludge tank
10 kg/cm2 steam system T305V
Main engine air cooler chemical cleaning tank
Main engine LO settling tank Position Description Valve T306V

Auxiliary engine LO settling tank Open 10 kg/cm2 reducing valve inlet valve T301V
Incinerator waste oil service and settling tanks Open 10 kg/cm2 reducing valve outlet valve T303V
Calorifier Closed 10 kg/cm2 reducing valve bypass valve T304V
FW generator Closed Master valve for slop tank heating
18/7 and 18/10kg/cm2 Reducing Valves
Main engine residue tank Closed Master valve for slop tank heating
Auxiliary boiler burner cleaning
Accommodation services
Inert gas uptake valve cleaning
Sea chest clearing

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 Effie Maersk Machinery Operating Manual

Illustration 2.2.6a Economiser Feedwater System From Bilge, Fire

& GS Pump
To Air Vent System

Set At 24kg/cm2 B21V BF51V

From Air
Service Line
A14V A37V

TI PI PI

To Feed Filter T33V T34V Economiser

TI
Tank 2000kg/h at 7kg/cm2

W24V W23V

To Central Cooling
Fresh Water T95V T94V
CI CI
System
No. 2 Boiler Water No. 1 DPS Main Engine Exhaust Gas
Circulating Pump
CI 16m3/h CI

T31V T32V

W17V W18V

From Central Cooling

Fresh Water
System

No.1 Auxiliary Boiler No.2 Auxiliary Boiler

(18kg/cm2 x 50 Ton/h) (18kg/cm2 x 50 Ton/h)

Key

Feedwater

LT Cooling

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 Effie Maersk Machinery Operating Manual
2.2.6 Economiser Boiler in Use When the load from the main engine has increased to normal, the economiser
should normally be able to generate sufficient steam to supply the vessel’s
Description Position Description services. The auxiliary boiler firing can be stopped when it is certain that the
economiser can cope with the steam demand and when steam generation from
Open Steam drum primary suction valve
Maker : KangRim Industries Co., Ltd the economiser has stabilised. How long this takes depends upon the main
Model : Mono Steam Pressure Exhaust Gas Economiser Open Steam drum secondary suction valve engine operation but the economiser should be able to meet the demand for
Evaporation : 2000 kg/h steam about 20 to 30 minutes after the engine has been set to full power.
Open Steam drum primary inlet valve
Steam Condition : 7 kg/cm2 saturated steam at 169.6ºC
Open Steam drum secondary inlet valve During tank cleaning operations, manoeuvring and when operating in cold
climates, the economiser is supplemented by firing the boiler as required.
The exhaust gas economiser is arranged in the main engine exhaust gas uptake Economiser
to take the waste heat from the main engine exhaust gas. It is circulated by one A manometer is fitted across the tube bank to give early indication of fouling.
of two boiler water circulating pumps, at a rate of 16m3/h, which take suction Position Description The reading should be noted on a daily basis. The inlet and outlet exhaust gas
from the water drum of one of the auxiliary boilers. The water is circulated Open Economiser outlet valve temperatures should also be monitored. These temperatures, along with the
through the economiser where some of the water is converted into steam and manometer reading, provide an indication of the efficiency and cleanliness of
the resulting steam and water emulsion or mixture is discharged to the steam Open Economiser inlet valve the economiser tubes. If these readings show a deterioration in efficiency, the
drum of the same auxiliary boiler. Steam generated in the economiser is Closed Economiser drain valve frequency of sootblowing should be increased and the economiser water
collected from the top of the steam drum. washed at the next opportunity. Visual inspection of the heating surfaces is
Closed Economiser vent valves possible through the manhole and inspection doors.
The economiser is fitted with two sootblowers, which are manually operated at
about 12 hour intervals depending upon the operating conditions of the engine. Circulating Pump Cooling Water washing nozzles are provided for cleaning the gas side at regular
Sootblowers should be operated only when the engine is operating at normal intervals when the main engine is shut down. The frequency of cleaning
full power. A water-washing set comprising hose and nozzles is available for Position Description Valve depends upon fouling but under normal conditions water washing should be
out of service washing. Open No.1 circulating pump CW inlet valve T18V undertaken every two months. Washing is carried out through the manhole of
the outlet chamber of the economiser smokebox using water supplied by the
Any excess steam generated in the economiser is dumped to the atmospheric Open No.1 circulating pump CW outlet valve T23V fire, bilge and GS pump.
condenser. Open No.2 circulating pump CW inlet valve T17V
Sootblowers should be operated at least every twelve hours or more frequently
Procedure for Preparing the Economiser System for Operation Open No.2 circulating pump CW outlet valve T24V if the level of fouling is heavy.
Operation
a) Ensure pressure gauge and instrumentation valves are open and When arriving alongside, to minimise the risk of soot fires, the boiler water
that the instrumentation is reading correctly. circulating pump should be operated for at least twelve hours after the main
When the economiser is empty, care has to be taken when connecting it with
engine is no longer required.
the auxiliary boiler, as the difference in pressure could result in a sudden drop
b) Ensure that cooling water is circulating in the central cooling
in the boiler water level. When setting up the valves, the boiler water
system. If the circulating system fails, the main engine should be stopped.
circulating pump discharge valve should be opened gradually, as the last stage
in the procedure.
Set up the valves as in the following table: If the economiser fails and has to be run dry, it should be thoroughly washed
and sootblowers operated at least four times a day. The water washing lances
The boiler water circulating pump can then be started. It is important to start
Economiser Circulating Water System should be prepared and be readily available for fire extinguishing purposes.
the circulating pump before starting the main engine. The other circulating
pump should be set up as the standby pump. If the system is prone to water
Position Description Valve If the main engine is operated at reduced power for prolonged periods, the
hammer, at this stage, it may be advisable to start the pump with the discharge
engine load should be increased before operating the sootblowers.
Open No.1 boiler water circulating pump suction valve T32V valve throttled in, gradually opening the valve as the economiser warms up.
Open No.2 boiler water circulating pump suction valve T31V
Vent air from each header of the economiser and check for the flow of
Open No.1 boiler circulating pump discharge valve T34V water/steam.
Open No.2 water boiler water circulating pump discharge valve T33V

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 Effie Maersk Machinery Operating Manual

Illustration 2.3.1a Condensate System

Air
378V
S
PC
379V
From Fresh Water
Hydrophore Unit
309V
310V 311V 312V

Steam Dump
Control Line
407V W.B.P.T. No. 1
C.O.P.T.

Sealing Water Tank

No. 1
Vacuum PS
Pump Unit
(80m3/h)
376V

377V

CI
PS PS
No. 2

Cooling LAH
LS No. 2 No. 3
C.O.P.T.
Fresh Water C.O.P.T. C.O.P.T.
Condenser
In/Out LAH
LS
Sealing Water
Cooler
LC TI

315V From Boiler Water

Circulation Pumps
Distilled
Water Tank
OS
From (110.48m3)
364V
Fresh Water
PI CI Generator 73V 80V
PS LAL LAH
1V
MC MC
362V
366V 2V Inspection Tank LS LS 74V
No. 1
(0.57m3)
3V Boiler Water Key
Pump
368V 88V Return Line Steam
C.O.P.T.
Condensate Pumps SAH
89V SX
(100m3/h) MC Condensate
363V Feed Filter
367V Tank
PI CI TI (14.04m3) To Boiler L.T. Cooling Water
365V Feedwater
5V Pumps Exhaust Steam
361V To Bilge
No. 2 Holding
Tank 4V Air

Electrical Signal

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 Effie Maersk Machinery Operating Manual
2.3 Condensate and Feed Systems Procedure for Preparing the Main Condensate System for Operation Clean the observation tank and the oil content monitor probe and check that the
monitoring and alarm systems function correctly.
2.3.1 Condensate System a) Ensure that all pressure gauge and instrumentation valves are
open. Procedure for Preparing the Vacuum Condenser Condensate System for
Description Operation
b) Fill the feed filter tank from the distilled tank via float valve T88V
The main condensate system, as part of the steam generating cycle, is the or direct valve T89V. a) Start one of the main/COPT sea water cooling pumps and supply
section concerned with the circulation of boiler feedwater from the vacuum SW to the vacuum condenser (see section 2.4.1).
and atmospheric condensers via the feed filter tank to the main feed pumps. c) Check the operation of the level control valve and ensure that it is
functioning correctly. Check the condition of any condensate already in the condenser, to make sure
Exhaust steam from the cargo pumps and No.1 water ballast pump is if it is of suitable quality to be pumped into the system. If necessary, drain the
condensed under vacuum in the sea water cooled vacuum condenser, the d) Set up the valves as in the following table. condensate side of the condenser to the bilge.
cooling water is supplied by the condenser cooling water pump. The vacuum
in the condenser is maintained by two vacuum pump air ejectors. The water Condensate System b) Set up the valves as shown in the following table.
level in the condenser is maintained by the recirculating valve in the
condensate pump discharge line. Position Description Valve Vacuum Condenser Condensate System
Open Inlet valve to atmospheric condenser T59V
The collected condensate is then transferred via one of two condensate pumps Position Description Valve
to the feed filter tank. The level in the feed filter tank is maintained by adding Closed Atmospheric condenser bypass valve T60V Open No.1 condensate pump discharge valve T365V
make-up water from the distilled water tank. A float operated valve allows
make-up distilled water into the feed filter tank when the level in the tank falls Open Distilled water make-up inlet valve to feed filter tank Open No.1 condensate pump suction valve T361V
below a set value. Should it be necessary, water may be added directly to the via float control valve T88V
Open No.1 condensate pump mechanical seal supply valve T367V
tank via a normally closed make-up valve. Condensate condition is monitored Closed Distilled water make-up float control valve bypass T89V
by a salinometer which activates an alarm if high salinity is detected. Open No.1 condensate pump balance line valve T363V
Open Run down valve from distilled tank D74V
Open No.2 condensate pump discharge valve T366V
Exhaust steam from the economiser steam dump steam line, and other systems, Closed Observation tank scum valve T2V
is condensed in the sea water cooled atmospheric condenser. Condensate level Open No.2 condensate pump suction valve T362V
in the atmospheric condenser is maintained by means of a weir, excess Closed Observation tank drain valve to bilge holding tank T3V
Open No.2 condensate pump mechanical seal supply valve T368V
condensate flowing over the weir to the outlet line. This then flows to the feed Closed Feed filter tank drain valve T4V
filter tank via an observation tank. Condensate flowing through the observation Open No.2 condensate pump balance line valve T364V
tank is monitored for hydrocarbon contamination by means of the oil detection Open Observation tank outlet to feed filter tank T1V
Operational Condensate pump three-way recirculating valve
system and if any contamination is detected an alarm sounds allowing the con- Open Outlet to feed pumps T5V
taminated returns from the atmospheric condenser to be manually diverted to Open Condensate pumps discharge valve to feed tank T315V
the bilge holding tank. Any floating sediment in the observation tank can be The feed pumps and boiler can now be put into operation.
drained through a scum line to the bilge holding tank or the observation tank c) Start one of the vacuum pump air ejector pumps. Ensure the level
can be drained to the bilge holding tank. A baffle in the observation tank outlet Oil Contamination in the sealing water tank is correct and that the sealing water
to the feed filter tank reduces the risk of oil being carried over to the feed filter cooler is in-line being supplied from the LT cooling system.
tank. The filter tank has a low-level alarm and it can be drained to the bilge If oil contamination occurs, divert the returns to the waste oil tank. Check the
holding tank. drain on the drain traps on all the steam services until the defective service is d) Ensure that there is a sufficient level in the condenser. Fill from
located, then isolate for repair. If any oil is noticed in the observation tank it the fresh water tank if required.
Water from the feed filter tank provides the main feed pumps with a positive should be assumed that some oil could also have entered the boiler and steps
inlet pressure head at the pump suctions. should be taken to scum the oil from the boiler. A water test should be carried e) Start one of the condensate pumps.
out in order to monitor any effect the possible contamination of the boiler with
The condensate outlet temperature from the atmospheric drain/dump oil might have had. The feed treatment should be adjusted in line with any f) Put other pump on standby.
condenser should be maintained at between 75°C and 90°C. A steam heating change in boiler water condition. When possible, the boiler should be shut
coil is provided in the feed filter tank should extra heating be required. down for examination of the steam/water space. g) Start the second vacuum pump and ensure that the desired
vacuum is obtained.
After repair, flush the drain line of the defective service and clean the drain
trap. h) Check the operation of the three-way recirculating valve.

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 Effie Maersk Machinery Operating Manual

Illustration 2.3.2a Heating Drains / Contaminated Water System Incinerator Waste Oil Incinerator Waste Oil Generator Engine L.O. Main L.O. Accommodation
Service Tank Service Tank Setting Tank Setting Tank Fresh Water Heater
From Economiser
Sootblowing Steam Drain
From Deck Seal and Calorifier
Slop Tank Heating
To Observation Tank TI TI TI TI

From T60V
T59V
Accommodation
T102V Air Condition
Room
Atmospheric To Observation Tank T258V T256V T254V T252V T260V T182V
Condenser Key
T259V T257V T255V T253V T261V T191V
Condensate
T106V T108V T142V T111V T116V T184V
To Observation
Tank Steam

Generator Engine No. 2 Main No. 1 Main No. 3 H.F.O. No. 2 H.F.O. No. 1 H.F.O.
No. 2 H.F.O. TI No. 1 H.F.O. TI H.F.O. TI Sludge No. 2 F.O. No. 1 F.O. L.O. Purifier L.O. Purifier L.O. Purifier Purifier Purifier Purifier No. 2 Boiler No. 1 Boiler
Service Tank Service Tank Setting Tank Tank Heater Heater Heater Heater Heater Heater Heater Heater F.O. Heater F.O. Heater
F.O
M/E F.O Purifying
Service Steam Steam Trace
Trace Line M/E F.O M/E F.O Line
TI Auto Filter Safety Filter

From
Steam
line T201V T202V T218V T217V
Drain T195V T250V T211V T296V
T426V T209V T212V T241V T244V T243V T249V T248V T247V

T425V T139V T251V T265V T264V T299V T213V T242V T267V T266V T246V T245V T214V
T199V
T140V
T427V T196V T126V T132V T103V T136V T134V T233V T144V T153V T236V T162V T159V
T190V

T193V T194V H.F.O.

Oily Bilge Oily Bilge Residue Main L.O. Outer H.F.O. Inner H.F.O. Overflow Outer H.F.O. Aft H.F.O. Fore H.F.O. Main Engine Jacke
Tank (Dirty) Tank (Clean) Tank Sump Tank Bunker Tank (P) Bunker Tank (P) Tank Bunker Tank (S) Bunker Tank (S) Bunker Tank (S) Preheater

Main Engine Fire Main Engine TI

Extinguishing F.O. Line
Scavenge Space Steam
Tracing

TI TI TI TI TI TI TI TI TI TI

T237V T238V T239V T240V T438V T437V T269V T270V T149V T156V
T219V T258V T448V T281V T285V T288V T434V
T290V
T220V T271V T450V T283V T129V T292V T297V T298V T263V
T287V T289V T429V
T168V T172V T148V T186V T188V
T421V T176V T449V T282V
T286V T150V T92VT
T167V T171V T147V T185V T189V
T198V T262V

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 Effie Maersk Machinery Operating Manual
2.3.2 Drains Systems Main engine residue tank
Sludge tank
General Description
Inert gas deck water seal
Condensate from the auxiliary steam services is returned to the filter feed tank,
Main engine and auxiliary boiler FO heaters
through a sea water cooled drains cooler (the atmospheric condenser) and
observation tank, from where the condensate is returned to the feedwater Jacket cooling water pre-heaters
system. As there is a possibility of contamination from hydrocarbons from oil
Steam line drains
heating services, the drains are segregated and checked in the observation tank
before returning to the system. Low duty dump steam line

Steam supplied for heating purposes to a heater element or trace heating line Main engine scavenge space fire extinguishing system
gives up maximum heat when it condenses back to water and the aim of any Procedure for Preparing the Drains System for Operation
heating system of this type is to ensure that only condensed steam, condensate,
returns to the atmospheric condenser which, therefore, acts as a drain cooler. a) Ensure that pressure gauges and instrumentation valves are open
All drains outlets from heating lines are fitted with a drain trap which only lets and that the instruments are working correctly.
water pass and so keeps the steam in the heating line until it has condensed.
The drain traps are provided with inlet and outlet valves and also with a bypass b) Set up the valves as in the following table.
valve to allow the heater to remain in operation even if the drain trap becomes
defective. A defective drain trap is indicated by steam returning to the Drains System
atmospheric condenser and the defective drain trap can be traced by the fact
that its return line will be abnormally hot as it will contain steam. If a drain trap Position Description Valve
has to be bypassed, the bypass valve should be throttled so as to restrict the
passage of steam. Closed Atmospheric condenser bypass valve T60V
Open Atmospheric condenser inlet valve T59V
The following services return to the cascade tank through the drains cooler:
Open Cooling water inlet valve S19V
HFO storage, service and settling tanks
Open Cooling water outlet valve S71V
Calorifier
Accommodation fresh water heater c) The various services can now be put into operation as required, by
opening the associated drain trap outlet valve.
Steam tracing
LO sump tank Excessive temperature at the drains cooler would indicate a defective drain
trap. Services should be isolated in turn until the defective trap is located.
Accommodation services
Main engine and auxiliary engine LO settling tanks
Boiler FO heaters
Cargo slop tank heating
Incinerator waste oil tank heating
HFO and LO purifier heaters
Waste oil tank
HFO overflow tank
HFO auto and safety filters
Bilge tanks

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 Effie Maersk Machinery Operating Manual
Illustration 2.3.3a Boiler Feedwater System

T64V T63V
D42V Boiler Water T16V
Sampling

T15V T10V

No.1 Auxiliary Boiler No.2 Auxiliary Boiler

(18kg/cm2 x 50 ton/h) (18kg/cm2 x 50 ton/h)

T66V T65V

PI

From Fresh Water Hydrophore Unit

D82V
From Boiler Circulation Pump

From Condensate Pump

QC3,
From Atmospheric Condenser QC4
Dosing
OS Unit T71V T77V T70V T12V T69V T11V T68V T20V T67V T19V

Boiler Economiser
Feed Water Feed Water
T1V
Pumps Pumps
LAL LAH
(63m3/h) (4m3/h)
MC MC
T2V Inspection PS PS PS PS PS
Tank LS LS PI PI
PI PI PI
(0.57m3)
T3V 3 2 1 2 1
From Distilled T76V T27V T26V T82V 81V
CI CI CI CI CI
Water Tank T88V T41V

T89V
Feed Filter T78V T7V T6V T9V T8V
TI Tank SAH
TC (14.04m3) SX
MC

From Steam
System T5V
T74V
Key
To Bilge
Holding Tank
T4V Feedwater

Air

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 Effie Maersk Machinery Operating Manual
2.3.3 Boiler Feedwater System Boiler water chemical treatment is administered by injecting chemicals, from Boiler In Use
the dosing unit, directly to the auxiliary boiler drum using a chemical dosing
Description unit, see section 2.3.4. Position Description Valve
Open Feed regulator inlet valve T66V
The boiler feed system is the section of the steam generating plant which Procedure for Preparing the Boiler Feed System for Operation
circulates feedwater from the feed filter tank into the steam drum of the boiler Open Main feed check valves
via the boiler feedwater pumps and the feedwater regulator. a) Ensure that the pressure gauge and instrumentation valves are
Closed Auxiliary feed check primary valve
open and that instrumentation is reading correctly.
The feed water flow is automatically controlled by the feed water regulating Closed Auxiliary feed check secondary valve
valve, in accordance with the variation in water level in the steam drum and the b) Set up the valves as in the following table.
boiler steam outlet flow signal, to maintain the water at a constant level. For Initial Start Only
Boiler Feed Water System
Three boiler feed pumps take suction from the feed filter tank and each is a) Shut the discharge valve of the selected pump.
capable of supplying the boilers at a rate of 63m3/h against a pressure head of Position Description Valve
24 kg/cm2. These feed pumps are designed to supply the boilers during cargo b) Start the pump and slowly open the discharge valve until the
Open Feed pump suction valve from cascade tank T5V discharge line reaches working pressure.
operations or at other times when the oil fired boilers are working.
Open No.1 boiler feed pump suction valve T6V
Two economiser feed pumps take suction from the feed filter tank and each can c) Check the operation of the feed check valves.
Open No.2 boiler feed pump suction valve T7V
supply the economiser at a rate of 5m3/h against a pressure head of 11 kg/cm2.
These feed pumps are designed to supply the boiler’s needs during normal sea Open No.3 boiler feed pump suction valve T78V d) Fill the boiler to working level.
going conditions when only the economiser is needed to supply steam.
Open No.1 boiler feed pump recirculating valve T26V e) Check the operation of the salinometer.
When the economiser alone is producing steam one of the economiser feed Open No.2 boiler feed pump recirculating valve T27V
pumps will be operating. There is no direct input from the feed pump to the f) Switch the remaining pump(s) to standby.
economiser but the feedwater is supplied to the auxiliary boilers. One of the Open No.3 boiler feed pump recirculating valve T76V
two boiler water circulating pumps takes water from the auxiliary boilers and Open No.1 boiler feed pump main feed discharge valve T11V The boiler can now be brought into operation.
supplies it to the economiser, the outlet from the economiser an emulsion of Boiler Feedwater Pump Discharge
steam and water, passing to the steam drum of the connected auxiliary boiler Open No.2 boiler feed pump main feed discharge valve T12V to Main and Auxiliary Feed Line
where the steam and water are separated. As the economiser is using water Open No.3 boiler feed pump main feed discharge valve T77V
from the auxiliary boilers there is no need to supply a separate chemical
treatment inlet for the economiser. Closed No.1 boiler feed pump auxiliary feed discharge valve T69V
Closed No.2 boiler feed pump auxiliary feed discharge valve T70V
Each main boiler and economiser feed pump returns a small proportion of the
discharge back to the feed filter tank through an orifice; this prevents the pump Closed No.3 boiler feed pump auxiliary feed discharge valve T71V
from overheating whenever the feedwater regulator is closed because the Open No.1 economiser feed pump suction valve T8V
boiler or economiser is on low load. If steam demand falls for any reason, such
as when a cargo pump is stopped, the feedwater regulator automatically shuts Open No.2 economiser feed pump suction valve T9V
the feed valve to the boiler, but the feed pump(s) still operate normally. Open No.1 economiser feed pump recirculating valve T81V
Without feedwater delivery, overheating of the feed pump(s) could quickly
occur. Open No.2 economiser feed pump recirculating valve T82V
Open No.1 economiser feed pump main feed discharge valve T19V
The salinity alarm sensor is positioned in the feed filter tank.
Open No.2 economiser feed pump main feed discharge valve T20V
Feedwater is normally supplied to the boiler through the feedwater regulator Closed No.1 economiser feed pump auxiliary feed discharge valve T67V
but it can also be supplied through a separate auxiliary line, which can be used
in an emergency. The main feed pumps are organised with one or two units in Closed No.2 economiser feed pump auxiliary feed discharge valve T68V
Boiler Feedwater Pumps
operation and another acting as standby. The standby pump will cut in on the
failure of a running unit. Normally only one feed pump is required for the Feed Pump Constant
economiser and the other is set for standby operation. Flow Line

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 Effie Maersk Machinery Operating Manual

Boiler Water Sample Boiler Water Sample

Valve T15V Cooler Outlet Valve T16V

Boiler Feedwater Dosing Unit Boiler Feedwater Pumps

Fresh Water Filling Valve Fresh Water Cooling Fresh Water Cooling
Inlet Valve D42V Outlet Valve T10V

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 Effie Maersk Machinery Operating Manual
2.3.4 Water Sampling and Treatment System ! CAUTION Boiler Blowdown
Boiler water samples are taken from the water drum and are therefore at
Chemical analysis and treatment of feedwater is undertaken to prevent a high pressure and temperature. Great care should be taken whenever Boiler blowdown, through the valves on the water drum, imposes a consider-
corrosion and scale formation in the boilers and economiser and so avoid these valves to the sample cooler are opened. This must be done slowly. able load on the unit, and must only be undertaken with the boiler in low load
degradation of the steam quality. Inadequate or incorrect treatment can result conditions. If in port, the duty deck officer should be contacted, to ensure the
in severe damage to the steam generation plant and constant monitoring is c) Analyse the sample according to the instructions of the boiler discharge from the ship’s side will not be dangerous.
necessary to give an early indication of possible contamination of the water testing kit.
feedwater. a) Open the ship’s side valve T41V.
d) Record the results of the boiler water analysis and interpret the
Chemical treatment and analytic tests must be undertaken in accordance with results to give the necessary information regarding the chemical b) Slowly open the primary blowdown valve fully. Adjust the
the detailed instructions given by the chemical supplier and the water charac- treatment to be used. Record details of the chemical treatment to secondary valve to control the blow down rate.
teristics maintained within the ranges specified. Test results are to be recorded be added to the boiler water.
in a form that enables trends, and the effect of treatment, to be monitored. c) As the blowdown process is continuing, monitor the boiler water
(Note ! Always ensure that the analysis and treatment relate to the chemicals level, and ensure this is being maintained and the feed pump
The dissolved solids in the boiler water are controlled by use of scum lines in currently being used on the ship.) discharge is coping with the extra load.
the steam drum and/or blow down valves in the water drum, through which
these impurities are discharged overboard. These systems are an integral part Boiler Compound Injection Unit d) On completion, close the secondary and primary blowdown
of the boiler water treatment. valves, then the ship’s side valve.
Chemicals are directly injected into the auxiliary boiler steam drum, at a point
The boilers are each provided with a sampling connection which directs water below its normal water level. This allows the natural water circulation system e) Removal of surface scum from the steam drum of the boiler may
to a sample cooler, cooled by water circulated from the domestic FW system. within the boiler to move the chemicals around the boiler and ensures an even be accomplished via the same ship`s side valve and the scum
A representative sample of the boiler water is taken from the boiler sampling distribution. valves on steam drums of the boilers. Primary scum valve(s) are
connection and passed through the cooler in order to obtain boiler water at a to be opened first and then the secondary valve, T63V on No.1
consistent temperature for analysis. Samples are drawn from the boilers on a Dosing Procedure boiler and T64V on No.2 boiler.
daily basis and tested using the chemical supplier’s test kit.
a) With all valves on the unit closed, open the drain valve and ensure More frequently, boiler impurities are discharged overboard via the scum
A chemical dosing unit is provided. It injects chemicals into the boiler drum the tank is empty of any water or previous chemicals. After which valves on the steam drum. As this line is relatively small in diameter, this
using a metering pump which takes suction from the self-contained chemical close the drain valve. system can be used with the boiler on higher loads.
tank. The tank is charged with the correct quantity of chemicals on a daily
basis, the amount used depending on the results on the daily boiler water test b) Place the chemicals in the tank and fill the unit with water
and according to the manufacturer’s instructions. supplied from the FW system. Use the agitator to ensure the
chemicals are well mixed with the water.
Operating Procedures
c) Check the oil level in the pump reservoir and replenish if
Sampling necessary.

a) Check that the cooling water lines from the domestic fresh water d) Open the chemical injection valve on the boiler.
system to the sample coolers are open, inlet valve D42V and
outlet valve T10V. e) Open the pump suction and discharge valves and start the pump.
Once running, adjust the stroke of the pump as necessary to allow
b) Open the sample cooler inlet valve, T15V and outlet valve T16V. the chemicals to enter the boiler over a period of time.
Allow several minutes to pass until the line is drained of any
standing water which may be present from previous use. The f) On completion switch off the pump, close all the valves and drain
sample cooler is a large distance from the boiler and sufficient the tank.
time must be allowed for the old water in the line to clear in order
to ensure that a water sample is taken of the water presently in the
system.

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 Effie Maersk Machinery Operating Manual
Illustration 2.4.1a Main and Auxiliary Sea Water Cooling System

S16V No. S15V No.2

Central Central
Fresh Water Fresh Water
Cooler Cooler Key
Atmospheric
Condenser S14V S13V
Sea Water
3rd Deck

S71V S16V

S17V
3rd Deck

S61V PI TI
S21V S62V
S58V
COPT Fresh Water
Condenser Generator
PI PI (36 Tons/Day)

S69V

TI
B20V
To IG Scrubber TI
S33V
PAL PX
To Deck Seal MC
S26V
S56V S54V From Distilled
B16V B15V
Deck Seal S30V Pump Discharg
Sea Water S10V
1 2 B22V
Pumps 9m3/h S37V
To Fire To Fire S29V S28V S36V S35V
Main Main B23V
S27V Chemical
S55V S53V
S52V S24V S12V S11V Dosing Unit
S32V
PI PI PI
PI PI
Auxiliary Cooling Main COPT Fresh Water
2nd Deck 1 Bilge, Fire 2 Scrubber Water Sea Water 1 Cooling Sea 2 3 Generator Supply
& GS Pumps Pump 310m3/h Pump 400m3/h Water Pumps Pump 75 m3/h
CI CI CI CI
650/1,010m3/h CI
TI
T5V Steam MC 2nd Deck
Blow
TX
B2V B1V S51V S7V S23V S59V S8V S31V
Steam
Blow
Sea Chest T6V
(High) S2V S4V S3V
To Oily Bilge B6V Sea Chest
Pump Emergency (Low)
S72V Bilge Suction S1V

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 Effie Maersk Machinery Operating Manual
2.4 Sea Water Systems All pumps take suction from a common sea water suction line, using either the Position Description Valve
low suction sea chest, valve S1V or the high suction sea chest, valve S2V. The Main System
2.4.1 Main and Auxiliary Sea Water Systems low suction will normally be in use at sea and when surface contamination,
Open Low suction ship’s side S1V
such as weed, is present and also when the ship is in light ballast conditions
Sea Water Pumps when ingress of air is likely. The high suction will be used when in silted or Open Low suction strainer outlet S3V
shallow water conditions in order to avoid the ingress of sand or silt into the
Closed Low suction strainer drain valve
Fresh Water Generator Ejector pump sea water system. Suction strainers are fitted at both sea chests and steam
No. of sets: 1 connections are provided for the clearing of weed. The vent on the operating Open Low suction strainer vent valve V2V
Capacity: 75 m3/h x 4.8 kg/cm2 valve chest must be open; for the high sea chest this is valve S3V and for the
Closed High suction ship’s side S2V
Services: FW generator low sea chest valve S2V. Both ship’s side suction valves are remotely hydrauli-
cally operated from the control station. Valve S3V connects the low sea chest Open High suction strainer outlet S4V
Main Cooling System Sea Water Pump with the suction main and valve S4V allows for connection of the high sea
chest to the suction main. Closed High suction strainer drain valve
No. of sets: 3
Capacity: 650/1,010m3/h x 2.3/0.9 kg/cm2 Closed High suction strainer vent valve V3V
Services: Central FW coolers, vacuum condenser, Main and auxiliary SW pumps discharge to a main which supplies the two
central FW coolers, the outlet from these passes to the atmospheric condenser Open No.1 main cooling SW pump suction valve S23V
atmospheric condenser.
No.3 pump is connected to the emergency and vacuum condenser before flowing overboard through ship side valves Open No.1 main cooling SW pump discharge valve S24V
bilge injection S21V and S69V respectively.
Open No.1 main cooling SW pump discharge manifold valve S29V
Auxiliary Cooling Sea Water Pump The pumps can be started and stopped locally. Auto start can be selected from Open No.2 main cooling SW pump suction valve S9V
No. of sets: 1 the control room. Pressure switches on the discharge side of the pumps operate
Capacity: 400m3/h x 2.3 kg/cm2 the start signal for the selected standby pumps. Open No.2 main cooling SW pump discharge valve S12V
Services: In port SW services Open No.2 main cooling SW pump discharge manifold valve S28V
The vacuum condenser is supplied by the main SW pumps, the number of SW
circulating pumps operating at any time depends upon the number of cargo Open No.3 main cooling SW pump suction valve S8V
Inert Gas Deck Seal Sea Water Pump pumps in use. There will always be one SW circulating pump on standby. At Open No.3 main cooling SW pump discharge valve S11V
No. of sets: 2 times of low cooling demand the auxiliary cooling SW pump may be used.
Capacity: 9m3/h x 5.0 kg/cm2 Open No.3 main cooling SW pump discharge manifold valve S36V
Services: IG deck seal Fresh Water Generator Open No.1 central FW cooler inlet valve S14V

Scrubber Circulating Sea Water Pump The FW generator is supplied by its own dedicated ejector pump which takes Open No.1 central FW cooler outlet valve S16V
No. of sets: 1 suction from the SW suction main. Should the FW generator feed pump fail, a Closed No.2 central FW cooler inlet valve S13V
Capacity: 310m3/h x 5.5 kg/cm2 SW supply can be maintained via a crossover from the Bilge, Fire and GS
Services: IG scrubber system, by means of valve S35V. Closed No.2 central FW cooler outlet valve S15V
Open Central FW cooler manifold outlet valve S62V
Introduction Operation
Closed Auxiliary cooling SW pump crossover valve S26V
Main System Preparation for the operation of the cooling sea water system Closed Auxiliary cooling SW pump crossover valve to IG scrubber S30V

Sea water is circulated through the central cooling system, atmospheric a) Ensure that the suction strainers are clear. Closed Vacuum condenser inlet valve S57V
condenser and the vacuum condenser by one of three main cooling pumps. Closed Vacuum condenser outlet valve S58V
One of the pumps will be selected as the operating pump and another will be b) Ensure that all pressure gauge and instrumentation valves are
set up as the standby pump and will cut in automatically should the operating open and that instruments are functioning correctly. Closed Vacuum condenser overboard discharge valve S69V
pump fail. In port when the cooling requirement is low, the auxiliary cooling Closed Atmospheric condenser inlet valve S19V
SW pump may be used to circulate sea water through the system. Individual c) Set up the valves as shown in the tables below. In this case the low
pumps can be isolated from the system by means of isolating valves and a suction is in use with No.1 central cooler operating. Closed Atmospheric condenser inlet valve S71V
system of cross connections allows the inert gas scrubber SW pump to supply Open Atmospheric condenser bypass valve S17V
the vacuum condenser.
Open Atmospheric condenser overboard discharge valve S21V

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 Effie Maersk Machinery Operating Manual
Illustration 2.4.1a Main and Auxiliary Sea Water Cooling System

S16V No. S15V No.2

Central Central
Fresh Water Fresh Water
Cooler Cooler Key
Atmospheric
Condenser S14V S13V
Sea Water
3rd Deck

S71V S16V

S17V
3rd Deck

S61V PI TI
S21V S62V
S58V
COPT Fresh Water
Condenser Generator
PI PI (36 Tons/Day)

S69V

TI
B20V
To IG Scrubber TI
S33V
PAL PX
To Deck Seal MC
S26V
S56V S54V From Distilled
B16V B15V
Deck Seal S30V Pump Discharg
Sea Water S10V
1 2 B22V
Pumps 9m3/h S37V
To Fire To Fire S29V S28V S36V S35V
Main Main B23V
S27V Chemical
S55V S53V
S52V S24V S12V S11V Dosing Unit
S32V
PI PI PI
PI PI
Auxiliary Cooling Main COPT Fresh Water
2nd Deck 1 Bilge, Fire 2 Scrubber Water Sea Water 1 Cooling Sea 2 3 Generator Supply
& GS Pumps Pump 310m3/h Pump 400m3/h Water Pumps Pump 75 m3/h
CI CI CI CI
650/1,010m3/h CI
TI
T5V Steam MC 2nd Deck
Blow
TX
B2V B1V S51V S7V S23V S59V S8V S31V
Steam
Blow
Sea Chest T6V
(High) S2V S4V S3V
To Oily Bilge B6V Sea Chest
Pump Emergency (Low)
S72V Bilge Suction S1V

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 Effie Maersk Machinery Operating Manual
Preparation for the Operation of the Vacuum Condenser Sea Water Procedure for the Operation of the Atmospheric Condenser Sea Water
System System

a) Ensure that there is flow in the main SW circulating system. a) Vent the atmospheric condenser.

b) Ensure that all pressure gauge and instrumentation valves are Procedure for the Operation of the FW Generator Pumps
open and that instruments are reading correctly.
a) Set up valves as shown in the tables below.
c) Set up the valves as shown in the tables below.
b) Start the FW generator, see section 2.4.3 for operational
d) Set up the cooling water flow to the vacuum pump unit sealing procedure.
water cooler.
Position Description Valve
e) Check the water level in the sealing water tank and top up as
Open FW generator pump suction valve S31V
necessary from the FW hydrant system via valve D309V.
Open FW generator pump discharge valve 32V
f) Start the vacuum pumps.
Closed FW generator SW supply from bilge, fire and GS pump S35V
g) Check that a vacuum is established in the vacuum condenser. Open FW generator inlet valve
Open FW generator outlet valve
Position Description Valve
Open Overboard discharge valve S33V
Vacuum Condenser System
Open Vacuum condenser inlet valve S57V
Open Vacuum condenser outlet valve S58V
Open Vacuum pump overboard discharge valve S69V

Atmospheric Condenser System

Preparation for the Operation of the Atmospheric Condenser Sea Water

System

a) Ensure that there is flow in the main SW circulating system.

b) Ensure that all pressure gauge and instrumentation valves are

open and that the instruments are reading correctly.

c) Set up the valves as shown in the tables below.

Position Description Valve

Open Atmospheric condenser inlet valve S19V
Open Atmospheric condenser outlet valve S71V
Closed Atmospheric condenser bypass valve S17V
Open Overboard discharge valve S21V

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 Effie Maersk Machinery Operating Manual

Illustration 2.4.2.a Sea Water General Service System

To Deck Fire
Wash Main

B73V

B22V B22V

B18V B17V S37V

To
Scrubber

B16V B15V 11V

B84V B85V

No.1 No.2 PI
PI Bilge/Fire/GS PI Bilge/Fire/GS PI No.3 Main COPT
Pump Pump Cooling Sea
1 2
(350/290 m3/h) (350/290 m3/h) Water Pump
CI CI CI (650/1,010 m3/h)
B23V
B82V B83V 6V
LS LS

B3V
B4V B5V To Sewage To Cooling
B72V S8V
Plant Sea Water
B2V B1V B71V
B77V
To/From Aft Peak Emergency
Tank Bilge
From Stern Suction
Tube Cooling 47V
Tank
7V

Bilge Direct
Suction
8V
Forward Bilge
Forward S2V S4V S3V S1V Well
Bilge Well (Starboard)
(Port)
9V LAH
LS
MC
High
Sea Chest Low
(P) Aft Bilge
Sea Chest
Well
(S)
(Port)
Key

Bilges

Sea Water

Hydraulic Oil

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 Effie Maersk Machinery Operating Manual
2.4.2 Sea Water General Service System

The auxiliary sea water services are supplied by the following pumps:

Bilge, Fire and GS Pumps

Maker: Shinko
No. of sets: 2
Model: RVP 200-2MS MVDC self-priming
Capacity: 350/290 m3/h at 30/110 mth

Both Bilge, Fire and GS pumps are permanently set up for foam and fire main
service, with the discharge and suction valves open. In an emergency the
pumps can pump bilges directly overboard from either the bilge main or a
common direct suction in the port bilge well. Both bilge suction valves on each
pump are normally closed. The pump(s) suction and discharge valves are
hydraulically interlocked, so that the suction from the bilges cannot be open at
the same time as the pump(s) discharge to the fire main is open.

Both pumps can provide a back-up for the inert gas scrubber system. The aft
peak tank is filled/emptied via the bilge, fire and GS pumps.

Pump No.1 has a direct bilge suction from the port aft well.

Fire, Bilge and General Service Pumps

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 Effie Maersk Machinery Operating Manual
Illustration 2.4.3a Engine Room Ballast System

To Deck Fire
Wash Main

B20V B73V

B22V

B18V B16V B17V B15V

S11V
LS LS
B84V B85V

No.1 No.2 PI
PI Bilge / Fire / G.S PI Bilge / Fire / G.S PI Cooling Sea
1 Pump 2 Pump Water
(350/290 m3/h) (350/290 m3/h) Pump
CI CI CI (650/1,010 m3/h)
B23V
B82V B83V 6V
Steering Gear
LS LS
Compartment
B3V
To Sewage To Cooling S8V
Plant Sea Water
B2V B72V B4VB B5V S1VS B71V
Bilge Direct Emergency
Suction Bilge
Aft Peak Suction
Tank
7V

Forward
Bilge Well
(P) 8V
B70V
Forward Bilge
S2V S4V Sea Water Cross Connection Main S3V S1V Well
(S)
LAH
9V LS
MC

47V
Stern Tube Key
Cooling Water Tank High Aft Bilge
Sea Chest Well Low
Bilges
(P) (P) Sea Chest
(S)
Sea Water

Hydraulic Oil

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 Effie Maersk Machinery Operating Manual
2.4.3 Engine Room Ballast System To Start the Bilge, Fire and GS Pump(s) Start the Bilge, Fire and GS Pump(s)

The engine room ballast system consists of the after peak tank which is to be a) Start the selected bilge, fire and GS pump. a) Start the selected bilge fire and GS pump.
full during ballast condition.
b) Open the discharge valve B73V slowly until discharge piping is b) Open the discharge valve(s) No.1 pump B16V, or No.2 pump
This tank is used in conjunction with the main ballast system to trim the vessel. pressurised. B15V slowly until discharge piping is pressurised.
It can also be used during certain loaded conditions to provide optimum trim
for efficient operation of the main engine. c) Fill the tank to the required level. c) Empty the aft peak tank, taking care that the pump is not run dry.

The after peak tank is serviced by the two bilge, fire and GS pumps, which can d) Shut the line discharge valve B73V and stop the pump. d) Shut the pump discharge valve and stop the pump.
fill and empty the tank as required.
e) Close all valves. e) Close all valves.
The after peak tank has a filling/suction valve, B70V, which is used during
ballast operations. Deballasting

Procedure for Ballasting/Deballasting the Engine Room Tanks a) All the valves are initially closed.
Ballasting b) Ensure that the transmitters for the remote reading gauges are in
operation.
a) Ensure that all the valves are initially closed.
c) Set up the valves as shown below.
b) Ensure that the transmitters for the remote reading gauges are in
operation. Position Description Valve
c) Set up the valves as shown below. Open Aft peak ballast tank filling/suction valve B70V
Closed No.1 bilge, fire and GS pump sea suction valve B2V
Position Description Valve
or
Open Aft peak ballast tank filling/suction valve B70V
Closed No.2 bilge, fire and GS pump sea suction valve B1V
Open No.1 bilge, fire and GS pump sea suction valve D2V
Open No.1 bilge, fire and GS suction valve B72V
or
or
Open No.2 bilge, fire and GS pump sea suction valve B1V
Open No.2 bilge, fire and GS suction valve B71V
Closed No.1 bilge, fire and GS pump bilge suction valve B4V
Open Overboard discharge B20V
or
Closed Discharge valve to ballast tank B73V
Closed No.2 bilge, fire and GS pump bilge suction valve B3V
Closed No.1 pump discharge valve to OB discharge line B16V
Closed Overboard discharge B20V
or
Open No.1 bilge, fire and GS pump discharge valve B16V
Closed No.2 pump discharge valve to OB discharge line B15V
or
Open No.2 bilge, fire and GS pump discharge valve B15V
Closed Discharge valve to aft peak tank B73V

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 Effie Maersk Machinery Operating Manual
Illustration 2.4.4a Evaporator

D73V D1V D2V

Distilled Water Fresh Water

Fresh Water
Tank Tank
Tank (S)
(110.48 m3) (253.26 m3)
(142.78 m)

From Fire, Bilge and General

Service Pump

Fresh Water
Evaporator
Salinity Jacket HT PI 36 ton/day
Panel Cooling Supply
W78V TI
TI
PI SA

FI
W77V
S Distillate Pump
2.1m3/h

W79V

From Distillate Pump

Discharge

High Salinity PI
Return to Evaporator
Eductor Extraction
Steriliser S32V
(1,500 l/h)

PI

PI S33V
Fresh Water
D13V Generator CI Chemical
Ejector/Feed Dosing Tank
Pump
Mineraliser 73m3/h S31V
(1,500 l/h)
S

Key

Fresh Water
Sea Water Crossover Main Pipeline
Sea Water

HT Cooling

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 Effie Maersk Machinery Operating Manual
2.4.4 Evaporator amount (approximately 10 ppm) a solenoid valve is actuated and the distillate Fresh Water/Distillate Pump
is recirculated to the lower chamber of the evaporator. When the salinity
Fresh Water Generator returns to the correct level the solenoid valve closes and the distillate is The single-stage centrifugal pump fresh water pump extracts the distillate from
Maker: Alfa Laval discharged to the storage tanks. the condenser, and pumps it to the freshwater tank.
Type: JWP-26-C80/100
Capacity: 36 tons/day As the distillate is produced at a temperature below 80°C, complete sterilisa- Salinometer
Maximum salinity: 10ppm tion will not be obtained and the water is unsafe for human consumption. In
order to make the water safe for drinking a sterilisation unit is fitted in the The salinometer, (type DS-20) continuously checks the salinity of the
Distillate Pump distillate discharge line to the storage tanks. There is also a rehardening unit in produced water. The alarm set point is adjustable.
Maker: Sasakura domestic fresh water lines to the accommodation and this restores essential
Type: PVVP-2040: MDHC salts to the distillate. Control Panel
No of sets: 1
Capacity: 2.1 m3/h Distillate Quality The control panel contains motor starters, running lights, salinometer, contacts
for remote alarm.
Ejector Pump To continuously check the quality of the distillate, a salinometer is provided
Maker: Shinko together with an electrode unit fitted on the freshwater pump delivery side. Operating Procedures
Type: SVA-125-2M: MDHC
No of sets: 1 If the salinity of the produced fresh water exceeds the chosen maximum value, WARNING
Capacity: 75 m3/h the solenoid valve is activated to automatically return the distillate to the Do not operate the plant in restricted waters if the water produced is to be
evaporator inlet and an alarm is sounded. used for human consumption. There are strict regulations governing the
One evaporator is installed and utilises the heat from the jacket cooling water operation of freshwater generators near coasts and estuaries and these
system to evaporate sea water, the vapour produced by this evaporation being Main Components should be observed. Contact the bridge for information regarding these
condensed. The unit operates with a vacuum of 90 to 95% allowing the brine restrictions when the ship is in coastal waters.
to evaporate at a temperature of 40 to 50°C. The fresh water generator consists of the following components:
It is essential to observe the instructions regarding the brine feedwater
The combined brine/air ejector driven by the ejector pump creates a vacuum in Evaporator Section treatment. This treatment is used to inhibit foaming and control scale formation
the system in order to lower the evaporation temperature of the feedwater. on the heating surfaces thereby allowing for prolonged operation without the
The evaporator section consists of a plate heat exchanger and is enclosed in the need for plant shutdown for acid cleaning. Chemical treatment quantities must
The feedwater is introduced into the evaporator section through an orifice and separator vessel. be strictly controlled.
is distributed into every second plate channel (evaporation channels).
Separator Vessel Starting and Stopping Procedures
The hot water is distributed into the remaining channels, thus transferring its
heat to the feedwater in the evaporation channels. The separator separates the brine from the vapour. a) Ensure that the alarm and control panels are switched on.

Having reached boiling temperature, which is lower than at atmospheric Condenser Section b) Set the valves as follows:
pressure, the feedwater undergoes a partial evaporation and the mixture of
generated vapour and brine enters the separator vessel, where the brine is Just like the evaporator section, the condenser section consists of a plate heat Position Description Valve
separated from the vapour and is extracted by the combined brine/air ejector. exchanger enclosed in the separator vessel.
Open Ejector pump suction valve S31V
After passing through a demister, the vapour enters every second plate channel Combined Brine/Air Ejector Open Ejector pump discharge valve S32V
in the condenser section.
Closed Crossover valve from bilge, fire and GS pump S35V
The ejector extracts brine and non-condensable gases from the separator
The sea water supplied by the combined cooling/ejector water pump vessel, thus creating and maintaining a vacuum within the evaporator unit. Open Overboard discharge valve S33V
distributes itself into the remaining channels, thus absorbing the heat being
Open Jacket cooling water inlet valve to evaporator W78V
transferred from the condensing vapour. Ejector Pump
Open Jacket cooling water outlet valve from evaporator W79V
The fresh water or distillate produced is extracted by the freshwater or distillate The ejector pump is a single-stage centrifugal pump which supplies the
pump and led to the freshwater tank. The quality of the distillate produced is condenser with sea water and the brine/air eject with jet water as well as Closed Evaporator jacket cooling water bypass valve W77V
continuously monitored by the salinometer and if the salinity rises above a set feedwater for evaporation.

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 Effie Maersk Machinery Operating Manual
Illustration 2.4.4a Evaporator

D73V D1V D2V

Distilled Water Fresh Water

Fresh Water
Tank Tank
Tank (S)
(110.48 m3) (253.26 m3)
(142.78 m)

From Fire, Bilge and General

Service Pump

Fresh Water
Evaporator
Salinity Jacket HT PI 36 ton/day
Panel Cooling Supply
W78V TI
TI
PI SA

FI
W77V
S Distillate Pump
2.1m3/h

W79V

From Distillate Pump

Discharge

High Salinity PI
Return to Evaporator
Eductor Extraction
Steriliser S32V
(1,500 l/h)

PI

PI S33V
Fresh Water
D13V Generator CI Chemical
Ejector/Feed Dosing Tank
Pump
Mineraliser 73m3/h S31V
(1,500 l/h)
S

Key

Fresh Water
Sea Water Crossover Main Pipeline
Sea Water

HT Cooling

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 Effie Maersk Machinery Operating Manual
c) Close the air screw VA-E1-01 on the separator and set the inlet
and outlet valves to allow water to flow through the condenser.

d) Ensure the spring operated feedwater inlet valve allowing water

into the heat exchanger has opened.

e) Start the ejector pump and create a vacuum of at least 90%; this
should be developed in less than 10 minutes.

f) Open the feedwater treatment valve (if treatment is required).

g) Supply hot water to the generator by adjusting the inlet and

bypass valves until the desired temperature is reached. The
boiling temperature will rise and the vacuum will fall indicating
that evaporation has commenced. After about 3 minutes the
temperature will fall and normal vacuum will be restored.

h) Switch on the salinometer and open the discharge valve to the

fresh water tank.

i) Start the freshwater/distillate pump.

Output of the FW generator is adjusted by regulating the flow of jacket water

through the heat exchanger. Adjustment of the evaporator jacket cooling water
bypass valve W77V allows for regulation of the flow through the heat
exchanger.

Stopping the Plant

a) Stop the hot water supply to the unit by closing the evaporator
jacket cooling water inlet and outlet valves and opening the
bypass valve.

b) Close the feedwater treatment valve (if open).

c) Stop the freshwater pump.

d) Switch off the salinometer.

e) Stop the ejector pump.

f) Open the air screw on the separator.

g) Close the suction and discharge overboard valve of the ejector

pump.

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

i) Close the valve to fresh water tank.

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 Effie Maersk Machinery Operating Manual
Illustration 2.4.5a Distilled Water Transfer and Distribution

Upper Deck S To Paint Store

Distilled Water Fresh Water Fresh Water From Fire

Tank Tank (S) Tank (P) Main
(110.48 m3) (142.78 m3) (253.26 m3)

56V

D73V D7V D74V D5V D3V D1V D6V D4V D2V S To

Purifier
Room
To Boiler CI PI
Feedwater S To Port Diesel
Tank Generator Room
D54V D55V
Fresh Water S
To Starboard Diesel
Spray Generator Room
Pump
(54 m3/h)

PI
Steriliser 13V
(1,500 l/h) To Fresh
Water
Mineraliser Pump
(1,500 l/h)
S

TI Fresh Water
Salinity Evaporator
Panel PI 36 ton/day
From Sea Water
Line
PI SA

FI
From
Distillate Distillate
S Pump Pump
Discharge

High Salinity
Return to Evaporator
Eductor Extraction PI
S33V
Stern Tube
Cooling Key
WaterTank Chemical
(82.79 m3) Fresh Water Dosing Tank

Sea Water
D7V
Fire/Deck Water

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 Effie Maersk Machinery Operating Manual
2.4.5 Distilled Water Transfer and Distribution d) Open the distillate pump discharge valve.

The fresh water generator distillate pump discharges through a salinometer and e) Switch on the salinometer. When salinity is satisfactory, the
a flow meter. Positioned before the flow meter is a solenoid valve. This opens discharge will change over to fill the tank.
when the salinometer detects too high a salinity level, diverting the distillate
pump output back to the FW generator. Filling the Fresh Water Tanks

The discharge from the FW generator discharge valve goes to the distilled The same steps as for filling the distilled water tank, except for item ‘b’ which
water tank though inlet valve D73V; this tank has a capacity of 110.48m3. The should be replaced by the following:
distilled water tank supplies water to the boiler feedwater tank via valve D74V
and the tank can be drained to the bilge through valve D80V. The discharge Open the filling valve to the port or starboard fresh water tank, or both tanks.
line from the FW generator also supplies water to the fresh water tanks (port
253.26m3 and starboard 142.78m3), this water flows through a mineraliser unit Open valves to mineraliser unit having ensured that the unit is correctly
and a steriliser unit before entering the tank(s). The tanks are interconnected at charged with chemicals. Ensure that the steriliser bypass valve, D13V, is closed
their outlets and the common outlet pipe supplies fresh water to the stern tube and that the inlet and outlet valves to the steriliser are open. The electrical
cooling water tank. The fresh water tanks also supply water to the domestic power supply to the steriliser must be switched on. Water flow rate through the
fresh water system for the ship, via pumps and a pressurised hydrophore tank. unit is adjusted by means of the flow setting valve and the current flowing to
There is also a connection to the fresh water fire fighting spray system, via the the silver electrodes must be checked to ensure that the release of silver ions is
FW spray pump. Fresh water tanks can also be filled from a shore supply if at the correct level.
necessary. All tanks have level indicating equipment and low level alarms.

Procedure for Operation of the Distilled Water Transfer System

The valves should be initially set up as follows.

Position Description Valve

Closed FW generator distillate pump discharge valve
Closed Filling valve for distilled water tank D73V
Closed Filling valve for port FW tank D2V
Closed Filling valve for starboard FW tank D1V
Open Outlet valve from port FW tank D4V
Open Outlet valve from starboard FW tank D3V
Open Outlet valve from distilled water tank D74V

All tank drains should be closed

Filling the Distilled Water Tank

a) Start up the FW generator.

b) Open the filling valve of the distilled water tank.

c) Start the distillate pump. Discharge should be back to the

generator until the salinometer automatically shuts the dump
solenoid valve when the water quality is at the required standard.

Issue: 1 2.4 Sea Water Systems Page 14 of 14

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 Effie Maersk Machinery Operating Manual
Illustration 2.5.1a Main Engine Jacket Cooling Water System
From Fresh
Water
62V Hydrophore Unit
S
Main Engine F.W.
LAL Air Service
Expansion Tank
MC A93V A94V
(1.66m3) LS

LS

LS PI
From Generator Engine
JFW Air Vent Main LAH
W16V Engine PI
W21V MC
Jacket
Cooling PI
Buffer
Auto Float To Central Cooling
Vent Valve LAL
Fresh Water Pump's
W20V MC
W19V

TAL PALI ESLD TC

MC MC MC

TX PX PS W12V TI
Fresh Water
Generator
W79V
(36 Tons/Day)
W77V TI
W83V W84V
W78V

TI TI
Main
Engine
PI PI
Jacket
Preheater
Main Engine PI No.1 PI
Jacket
Water Cooler TI TI
To Bilge Holding W74V W72V
PS W75V W66V From FW
Tank Hydrophore
Key Main Engine C.F.W Unit
To Cooling W88V D87V
Pump's 262m3/h x 30mth
Feedwater
Drain Tank W76V
HT Cooling Water
PI No.2 PI
PI CI Main Engine Jacket LAL
PI
Fresh Water Cooling Feedwater MC
W73V W71V W90V and Drain Tank
W91V
Electrical Signal S Main Engine HT
Circuit Feed 89V
Instrumentation Pump 0.5m3/h x 75mth
Chemical
Dosing
Air Unit

Issue: 1 2.5 Fresh Water Cooling Systems Page 1 of 6

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 Effie Maersk Machinery Operating Manual
2.5 Fresh Water Cooling Systems c) Ensure the FW generator is bypassed by opening valve W77V. b) Start one main engine jacket cooling water pump.

2.5.1 Main Engine Jacket Cooling Fresh Water System; the High d) Ensure that all main engine individual cylinder inlet and outlet c) Check that the auto float vent valve is operation correctly.
Temperature (HT) Cooling System valves are open.
d) Ensure that the buffer unit is maintaining the correct system
The system has two cooling water pumps rated at 262m3/h with a pressure of e) Ensure that all main engine individual cylinder vent and drain pressure.
30mth. These pumps supply cooling water to the main engine jackets, cylinder valves are closed.
heads and exhaust valves and circulate hot water through the FW generator. e) Supply steam to the preheater via the control valve.
f) Set the valves as shown in the tables below.
The system operates on a closed circuit principle. The pumps discharge f) Slowly bring the jacket temperature up to operating temperature.
through the jacket cooling water preheater, a valve bypassing the preheater is Position Description Valve Observe the engine builder’s instructions regarding the rate of
throttled to ensure a flow through the preheater at all times. The preheater temperature rise. Check the system for leaks as the temperature
Open No.1 JCW pump suction valve W72V
maintains the main engine jacket cooling water temperature when the main rises.
engine is at idle, on low load or when the engine is being warmed through prior Open No.1 JCW pump discharge valve W74V
to starting. g) Supply fresh water cooling to the jacket cooling water cooler
Open No.2 JCW pump suction valve W71V
from the low temperature central cooling system via valves
The FW generator can be bypassed when the main engine is on low load or Open No.2 JCW pump discharge valve W73V W85V and W86V, see section 2.5.2.
idle, but the FW generator extracts heat from the circulating jacket cooling
Open Preheater inlet valve W66V
water thus reducing the load on the coolers. After flowing through the FW h) Test the system for chemical concentration and add chemicals as
generator the jacket water passes through the jacket cooling water cooler, Open Preheater outlet valve W75V required using the chemical dosing unit.
which is in turn cooled by the low temperature (LT) fresh water central cooling
Throttled Preheater bypass valve W76V i) Switch the other jacket cooling water pump to standby.
system. A three-way control valve, actuated by the automatic temperature
controller, regulates the flow through, or bypasses, the jacket cooler depending Open Drain valve to drain tank W88V
on the engine jacket water outlet temperature. j) When the engine is at full power, check the automatic operation
Open FW generator bypass valve W77V of the cooling system and, when satisfied, the steam supply to the
The system is fitted with a buffer tank which provides a positive head to Closed FW generator inlet valve W78V preheater can be isolated and the FW generator brought into
maintain pressure and allow for thermal expansion of the water. The buffer unit operation if required.
Closed FW generator outlet valve W79V
is pressurised by compressed air from the 8kg/cm2 system, a reducing valve
supplying the buffer tanks at a pressure of 4 kg/cm2. Water is supplied to the Open JCW cooler inlet valve W84V The temperature drop in the jacket cooling water across the FW generator
HT cooling fresh water system by a HT circuit feed pump which takes suction depends upon the amount by which the evaporator bypass valve is open.
from the main engine jacket cooling feed water and drain tank. This pump Open JCW cooler outlet valve W83V
operates to maintain the correct quantity of water in the system. An auto float Operational Cooler bypass 3-way valve W12V
vent valve vents air from the system.
Open Buffer unit inlet valve from feed pump W21V
From the engine cooling water manifold branches supply cooling water to each Open Buffer unit outlet valve W20V
cylinder. Isolating valves are fitted to the inlet and outlet mains for each
cylinder to allow units to be individually isolated for maintenance purposes. Closed Buffer unit drain valve W19V
Open Buffer unit outlet valve W20V
The HT cooling system can be drained to a drain tank and can be replenished
using the fresh water transfer pump. Closed System drain valve to bilge holding tank W10V
Closed System drain valve to feed and drain tank W9V
Preparation for the Operation of the Jacket Cooling Water System
Open Air supply valve to buffer unit A93V
a) Operate the main engine HT circuit feed pump to replenish the
system from the drain tank. The drain tank can be replenished Operation
from the hydrophore unit via valve W87V.
a) Check the system level and replenish if required using the ME HT
b) Ensure that all pressure gauge and instrumentation valves are circuit feed pump.
open and that the instruments are reading correctly.

Issue: 1 2.5 Fresh Water Cooling Systems Page 2 of 6

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 Effie Maersk Machinery Operating Manual
2.5.2a Central Fresh Water Cooling System
Generator Engine Jacket TC From Fresh PI TI TI
Preheater W62V Water
W.B.P.T
FW Cooling Hydrophore Unit
W126V LAL W131V LO Cooler W135V
Expansion Tank
W123V MC
W171V PI TI PI TI TI
(1.66m3)
No.1 Generator No.1 C.O.P.T
Engine LS LO Cooler
W132V W136V
Set
o TSH
80 C TS PI TI
W PI TI TI
Engine W16V No.2 C.O.P.T
Jacket
W112V LO Cooler
W120V TX TIAH PX PIAL W133V W137V
To Central Cooling
Engine Control Room Fresh Water Pumps PI TI TI
TI
PI TI TI TI No.3 C.O.P.T
W109V W142V W141V
Air LO Cooler
LO Cooler No.1 Unit Cooler W134V W138V
Cooler
W174V TAH PI TI TI
TI TX MC
TI TI Vacuum Pump
W114V W113V
Unit Cooler
W166V No.2 Unit Cooler W181V W182V
No.1 Alternator No. 1 No. 2
Alternator
TI TI Main Engine Main Engine
TX TX TX W163V W144V Air Cooler Air Cooler
Unit Cooler
W125V W143V
Workshop
W122V TI TI
W172V
No.2 Generator W153V
Engine W156V
Set No.1 Main
o
80 C TSH Main Jacket Fresh
TS PI TI Compressor
W Engine Water W183V
Engine Cooler
LO Cooler To/From
Jacket
W119V TX TIAH
PX PIAL W111V TI TI Turbocharger
W152V LO Cooler
PI TI PI TI
TI W155V PI TI PI TI
PI TI W108V No.2 Main
W184V
Air LO Cooler Compressor W96V W97V W85V W86V
Cooler
W175V TAH
TI TX MC W100V
TI TI
W151V
W165V W11V
W154V No.3 Main W101V
No.2 Alternator Compressor W34V
Alternator
PI CI
TX TX TX W162V PI PS TI TI
1 PI
No.1 Prov. Ref. W31V
Condenser Central CW Pump
W124V W40V
1090m3/h x 25mth
W121V W35V TI
PI PS TI TI No.2 Central
W173V PI CI
No.2 Prov. Ref. FW Cooler
No.3 Generator PI
Condenser 2
Engine
Set
W32V
o
80 C TSH PI PS TI TI W38V
TS PI TI
W W36V TI
Engine No.1 Air Con.
Condenser PI CI
Jacket
W118V TX TIAH PX PIAL W110V
PI PS TI TI
Port Use CW Pump W33V PI
TI No.2 Air Con.
360m3/h x 25mth
PI TI Condenser
W176V W107V
Air LO Cooler W39V
Cooler Key No.1 Central TI
TAH S
TI TX MC FW Cooler
Intermediate Shaft Domestic Fresh Water PI
Bearing
W164V W129V W128V
LT Cooling Water Chemical
No.3 Alternator To/From Boiler W37V Dosing
Alternator
Water Circ. Pumps Electric Signal TI Unit
TX TX TX W161V Gland Cooling

Issue: 1 2.5 Fresh Water Cooling Systems Page 3 of 6

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 Effie Maersk Machinery Operating Manual
2.5.2 Central Fresh Water Cooling Systems; the Low Temperature (LT) Three auxiliary engine jackets, LO coolers, charge air coolers and Position Description Valve
Cooling Systems alternators
Open ECR No.2 air conditioning inlet valve W113V
Engine control room air conditioning units
Introduction Open ECR No.2 air conditioning outlet valve W114V
Workshop air conditioning unit
Open Workshop AC inlet valve W143V
The low temperature central fresh water cooling system works on the closed
Three main starting air compressors
circuit principle. The system has the following features: Open Workshop AC outlet valve W144V
Two accommodation air conditioning compressors
Open No.1 main air compressor inlet valve W153V
Two main circulating pumps which supply the services at a rate of 1,090 m3/h
Two provision room refrigeration compressors
at 25mth; one pump is operating and the other on standby. A pressure switch Open No.1 main air compressor outlet valve W156V
on the common pump discharge starts the standby pump on low pressure. Intermediate shaft bearing
Open No.2 main air compressor inlet valve W152V
A port use circulating pump which supply the services at a rate of 360 m3/h at Cargo oil power turbine LO coolers
Open No.2 main air compressor outlet valve W155V
25mth. Water ballast power turbine LO cooler
Open No.3 main air compressor inlet valve W151V
Two central coolers, which in turn are cooled by sea water. Vacuum pump unit cooler
Open No.3 main air compressor outlet valve W154V
Boiler circulating pumps
An expansion tank which provides a positive head to the system as well as Open No.1 refrigeration plant condenser inlet valve
allowing for thermal expansion of the circulating water. This tank can be Preparation for the Operation of the Low Temperature Cooling Water Open No.1 refrigeration plant condenser outlet valve
topped up from the domestic fresh water system via valve D62V. System
Open No.2 refrigeration plant condenser inlet valve
The pumps take suction from the system suction main, which is located after a) Replenish the system from the expansion tank, which is filled Open No.2 refrigeration plant condenser outlet valve
the two central coolers. There is a connection to this suction main from the from the fresh water system via valve D62V.
expansion tank. The temperature is controlled by a three-way valve, which Open No.1 accommodation AC condenser inlet valve
bypasses the coolers at low temperatures. b) Ensure that all pressure gauge and instrumentation valves are Open No.1 accommodation AC condenser outlet valve
open and that instruments are reading correctly.
Water is supplied to the auxiliary engine LO and combustion charge air coolers Open No.2 accommodation AC condenser inlet valve
directly from the central fresh water circulating main. The auxiliary engine c) Set up valves as shown in the tables below. Open No.2 accommodation AC condenser inlet valve
jacket coolers are supplied with central cooling system water via a solenoid
operated valve, this valve being opened when the engine receives a start signal. Position Description Valve Open Intermediate shaft bearing inlet valve W128V
An auxiliary engine preheating unit with dedicated circulating pumps is Open Intermediate shaft bearing outlet valve W129V
Open Port use cooling water pump suction valve W33V
provided to maintain temperature in the standby auxiliary engines in order to
allow them to be started whenever required. Open Port use cooling water pump discharge valve W36V Open No.1 cargo pump LO cooler inlet valve W132V
Open No.1 central cooling water pump suction valve W31V Open No.1 cargo pump LO cooler outlet valve W136V
The system is permanently vented from the highest point to the expansion tank.
Water in the system is chemically treated in order to inhibit corrosion, Open No.1 central cooling water pump discharge valve W34V Open No.2 cargo pump LO cooler inlet valve W133V
chemicals being supplied by means of a dosing unit which injects the treatment Open No.2 cargo pump LO cooler outlet valve W137V
Open No.2 central cooling water pump suction valve W32V
chemicals into the pipeline system at the main pump suction. The amount of
treatment required is determined by the results of water testing which should Open No.2 central cooling water pump discharge valve W35V Open No.3 cargo pump LO cooler inlet valve W134V
be carried out at frequent intervals in order to ensure that the water is correctly Open No.3 cargo pump LO cooler outlet valve W138V
Operational Central cooler 3-way bypass valve W11V
treated and that corrosion in the system is prevented.
Open No.1 central cooler inlet valve W39V Open No.1 WB pump LO cooler inlet valve W131V
The low temperature cooling water pumps supply the following services:
Open No.1 central cooler outlet valve W37V Open No.1 WB pump LO cooler outlet valve W135V
Main engine JFW cooler
Closed No.2 central cooler inlet valve W40V Open Main engine LO cooler inlet valve W96V
Both main engine scavenge air coolers
Closed No.2 central cooler outlet valve W38V Open Main engine LO cooler outlet valve W97V
Main engine LO coolers
Open ECR No.1 air conditioning inlet valve W141V Open Main engine JW cooler inlet valve W85V
Main engine turbocharger LO cooler
Open ECR No.1 air conditioning outlet valve W142V Open Main engine JW cooler outlet valve W86V

Issue: 1 2.5 Fresh Water Cooling Systems Page 4 of 6

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 Effie Maersk Machinery Operating Manual
2.5.2a Central Fresh Water Cooling System
Generator Engine Jacket TC From Fresh PI TI TI
Preheater W62V Water
W.B.P.T
FW Cooling Hydrophore Unit
W126V LAL W131V LO Cooler W135V
Expansion Tank
W123V MC
W171V PI TI PI TI TI
(1.66m3)
No.1 Generator No.1 C.O.P.T
Engine LS LO Cooler
W132V W136V
Set
o TSH
80 C TS PI TI
W PI TI TI
Engine W16V No.2 C.O.P.T
Jacket
W112V LO Cooler
W120V TX TIAH PX PIAL W133V W137V
To Central Cooling
Engine Control Room Fresh Water Pumps PI TI TI
TI
PI TI TI TI No.3 C.O.P.T
W109V W142V W141V
Air LO Cooler
LO Cooler No.1 Unit Cooler W134V W138V
Cooler
W174V TAH PI TI TI
TI TX MC
TI TI Vacuum Pump
W114V W113V
Unit Cooler
W166V No.2 Unit Cooler W181V W182V
No.1 Alternator No. 1 No. 2
Alternator
TI TI Main Engine Main Engine
TX TX TX W163V W144V Air Cooler Air Cooler
Unit Cooler
W125V W143V
Workshop
W122V TI TI
W172V
No.2 Generator W153V
Engine W156V
Set No.1 Main
o
80 C TSH Main Jacket Fresh
TS PI TI Compressor
W Engine Water W183V
Engine Cooler
LO Cooler To/From
Jacket
W119V TX TIAH
PX PIAL W111V TI TI Turbocharger
W152V LO Cooler
PI TI PI TI
TI W155V PI TI PI TI
PI TI W108V No.2 Main
W184V
Air LO Cooler Compressor W96V W97V W85V W86V
Cooler
W175V TAH
TI TX MC W100V
TI TI
W151V
W165V W11V
W154V No.3 Main W101V
No.2 Alternator Compressor W34V
Alternator
PI CI
TX TX TX W162V PI PS TI TI
1 PI
No.1 Prov. Ref. W31V
Condenser Central CW Pump
W124V W40V
1090m3/h x 25mth
W121V W35V TI
PI PS TI TI No.2 Central
W173V PI CI
No.2 Prov. Ref. FW Cooler
No.3 Generator PI
Condenser 2
Engine
Set
W32V
o
80 C TSH PI PS TI TI W38V
TS PI TI
W W36V TI
Engine No.1 Air Con.
Condenser PI CI
Jacket
W118V TX TIAH PX PIAL W110V
PI PS TI TI
Port Use CW Pump W33V PI
TI No.2 Air Con.
360m3/h x 25mth
PI TI Condenser
W176V W107V
Air LO Cooler W39V
Cooler Key No.1 Central TI
TAH S
TI TX MC FW Cooler
Intermediate Shaft Domestic Fresh Water PI
Bearing
W164V W129V W128V
LT Cooling Water Chemical
No.3 Alternator To/From Boiler W37V Dosing
Alternator
Water Circ. Pumps Electric Signal TI Unit
TX TX TX W161V Gland Cooling

Issue: 1 2.5 Fresh Water Cooling Systems Page 5 of 6

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 Effie Maersk Machinery Operating Manual
Position Description Valve d) Start one main engine jacket cooling water pump.
Throttled Main engine JW cooler bypass valve W100V
e) Check that the auto float vent valve is operating correctly.
Open No.1 main engine scavenge air cooler inlet valve
f) Ensure that the buffer unit is maintaining the correct system
Open No.1 main engine scavenge air cooler outlet valve
pressure.
Open No.2 main engine scavenge air cooler inlet valve
g) Supply steam to the preheater via the control valve.
Open No.2 main engine scavenge air cooler outlet valve
Open No.1 auxiliary engine jacket cooler inlet valve W112V h) Slowly bring the jacket temperature up to operating temperature.
Observe the engine builder`s instructions regarding the rate of
Open No.1 auxiliary engine jacket cooler outlet valve W120V temperature rise. Check the system for leaks as the temperature
Open No.1 auxiliary engine air and LO cooler inlet valve W09V rises.
Open No.1 auxiliary engine air and LO cooler outlet valve W174V i) Supply fresh water cooling to the jacket cooling water cooler
Open No.1 auxiliary engine alternator cooler inlet valve W163V from the low temperature central cooling system via valves
W85V and W86V, see section 2.5.2.
Open No.1 auxiliary engine alternator cooler outlet valve W166V
Open No.2 auxiliary engine jacket cooler inlet valve W111V j) Test the system for chemical concentration and add chemicals as
required using the chemical dosing unit.
Open No.2 auxiliary engine jacket cooler outlet valve W119V
Open No.2 auxiliary engine air and LO cooler inlet valve W108V k) Switch the other jacket cooling water pump to standby.

Open No.2 auxiliary engine air and LO cooler outlet valve W175V l) When the engine is at full power, check the automatic operation
Open No.2 auxiliary engine alternator cooler inlet valve W162V of the cooling system and, when satisfied, the steam supply to the
preheater can be isolated and the FW generator brought into
Open No.2 auxiliary engine alternator cooler outlet valve W165V operation if required.
Open No.3 auxiliary engine jacket cooler inlet valve W110V
The temperature drop in the jacket cooling water across the FW generator
Open No.3 auxiliary engine jacket cooler outlet valve W118V depends upon the amount by which the evaporator bypass valve is open.
Open No.3 auxiliary engine air and LO cooler inlet valve W107V
Open No.3 auxiliary engine air and LO cooler outlet valve W176V
Open No.3 auxiliary engine alternator cooler inlet valve W161V
Open No.3 auxiliary engine alternator cooler outlet valve W164V
Open No.1 preheater pump inlet valve
Open No.1 preheater pump outlet valve
Open No.2 preheater pump inlet valve
Open No.2 preheater pump outlet valve
Open Preheater outlet valve
Open No.1 auxiliary engine inlet valve from preheater W123V
Open No.1 auxiliary engine outlet valve to preheater W126V
Open No.2 auxiliary engine inlet valve from preheater W122V
Open No.2 auxiliary engine outlet valve to preheater W125V

Issue: 1 2.5 Fresh Water Cooling Systems Page 6 of 6

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 Effie Maersk Machinery Operating Manual
Illustration 2.6a Viscocity-Temperature Graph
TEMPERATURE ˚C
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Bu
nke
10,000 r Fu 10,000 10,000
elO
il
5,000 5,000 5,000

2,000 2,000 2,000

Pumping Viscosity
usually about 1,000 centistokes VISCOSITY - TEMPERATURE
1,000 1,000 RELATIONSHIPS 1,000

TYPICAL MARINE FUELS

500 500 500
KINEMATIC VISCOSITY - Centistokes

KINEMATIC VISCOSITY - Centistokes

100 100 100

50 50 50

Boiler Atomisation Viscosity

usually between 15 and 65 cSt
M
ar
ine
Di
es
el
20 Oil 20 20

15 15 Diesel Injection Viscosity 15

usually between
8 and 27 centistokes
M
ar
ine
10 Ga 10 IF 10
s -3
Oi 80
l
IF
-1
80
IF
-1
00
IF
-6
5 5 0 5

IF
-3
4 4 0 4

-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

TEMPERATURE ˚C

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems Page 1 of 17

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 Effie Maersk Machinery Operating Manual
Illustration 2.6.1a Main Engine Fuel Oil Service System
F135V
F105V F104V
F161V F108V From Generator
198V Engine Return

F199V
No. 2 No. 1
TI HFO Service HFO Service
F162V Tank Tank
To Topping-Up
Mixing Unit MDO 131.1m3 142.4m3
F210V IG Generator
(85 litre) Service
Tank
To Auxiliary Boiler
F108V
To Generator
PAL MDO Service Pump
PX
MC
F194V
F103V F102V F101V
To FO
Overflow
F120V Tank
Safety DPAH
PI CI
Filter MC
PI PI No.1 F107V
F119V
PI
To HFO F112V
Overflow Tank FI PS F114V
F164V FO Feed Pumps
(7.8m3/h)
F118V FO Auto PI CI
Back Flushing
F163V No.2 F106V
Filter

PC F111V
F113V
To Auxiliary Engine To Oily Bilge Tank
FO Service System TAHL
F211V F165V
MC
PS VC F129V
TX
PI
TI
DPX
TI
No. 1 PI PI
FO Heater
Viscorator F122V
TI
F131V F124V No. 1
PS
F130V FO Booster Pumps
(15.2m3/h)
F127V PI PI
Key
F132V F128V
PI TI
Fuel Oil F121V
F123V No. 2
No. 2
Marine Diesel Oil FO Heater

Steam Tracing TI

Air F126V

Electrical Signal To Oily Bilge

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems Page 2 of 17

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 Effie Maersk Machinery Operating Manual
2.6 Fuel Oil and Diesel Oil Service Systems Fuel oil is drawn from the fuel oil mixing unit by one of two main engine fuel Position Description Valve
oil booster pumps. The second pump will be on automatic standby and will
Closed Diesel oil tank suction valve F103V
2.6.1 Main Engine Fuel Oil Service System start in the event of discharge pressure drop or voltage failure of the running
pump. The fuel oil booster pumps discharge through one of a pair of main Closed Diesel oil suction valve F107V
Introduction engine fuel oil heaters, where the oil is heated to a temperature corresponding
Closed Fuel oil suction valve F106V
to a viscosity of 12cSt using steam at 7 kg/cm2.
Heavy fuel oil is stored on board in five fuel oil storage tanks and is
Open No.1 FO feed pump suction valve F112V
transferred, by means of a fuel oil transfer pump, to a fuel oil settling tank The heated fuel oil then passes through the viscorator, which controls steam
when required. After fuel oil has been transferred to the settling tank, any water Open No.1 FO feed pump discharge valve F114V
supply to the heater according to the viscosity of the flowing fuel oil, and then
or sediment is drained off using a self-closing test cock. Diesel oil is stored in through a safety filter to the engine fuel oil rail. The debris from this filter and Open No.2 FO feed pump suction valve F111V
two storage tanks and is transferred to the MDO service tank as required. the auto backflushing filter is directed to the oily bilge tank. From the main
engine fuel rail, oil is supplied to the suction side of the individual main high Open No.2 FO feed pump discharge valve F113V
From the HFO settling tank, (and if required from the HFO service tanks) fuel pressure fuel oil injection pumps. A control valve, set at 10 kg/cm2 and fitted Open Main flow meter inlet valve F118V
oil is supplied directly to the boiler. HFO is directed from the settling tank to just before the safety filter, regulates the pressure at the main engine rail,
the HFO service tanks via one of two centrifugal FO purifiers; a third FO diverting excess pressure to the fuel oil mixing unit. Open Main flow meter outlet valve F119V
purifier is dedicated to DO but it can be used for HFO should that be necessary.
Open Main flow meter bypass valve F120V
Fuel oil is supplied to the main engine and generator diesel engines from one The high pressure fuel oil lines on the engine are sheathed, any leakage from
of the two HFO service tanks. One would normally be in use and the other the annular spaces formed by the sheathing leads to the HFO overflow tank Open No.1 FO booster pump suction valve F122V
filling via the centrifugal purifiers. The main engine and three auxiliary fitted with a high level alarm which gives warning of a leaking fuel injection Open No.1 FO booster pump discharge valve F124V
engines are designed to run on HFO at all times. Normally one of the fuel oil pipe.
purifiers will be running at all times, with the throughput balanced to match the Open No.2 FO booster pump suction valve F121V
fuel consumption of the main engine and generator engines. Excess fuel oil supplied to the engine flows to the mixing unit, or service tanks, Open No.2 FO booster pump discharge valve F123V
if required.
All outlet valves from all fuel tanks are remote-quick closing valves with a Open No.1 FO heater inlet valve F127V
collapsible bridge which can be pneumatically operated from the fire control Preparation for Operating the Main Engine Fuel Oil Service System
station, thus closing the valve instantly. After being tripped from the fire Open No.1 FO heater outlet valve F129V
control station the valves must be manually reset locally. Each tank is also a) Put the HFO purifier in use, filling the service tank from the Closed No.2 FO heater inlet valve F126V
fitted with a self-closing test cock to test for the presence of water and to drain settling tank.
any water present. Tundishes under the self-closing test cock drain any Closed No.2 FO heater outlet valve F128V
released liquid to the waste oil tank. All tanks and heaters are supplied with b) Ensure that all filters are clean. Open Viscorator inlet valve F130V
steam at 7kg/cm2 from the ship’s steam supply, with condensate flowing to the
feedwater observation tank which is fitted with an oil detection unit. Open Viscorator outlet valve F131V
c) Ensure that all instrumentation valves are open and that
instruments are working correctly. Open Viscorator bypass valve F132V
There are two HFO heaters and the steam supply to these is controlled by a
viscosity monitoring device and controller, the viscorator, which can be Open Safety filter inlet valve F164V
The following procedure illustrates starting from cold with the system charged
bypassed if necessary, and the HFO heater steam supply controlled manually. with DO and in a shut down condition. Open Fuel rail pressure control valve inlet valve F163V
All fuel oil pipe work is trace heated by small bore steam pipes laid adjacent
to the fuel oil pipe and encased in the same lagging. Operational Fuel rail pressure control valve F210V
(Note ! The engine is designed for operation on HFO at all times, but there may
be occasions when it is necessary to operate on DO.) Open Main engine fuel outlet valve F162V
Heated and filtered HFO is supplied to the main and auxiliary engines from
one of the fuel oil service tanks. Fuel oil from the HFO service tank flows, via Open Return valve to mixing unit F161V
Set up the valves as in the following table:
a filter, to one of two fuel oil supply pumps, the second pump will be on Closed Flushing valve to service tanks F135V
automatic standby and will start in the event of discharge pressure drop or Position Description Valve
voltage failure of the running pump. These pumps can also take suction from Closed Inlet valve to No.1 service tank F104V
the MDO service tank under exceptional circumstances. The FO feed pump Open No.1 service tank suction quick-closing valve F101V
Closed Inlet valve to No.2 service tank F105V
discharges through an auto backflushing filter and flow meter to the main
Closed No.2 service tank suction quick-closing valve F102V
engine FO mixing unit. A pressure control valve with its sensing point on the
supply pump discharge maintains the supply pump’s discharge pressure at 5 (It does not matter which service tank is used provided that it is full of oil and
kg/cm2 by recirculating oil from the pump discharge back to the pump suction. the sludge valve has been operated to drain water and sludge.)

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems Page 3 of 17

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 Effie Maersk Machinery Operating Manual
Illustration 2.6.1a Main Engine Fuel Oil Service System
F135V
F105V F104V
F161V F108V From Generator
198V Engine Return

F199V
No. 2 No. 1
TI HFO Service HFO Service
F162V Tank Tank
To Topping-Up
Mixing Unit MDO 131.1m3 142.4m3
F210V IG Generator
(85 litre) Service
Tank
To Auxiliary Boiler
F108V
To Generator
PAL MDO Service Pump
PX
MC
F194V
F103V F102V F101V
To FO
Overflow
F120V Tank
Safety DPAH
PI CI
Filter MC
PI PI No.1 F107V
F119V
PI
To HFO F112V
Overflow Tank FI PS F114V
F164V FO Feed Pumps
(7.8m3/h)
F118V FO Auto PI CI
Back Flushing
F163V No.2 F106V
Filter

PC F111V
F113V
To Auxiliary Engine To Oily Bilge Tank
FO Service System TAHL
F211V F165V
MC
PS VC F129V
TX
PI
TI
DPX
TI
No. 1 PI PI
FO Heater
Viscorator F122V
TI
F131V F124V No. 1
PS
F130V FO Booster Pumps
(15.2m3/h)
F127V PI PI
Key
F132V F128V
PI TI
Fuel Oil F121V
F123V No. 2
No. 2
Marine Diesel Oil FO Heater

Steam Tracing TI

Air F126V

Electrical Signal To Oily Bilge

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 Effie Maersk Machinery Operating Manual
Procedure to Start Up the Main Engine Fuel Oil Service System and q) Switch the fuel oil feed pump to standby. (Note ! The diesel oil viscosity should not drop below 2cSt, as this might cause
Changeover to Heavy Fuel Oil fuel pump and fuel valve scuffing, with the risk of sticking.)
r) Switch the other fuel oil booster pump to standby.
a) Supply steam heating to the HFO service tanks. d) For some light diesel oils (gas oil), the maximum allowed
s) Close the flow meter bypass valves to obtain accurate flow temperature is somewhat below 80ºC. When 60-80ºC has been
b) Open all the individual fuel inlet valves on the main engine fuel readings. reached, the change to heavy oil is performed by opening fuel oil
inlet main. supply valve F106V and closing diesel oil supply valve F107V.
Fuel Changeover
c) Open the main HFO line suction valve F106V. The temperature rise is then continued at a rate of about 2ºC per minute, until
The main engine is designed to run on HFO at all times. However, changeover reaching the required viscosity.
d) Supply trace heating to the fuel oil service system pipelines. to diesel oil can become necessary if, for instance, the vessel is expected to
have a prolonged inactive period with a cold engine, i.e. due to: Changeover from HFO to DO During Running
! CAUTION
A major repair of the fuel oil system etc
Trace heating should not be applied to sections of pipeline isolated by To protect the fuel oil injection equipment against rapid temperature changes,
closed valves on the HFO side as damage could occur due to the expansion A docking which may cause scuffing with the risk of sticking of the fuel valves and of the
of the contents. fuel pump plungers and suction valves, the changeover to diesel oil is
More than five days stoppage
performed as follows (manually):
e) Manually start supplying steam to the on line FO heater. Environmental legislation requiring the use of low sulphur fuels
a) Ideally the diesel oil in the DO service tank is to at 50ºC, if
f) Supply air pressure to the mixing unit. Changeover can be performed at any time during engine running or during possible.
engine standstill.
g) Start one fuel oil feed pump. (Note ! Strict rules govern the heating of fuel oil in the engine room and these
In order to prevent fuel pump and injector sticking/scuffing, poor combustion, must be observed therefore it is essential to know the flash point of the fuels
h) Start one fuel oil booster pump. fouling of the gas ways, it is very important to carefully follow the changeover being burned.)
procedures.
i) Raise the temperature in the fuel system to about 75ºC. b) Shut off the steam supply to the fuel oil heater and line tracing.
Changeover from DO to HFO During Running
j) Start the viscosity controller. c) Reduce the engine load to 75% of MCR load.
To protect the injection equipment against rapid temperature changes, which
k) Open inlet valve to operating HFO service tank (No.1 in this case) may cause sticking/scuffing of the fuel valves and of the fuel pump plungers d) Change to diesel oil when the temperature of the heavy oil in the
F104V. and suction valves, the changeover is carried out as follows (manually): FO heater has dropped to about 25ºC above the temperature in the
diesel oil service tank, however, not below 75ºC.
(Note ! This tank should be almost full of HFO in order to minimise the a) First, ensure that the heavy oil in the service tank is at normal
dilution effect of the DO in the system.) temperature level. e) Open diesel oil supply valve F107V. Close HFO supply valve
F106V.
l) Slightly open the flushing valve F135V. b) Reduce the engine load to 75% of normal. Then, by means of the
thermostatic valve in the steam system, or by manual control of Diesel fuel oil is now flowing to the FO feed pumps.
m) DO will now be expelled to the HFO service tank, at the same the viscorator, the diesel oil is heated to a maximum 60-80ºC in
time drawing in HFO from the service tank. order to maintain the lubrication ability of the diesel oil, and in (Note ! If, after the changeover, the temperature of the fuel oil (at the FO
this way minimise the risk of plunger scuffing and the consequent heater) suddenly drops considerably, the transition must be moderated by
n) Continually raise the temperature manually. risk of sticking. This preheating should be regulated to give a supplying a little steam to the FO heater, which now contains diesel oil.)
temperature rise of about 2ºC per minute.
o) When the set point is reached on the viscosity controller, change
its setting to auto and close the bypass valve F132V. c) Due to the above mentioned risk of sticking/scuffing of the fuel
injection equipment, the temperature of the heavy fuel oil in the
p) Change the operation of the steam control valve to auto. Open service tank must not be more than 25ºC higher than the heated
steam inlet valve fully. diesel oil in the system (60-80ºC) at the time of changeover.

HFO is now circulating through the system.

Issue: 1 2.6 Fuel Oil and Diesel Oil Service Systems Page 5 of 17

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 Effie Maersk Machinery Operating Manual
Illustration 2.6.1a Main Engine Fuel Oil Service System
F135V
F105V F104V
F161V F108V From Generator
198V Engine Return

F199V
No. 2 No. 1
TI HFO Service HFO Service
F162V Tank Tank
To Topping-Up
Mixing Unit MDO 131.1m3 142.4m3
F210V IG Generator
(85 litre) Service
Tank
To Auxiliary Boiler
F108V
To Generator
PAL MDO Service Pump
PX
MC
F194V
F103V F102V F101V
To FO
Overflow
F120V Tank
Safety DPAH
PI CI
Filter MC
PI PI No.1 F107V
F119V
PI
To HFO F112V
Overflow Tank FI PS F114V
F164V FO Feed Pumps
(7.8m3/h)
F118V FO Auto PI CI
Back Flushing
F163V No.2 F106V
Filter

PC F111V
F113V
To Auxiliary Engine To Oily Bilge Tank
FO Service System TAHL
F211V F165V
MC
PS VC F129V
TX
PI
TI
DPX
TI
No. 1 PI PI
FO Heater
Viscorator F122V
TI
F131V F124V No. 1
PS
F130V FO Booster Pumps
(15.2m3/h)
F127V PI PI
Key
F132V F128V
PI TI
Fuel Oil F121V
F123V No. 2
No. 2
Marine Diesel Oil FO Heater

Steam Tracing TI

Air F126V

Electrical Signal To Oily Bilge

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 Effie Maersk Machinery Operating Manual
Changeover from HFO to DO During Standstill f) Slightly open the flushing valve to the service tanks F135V and
the inlet valve to the working service tank (in this case No.1 HFO
a) Shut off the steam valve to the FO heater. service tank) F104V.

b) Stop trace heating. g) Start the FO feed pump.

Regarding temperature levels before changeover, see ‘Changeover from HFO h) When the system is at the correct temperature put the FO heater
to DO During Running’. on automatic control.

c) Open DO supply valve F107V. i) Switch other FO feed pump to standby.

d) Close FO supply valve F106V. j) Switch other FO booster pump to standby.

e) Open the inlet valve to the service tank F104V (for tank No.1).

f) Open the main return valve to the HFO tanks F135V so that the
FO is pumped to the FO service tank. Ensure that there is
sufficient ullage in the service tank.

g) When the heavy fuel oil is replaced by diesel oil, close the above
return valves.

h) Stop the viscosity controller.

i) Stop the fuel oil pumps.

Starting on Heavy Fuel Oil

The engine can operate at all times on HFO and it may be stopped with HFO
in the fuel system. During a relatively short duration in port, the fuel system
may remain heated with the fuel circulating. However, under certain circum-
stances, the fuel feed and booster pumps may have been stopped and the fuel
system may have cooled. The fuel system must be brought back to operating
temperature before starting the engine.

With the fuel system valves set for operation on HFO:

a) Ensure that the fuel in the HFO settling tank is at the correct
temperature.

b) Clean the filters as necessary.

c) Manually open the steam valve to the FO heater.

d) Open the trace heating steam supply.

e) Start the FO booster pump and circulate FO around the system

until the correct temperature is reached.

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 Effie Maersk Machinery Operating Manual
Illustration 2.6.2a Auxiliary Engine Fuel Oil Service System From
Main Engine F135V
FI F105V F104V
F203V F204V S F208V

F161V F209V
F205V 198V
Generator Engine MDO A
Flushing Pumps PI CI 199V No. 2 No. 1
(1.3m3/h) HFO Service HFO Service
MDO Tank Tank
TI To Topping-Up Service
Compressed 131.1m3 142.4m3
IG Generator Tank
Air Mixing Unit
PI CI
No.1 (85 litre)
To Auxiliary Boiler
PS
F155V F108V
F157V
PI CI
No.2

194V
F156V F154V F103V F102V F101V
FGenerator Engine MDO
Service Pumps
(1.5m3/h) F120V To FO
DPAH Overflow PI CI
MC Tank No.1
PI PI F107V
F119V
PI F112V
LAH
F182V TI LS F176V F114V
FI PS
FO Feed Pumps
(7.8m3/h)
F118V FO Auto PI CI
F179V PIAL F173V Back Flushing No.2
MC PX
Filter F106V
From F111V
No.1 Generator Safety Filter F113V
To Oily Bilge Tank

LAH
F181V TI LS F175V
PI PI
PS VC No.1
F201V F129V
PI F122V
TI
PIAL FI F202V DPX F124V
F178V PX F172V TI
MC PS FO Booster Pumps
No.1
F200V FO Heater (15.2m3/h)
No.2 Generator
Viscorator PI PI
TI No.2
TAHL
F131V
MC F121V
LAH To
LS TX 130V F123V
F180V TI F174V Main Engine
F127V
F132V F128V
Key
PI TI
F177V PIAL F171V
MC PX
Fuel Oil
PC No.2
No.3 Generator FO Heater
F159V Marine Diesel Oil
TI
F211V F165V
Steam Tracing
F126V
Air
To Oily Bilge

To Oily Bilge Electrical Signal

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 Effie Maersk Machinery Operating Manual
2.6.2 Auxiliary Engine Fuel Oil Service System through the auxiliary engine fuel system if necessary. The generator MDO Position Description Valve
service pumps deliver fuel to the auxiliary engine fuel rail and thence to the Open No.2 FO booster pump suction valve F121V
Introduction fuel injection systems of the engines. A diesel oil return line is provided at the
Open No.2 FO booster pump discharge valve F123V
fuel outlets from the engines and this delivers the return fuel oil to the MDO
Heavy fuel oil is supplied to the generator diesel engines from the HFO service service tank. Open No.1 FO heater inlet valve F127V
tank, using a branch off the main engine fuel supply system just after the
Open No.1 FO heater outlet valve F129V
viscorator. The three auxiliary engines are designed to run on HFO at all times. Preparation for Operating of the Auxiliary Engine FO Service System
Closed No.2 FO heater inlet valve F126V
The steam supply to both FO supply heaters is controlled by a viscosity When operating on HFO, preparation is essentially the same as for the main
Closed No.2 FO heater outlet valve F128V
controller. All FO pipe work is trace heated by small bore steam pipes laid engine fuel system apart from lines to the auxiliary engines.
adjacent to the fuel oil pipe and encased in the same lagging. Open Viscorator inlet valve F130V
a) Put the HFO purifier in use, filling the service tanks from the
The HFO system for the generator diesel engines is the same as for the main settling tank. Open Viscorator outlet valve F131V
engine, from the service tanks until just after the viscorator. Heated and filtered Open Viscorator bypass valve F132V
HFO supplied to the auxiliary engines is the same as that supplied to the main b) Ensure that the filters are clean.
engine. FO from the FO service tank, is supplied to one of two FO feed pumps. Open Inlet valve to auxiliary engine fuel rail F165V
The second pump will be on automatic standby and will start in the event of c) Ensure that all engines are stopped. Open Auxiliary engine flow meter inlet valve F200V
discharge pressure drop or voltage failure of the running pump. The FO feed
pumps discharge through an automatic backflushing filter and a flow meter to d) Ensure that all instrumentation valves are open and instruments Open Auxiliary engine flow meter outlet valve F201V
the mixing unit. One of the two FO booster pumps takes suction from the are functioning correctly. Open Auxiliary engine flow meter bypass valve F220V
mixing unit and forces fuel oil through one of the two heaters.
The following procedure illustrates starting from cold with the system charged Open Inlet valve to No.1 auxiliary engine F173V
The FO heater, supplied with steam at a pressure of 6kg/cm2, raises the with diesel oil and in a shut down condition. Open Outlet valve from No.1 auxiliary engine F179V
temperature of the FO to a value which corresponds to a viscosity of 12cSt.
Set up valves as in the following table. Open Inlet valve to No.2 auxiliary engine F172V
After the viscorator, the heated FO line branches to the auxiliary engines. The Open Outlet valve from No.2 auxiliary engine F178V
pressure regulating valve F211V in this branch controls the auxiliary engine Position Description Valve
fuel supply pressure. The auxiliary engine fuel passes through a flow meter to Open Inlet valve to No.3 auxiliary engine F171V
Open HFO service tank suction quick closing valve F101V
the auxiliary engine supply manifold which has connections to each of the Open Outlet valve from No.3 auxiliary engine F177V
three engines. At the end of the supply rail is a pressure controlled valve which (Depends upon which tank is to be used, in this case tank No.1)
connects with the return fuel manifold from the auxiliary engines. This fuel rail Open Return pipe flow meter inlet valve F203V
Closed DO tank suction valve F103V
returns FO to the mixing unit or to the HFO service tanks depending upon Open Return pipe flow meter outlet valve F204V
which valves are open. In the return pipe is a flow meter; by subtracting the Closed DO suction valve F107V
reading at this meter from that of the flow meter in the auxiliary engine fuel Open Return pipe flow meter bypass valve F205V
Closed FO suction valve F106V
supply line, the actual auxiliary engine fuel consumption can be determined. Open Inlet valve to mixing unit F209V
Open No.1 FO feed pump suction valve F112V
The high pressure fuel oil lines on the engine are sheathed. Any leakage from Closed Flushing valve to service tanks F208V
the annular spaces formed by the sheathing is directed to a fuel oil leakage Open No.1 FO feed pump discharge valve F114V
Closed Inlet valve to No.1 service tank F104V
tank, fitted with a high level alarm; this gives warning of a leaking fuel Open No.2 FO feed pump suction valve F111V
injection pipe. Closed Inlet valve to No.2 service tank F105V
Open No.2 FO feed pump discharge valve F113V
The above system can be used with either HFO or DO, but it will normally be Open Main flow meter inlet valve F118V
used for HFO, only changing over to DO during maintenance and long shut
down periods such as refit. However, there is a separate diesel oil system for Open Main flow meter outlet valve F119V
the auxiliary engines which is independent of the HFO system, apart from the Open Main flow meter bypass valve F120V
actual engine fuel injection systems. Two generator MDO service pumps are
provided and these take suction from the MDO service tank via a filter. A small Open No.1 FO booster pump suction valve F122V
capacity (1.3 m3/h) pneumatically driven generator MDO flushing pump is Open No.1 FO booster pump discharge valve F124V
also fitted in parallel with the service pumps and can be used for flushing

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 Effie Maersk Machinery Operating Manual
Illustration 2.6.2a Auxiliary Engine Fuel Oil Service System From
Main Engine F135V
FI F105V F104V
F203V F204V S F208V

F161V F209V
F205V 198V
Generator Engine MDO A
Flushing Pumps PI CI 199V No. 2 No. 1
(1.3m3/h) HFO Service HFO Service
MDO Tank Tank
TI To Topping-Up Service
Compressed 131.1m3 142.4m3
IG Generator Tank
Air Mixing Unit
PI CI
No.1 (85 litre)
To Auxiliary Boiler
PS
F155V F108V
F157V
PI CI
No.2

194V
F156V F154V F103V F102V F101V
FGenerator Engine MDO
Service Pumps
(1.5m3/h) F120V To FO
DPAH Overflow PI CI
MC Tank No.1
PI PI F107V
F119V
PI F112V
LAH
F182V TI LS F176V F114V
FI PS
FO Feed Pumps
(7.8m3/h)
F118V FO Auto PI CI
F179V PIAL F173V Back Flushing No.2
MC PX
Filter F106V
From F111V
No.1 Generator Safety Filter F113V
To Oily Bilge Tank

LAH
F181V TI LS F175V
PI PI
PS VC No.1
F201V F129V
PI F122V
TI
PIAL FI F202V DPX F124V
F178V PX F172V TI
MC PS FO Booster Pumps
No.1
F200V FO Heater (15.2m3/h)
No.2 Generator
Viscorator PI PI
TI No.2
TAHL
F131V
MC F121V
LAH To
LS TX 130V F123V
F180V TI F174V Main Engine
F127V
F132V F128V
Key
PI TI
F177V PIAL F171V
MC PX
Fuel Oil
PC No.2
No.3 Generator FO Heater
F159V Marine Diesel Oil
TI
F211V F165V
Steam Tracing
F126V
Air
To Oily Bilge

To Oily Bilge Electrical Signal

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 Effie Maersk Machinery Operating Manual
Procedure to Start up the Auxiliary Engine FO Service System and Changeover from HFO to DO During Standstill for Flushing Through Changing Over Fuel When an Auxiliary Engine(s) are Running
Changeover to HFO
a) Stop the preheating. Changing from DO to HFO when the auxiliary engine is operating is similar to
(Note ! Auxiliary engine(s) already operating on DO.) the procedure for changing over the main engine, with temperatures in the fuel
b) Stop the trace heating. system being closely monitored. The HFO system will have been brought up
a) Supply steam heating to the HFO service tank; ensure that the to operating temperature by circulating heated HFO with trace heating applied,
condensate drain is open. (Regarding temperature levels before changeover, see ‘Changeover from as in section 2.6.1. If the main engine was already operating on HFO, the
Heavy Fuel to Diesel Oil During Running’ in section 2.6.1). system would be thoroughly warmed through.
b) Supply trace heating to the fuel oil service system pipelines.
c) Ensure that diesel oil supply valve F107V is closed. a) Open the HFO supply valve to the auxiliary engines F165V and
! CAUTION ensure that the valves are open to the auxiliary engine HFO flow
Trace heating should not be applied to sections of pipeline isolated by d) Open the DO service tank suction valve F103V. meter F200V, F201V and F202V.
closed valves on the FO side as damage could occur due to the expansion
of the contents. e) Open the HFO return valve F208V to divert the fuel to the HFO b) Open the HFO return valve to the mixing unit F208V and ensure
service tank and open the service tank filling valve (F104V or that valves on the return HFO flow meter F203V, F204V and
c) Manually start supplying steam to the on-line HFO heater; ensure F105V depending upon the tank in use). Ensure that there is F205V are open.
that the condensate drain is open. sufficient ullage in the service tank.
c) Open the HFO outlet valve F179V, F178V or F177V and close the
d) Start one fuel oil feed pump. f) Open the auxiliary engine DO inlet valves F176V, F175V and DO outlet valve F182V, F181V or F180V from the auxiliary
F174V depending upon the engine(s) to be changed over to diesel engine concerned.
e) Start one booster pump. oil.
d) Open the HFO inlet valve F173V, F172V or F171V and close the
f) Raise the temperature to about 75ºC. g) Close the auxiliary engine HFO inlet valves F173V, F172V and DO inlet valve F176V, F175V or F174V for the auxiliary engine
F171V depending upon the engine(s) to be changed over to diesel concerned.
g) Start the viscosity controller. oil.
The engine should now operate on HFO with the return flowing back to the
h) Open the flushing valve F208V to divert the return oil to the h) Open the suction and delivery valves on the generator engine mixing unit. Close the flow meter bypass valves in order to obtain accurate fuel
service tank. MDO flushing pump and start the pump. flow readings. The HFO and DO valves on the engines not operating can be
changed over allowing hot HFO to purge DO from their fuel systems and
i) Open the HFO service tank valve F104V (if No.1 tank is being i) When the heavy fuel oil is replaced by diesel oil, shut off the prepare them for operating on HFO.
used). DO will now be expelled to the HFO service tank, at the generator engine MDO flushing pump and close the fuel manifold
same time drawing in HFO from the service tank. inlet and outlet valves on the engine concerned. Procedure for Operating of the Emergency DO Supply System

j) Continue to raise the temperature manually. If the auxiliary engines are going to operate on DO the procedure must be As already described, the auxiliary engines can be changed over to operate on
modified from step f) and replaced by the following: diesel oil via the separate generator engine MDO service pumps. Although the
k) When the set point is reached on the viscosity controller, change auxiliary engines function well on HFO it is important that all parts of the DO
the operation of the steam control valve to auto and close the ff) Open the auxiliary engine DO inlet valves F176V, F175V and system are maintained in an effective working order so that they will function
bypass valve F132V. F174V. correctly if an emergency arises. The procedure for emergency changeover to
DO from operation on HFO is exactly the same as for changing to DO
l) Open the heater steam inlet valve fully. gg) Close the auxiliary engine HFO inlet valves F173V, F172V and operation under normal circumstances. However, the nature of the emergency
F171V. may dictate that a rapid changeover is needed and the procedure may take
HFO is now circulating through the system. place without the opportunity for flushing through the system. As with all
hh) Open the inlet valves F155V and F154V and outlet valves emergency situations there will be no time to check the procedure in an
m) Close the flushing valve F208V and service tank valve F104V. F157V and F156V on the generator engine MDO service pumps operating manual and so the engineer should learn the required procedure.
and start one of the pumps, putting the other pump on standby.
n) Close the flow meter bypass valves. An air operated generator engine DO flushing pump is provided and this can
ii) When the heavy fuel oil is replaced by diesel oil, open the DO be used for flushing through a generator engine fuel system with DO if
outlet valves from the auxiliary engines, F182V, F181V and required. However, the pump is primarily intended to be used when starting a
F180V and close the HFO outlet valves from the auxiliary generator engine from cold with no electrical power to operate the other
engines, F179V, F178V and F177V. pumps.

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 Effie Maersk Machinery Operating Manual

Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System Key

PI
Fuel Oil
Air
Vent F261V Steam
No. 1
Pilot Burner Pump
Marine Diesel Oil
(60kg/h)
PI
No.2 No.1 HFO Setting F258V Steam Tracing
HFO Service HFO Service Tank
Tank Tank 197.5m3 From Incinerator Air
MDO Tank No. 2
MDO 131.1m3 142.4m3 Return Pipe
Service (85 litre)
S S Electrical Signal
Tank
309V

TX PS TI TX PX S S PX PI
LS LS
F108V F305V F304V F306V

No.1 Boiler
To Incinerator Burner
F263V
PI
F307V PS S
S Pilot
Burner
LS
S
MS
F251V F252V
F264V F278V Viscorator
TI
F280V

No.1 Boiler
VC Atomising Air
FO Heater

PS Atomising Steam S S
TI PI
F268V F279V PS
PC 310V
S

F303V TC

TX PS TI TX PX S S PX PI
PI LS LS
F267V
F265V
TI No.2 Boiler
F269V Burner
F275V No.2 Boiler PI
PI PI FO Heater PS S
S Pilot
FI F277V Burner
F289V TI LS
PI
F276V F290V No. 1 S

Boiler FO Pumps F262V

(10m3/h) To Steam System
PI PI
TI F266V

F302V No. 2 F301V

To Oily Bilge TanK

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 Effie Maersk Machinery Operating Manual
2.6.3 Auxiliary Boiler Fuel Oil System There are two pilot burner pumps which takes suction from the DO service Position Description Valve
tank or the incinerator MDO tank. The operating pilot burner pump delivers oil
Closed No.2 FO heater outlet valve F365V
Introduction to both boilers, with the out of use pump being on standby.
Open FO heater bypass valve F266V
Fuel oil is stored on board in five heavy fuel oil storage tanks, and is then Atomising air (at a pressure of 8kg/cm2) and atomising steam (at a pressure of
Closed Both FO heater vent valves
transferred to a heavy fuel oil settling tank, when required, by means of a fuel 18kg/cm2 or 7kg/cm2) are supplied to the boilers for atomising the fuel at the
oil transfer pump. After fuel oil has been transferred to the settling tank, any burners. Normally the boilers will operate with steam atomisation but when Closed Both FO heater drain valves
water or other sediment is drained off, using a self-closing test cock. Fuel oil flashing up from cold, compressed air is used.
Open Inlet valve to viscorator F278V
is supplied directly to the boilers from the fuel oil settling tank or from one of
the two the heavy fuel oil service tanks. A steam connection is fitted to the FO line to the burner, after the double shut Open Outlet valve from viscorator F279V
off solenoid valves, this is for automatic purging of the burner prior to shut
Diesel oil can also be supplied to the boilers from the diesel oil service tank for down. Open Viscorator bypass valve F280V
cold starting. Open No.1 boiler inlet valve to pressure control valve
Preparation for Operating the Auxiliary Boiler FO Service System
The steam supply to both FO supply heaters is controlled by a temperature Open No.1 boiler outlet valve from pressure control valve
controller, the steam supply being regulated by the viscosity of the oil flowing a) Ensure that the filters are clean. Closed No.1 boiler pressure control valve bypass valve
to the boiler burner units. All fuel oil pipe work is trace heated by small bore
steam pipes laid adjacent to the fuel oil pipe and encased in the same b) Ensure that all instrumentation valves are open and that Open Inlet valve to No.1 boiler burner before solenoid valves
insulation. instruments are reading correctly.
Open No.1 boiler recirculating valve F307V
! CAUTION
Trace heating should not be applied to sections of pipeline isolated by The following procedure illustrates starting from cold with the system charged Open No.2 boiler inlet valve to pressure control valve
closed valves on the FO side as damage could occur due to the expansion with diesel oil and in a shut down condition.
Open No.2 boiler outlet valve from pressure control valve
of the contents.
Set up the valves as in the following table: Closed No.2 boiler pressure control valve bypass valve
Fuel oil from the HFO settling tank, the HFO service tanks or the DO service Open Inlet valve to No.2 boiler burner before solenoid valves
tank, is supplied to one of the two boiler fuel oil pumps. The second pump will Position Description Valve
be on automatic standby and will start in the event of a discharge pressure drop Open No.2 boiler recirculating valve F308V
Open HFO settling tank suction quick-closing valve F306V
or a voltage failure of the running pump. The fuel oil pumps take suction from Operational Return line relief valve to HFO settling tank F258V
the settling tank via a duplex strainer and flow meter. Each pump has a Open DO service tank suction quick-closing valve F108V
pressure relief system which returns flow back to the suction side of the pump Open No.1 pilot burner pump suction valve
Open DO service tank to DO /HFO changeover cock F251V
should pressure on the discharge side rise abnormally, for example due to the Open No.2 pilot burner pump suction valve
discharge valve being restricted. A pressure control valve, with its sensing Open HFO settling tank to DO/HFO changeover cock F252V
point on the pump discharge, maintains the pump discharge pressure at Open No.1 pilot burner pump discharge valve
Closed HFO settling tank/HFO service tank crossover valve F263V
22kg/cm2 by recirculating oil from the pump discharge back to the FO return Open No.2 pilot burner pump discharge valve
pipe. This FO return pipe also acts as an air vent, the vent being connected to Open Inlet valve to flow meter F275V
the HFO settling tank. The oil in the return pipe flows back to the suction side Open Pilot burner pumps main suction valve F261V
Open Outlet valve from flow meter F276V
of the boiler FO pumps. Open No.1 boiler pilot burner supply valve F309V
Closed Flow meter bypass valve F277V
The boiler FO pumps discharge through one of a pair of fuel oil heaters where Open No.2 boiler pilot burner supply valve F310V
Open No.1 FO pump suction valve F290V
the oil is heated to the required temperature to give the desired viscosity.
Open No.1 FO pump discharge valve F289V
The heated oil is fed to the boiler fuel rail and then to both boilers via a Open No.2 FO pump suction valve F302V
pressure control valve, which is controlled by the boiler steam pressure. When
the boilers are in a standby condition, a solenoid valve on the return line auto- Open No.2 FO pump discharge valve F301V
matically opens to circulate fuel back to the FO return pipe, thus ensuring that
Closed No.1 FO heater inlet valve F303V
the fuel oil temperature immediately before the boiler burners is always at the
correct value for optimum atomisation and combustion. On the recirculating Closed No.1 FO heater outlet valve F364V
line is a pressure control valve which maintains pressure at the return pipe at
Closed No.2 FO heater inlet valve F362V
5kg/cm2; the valve releases oil to the HFO settling tank.

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 Effie Maersk Machinery Operating Manual

Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System Key

PI
Fuel Oil
Air
Vent F261V Steam
No. 1
Pilot Burner Pump
Marine Diesel Oil
(60kg/h)
PI
No.2 No.1 HFO Setting F258V Steam Tracing
HFO Service HFO Service Tank
Tank Tank 197.5m3 From Incinerator Air
MDO Tank No. 2
MDO 131.1m3 142.4m3 Return Pipe
Service (85 litre)
S S Electrical Signal
Tank
309V

TX PS TI TX PX S S PX PI
LS LS
F108V F305V F304V F306V

No.1 Boiler
To Incinerator Burner
F263V
PI
F307V PS S
S Pilot
Burner
LS
S
MS
F251V F252V
F264V F278V Viscorator
TI
F280V

No.1 Boiler
VC Atomising Air
FO Heater

PS Atomising Steam S S
TI PI
F268V F279V PS
PC 310V
S

F303V TC

TX PS TI TX PX S S PX PI
PI LS LS
F267V
F265V
TI No.2 Boiler
F269V Burner
F275V No.2 Boiler PI
PI PI FO Heater PS S
S Pilot
FI F277V Burner
F289V TI LS
PI
F276V F290V No. 1 S

Boiler FO Pumps F262V

(10m3/h) To Steam System
PI PI
TI F266V

F302V No. 2 F301V

To Oily Bilge TanK

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 Effie Maersk Machinery Operating Manual
Procedure to Start Up the Boiler FO Service System and Changeover to h) Change the operation of the heater steam control valve to auto and k) After the boiler is firing on HFO put the other FO pump on auto
HFO open the heater steam inlet valve fully, allowing the control start. Put the other pilot burner pump on auto start.
system to adjust the steam flow.
a) Start one boiler fuel oil pump with the supply coming from the (Note ! During the change over to HFO unstable flame conditions could occur
DO service tank. Check that the changeover cock is correctly i) Close the viscorator bypass valve F280V. due to temperature variation in the fuel. The HFO temperature should be high
positioned for this. enough for effective atomisation and burning before the change to HFO takes
j) Change the burner atomisation from air to steam. place.)
b) Flash up the boiler on DO using atomising air.
HFO is now circulating through the system and the boiler is firing on HFO. ! CAUTION
When steam is available :- Do not change to steam atomising until the system is charged with HFO
The boiler is designed to operate and remain on standby using HFO. Change and there is sufficient steam pressure available.
a) Open the supply steam heating to HFO settling tank. over to DO is only necessary when maintenance is required and for long
periods of shut down, such as refit.
b) Open the supply trace heating to the fuel oil service system
pipelines.

! CAUTION
Trace heating should not be applied to sections of pipeline isolated by
closed valves on the HFO side as damage, such as blown flange joints,
could occur due the expansion of the contents.

When sufficient steam pressure is available:

a) Stop firing the boiler.

b) Open the selected FO heater inlet and outlet valves.

c) Manually start supplying trace steam and steam to the selected FO

heater.

d) Ensure that the HFO suction crossover valve F252V is open.

Operate the boiler FO pump suction changeover cock to take
suction from the HFO settling tank and isolate the MDO service
tank from the pump suction.

e) Close the DO suction crossover valve F251V.

f) Recommence firing the boiler.

! CAUTION
If flame failure occurs, observe the precautions mentioned in 2.2.1.

DO in the fuel lines will be expelled through the boiler burner, at the same time
being replaced by HFO from the settling tank.

g) Continue to raise the FO temperature manually until all DO has

been expelled from the lines and the temperature of the HFO
flowing in the system has stabilised. Auxiliary Boiler Burner

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 Effie Maersk Machinery Operating Manual
Illustration 2.6.4a Incinerator Fuel Oil Service System 299V

Incinerator
From Waste Oil
Marine Diesel Settling Tank
Oil Transfer (1.5 m3)
Pump

296V

291V
295V TS TS

Incinerator
Waste Oil LS
Service Tank
Incinerator (1 m3)
Marine Diesel LS 33V
Oil Tank
(0.4 m3)
298V 297V
293V
281V
Flue Gas Fan To Main Boiler 292V
Pilot Burner PI
270V
Pump Supply CI
In an Emergency Mixing
Sludge Pump
Pump
272V 3 75V (30 m3/h)
PI (26 m /h)
273V CI

S S
294V
To 271V
Marine Diesel
Oil Service PI
Tank
Overflow
32V 31V
S
WO
Combustion Burner
Chamber S

From Air
Line
77V
59V

LAH LAH LAH 78V LAH

Key
LS LS 79V 80V LS Oil Mist LS
MC MC MC MC
Manifold Marine Diesel Oil
LAH
Bilge Holding Oily Bilge LS Electrical Signal
MC Sludge Tank
Tank Tank (22.54 m3) Air
(101.39 m3) (58.74 m3)
Sludge

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 Effie Maersk Machinery Operating Manual
2.6.4 Incinerator Fuel Oil System Closed Discharge from LO transfer pump B40V
The incinerator burner is supplied with DO from the incinerator DO service Closed Deck discharge connections (port and starboard)
tank which is replenished by the DO transfer pump. Diesel oil is used in the
incinerator to burn garbage and to assist in the burning of waste oil. The sludge
pump, the oily bilge pump and the LO transfer pump can discharge into the f) Pump the contents of the sludge tank or the oily bilge tank to the
incinerator waste oil settling tank and this tank can be sludged to drain water incinerator waste oil settling tank and open the steam heating
back to the oily bilge. After settling has taken place in the heated incinerator supply to the tank.
waste oil settling tank, oil can flow to the heated incinerator waste oil service
tank via valve F291V. g) Shut off the steam heating to the sludge tank or oily bilge tank
when the tank is empty.
The sludge pump takes suction from the sludge tank, the oily bilge tank and
the bilge holding tank. The sludge tank accommodates the drains from the oily h) Shut off the steam tracing. When the line has cooled, shut all the
bilge separator, FO purifiers and other engine drains. The oily bilge pump isolating valves.
takes suction from various bilge wells and the bilge holding tank. The LO
transfer tank takes suction from various engine room machinery LO sump i) After a period of settling, drain water and sludge from the
tanks as described in section 2.8.4. incinerator waste oil settling tank.

The LO transfer pump can discharge to the incinerator waste oil tank. j) Open the incinerator waste oil settling tank run down valve,
B291V and fill the incinerator waste oil service tank.
Procedure for Transferring Waste Oil to the Incinerator Waste Oil Tank
k) Supply steam heating to the incinerator waste oil service tank and
a) Ensure that all valves are closed. trace heating to the waste oil supply lines to the incinerator ready
for incinerator operation.
b) Open the steam supply to the heating coils of the tanks to be
transferred and also the corresponding steam tracing lines. (Note ! The LO transfer pump can be used for pumping oil from the main
engine, generator engine, stern tube, main engine turbocharger, cargo oil pump
c) Set up the following valves as required for the particular tank turbine and water ballast pump turbine sumps to the incinerator waste oil tank.
concerned: the oily bilge tank low suction would be used when Discharge valve L33V and line valve B40V must be open.)
complete draining of the tank was required.
The oily bilge pump may also be used for pumping the contents of bilge wells
Position Description Valve and the bilge holding tank to the incinerator waste oil tank should that be
required. Discharge valve B37V must be open.
Open Sludge tank high suction valve F59V
Open Oily bilge tank high suction valve B80V
Closed Oily bilge tank low suction valve B79V

d) Ensure that the sludge pump suction filter is clean.

e) Set up the remaining valves as in the table below:

Position Description Valve

Open Sludge pump suction valve from sludge tank B31V
Open Sludge pump suction valve from oily bilge tank B32V
Open Sludge pump discharge valve B33V
Open Incinerator waste oil settling tank inlet valve F299V
Closed Discharge valve from oily bilge pump B37V

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 Effie Maersk Machinery Operating Manual
Illustration 2.7.1a Fuel Oil and Diesel Bunkering and Transfer System

MDO Filling

HFO Filling

LAH LI
MC LS LX MC
LI
LI LI
MC LX
TX TIAH
MC MC LX
TX TIAH
MC
LI Outer HFO Inner HFO LI Fore HFO Aft HFO Outer HFO
Bunker Tank (P) Bunker Tank (P) LS LAH
MC Bunker Tank (S) Bunker Tank (S) Bunker Tank (S) LS LAH
MC
TIAH (1855.5m3) (1683.3m3) TIAH (1258.4m3) (1004.3m3) (1855.5m3)
MC TX LI MC TX LI
LX MC LX MC
LAH
MC LS
LI LI

TIAH
F2V F17V F85V MC TX F16V F1V

Key

F87V Fuel Oil

From Incinerator F10V F4V

To Incinerator F86V F8V Marine Diesel Oil
M.D.O. Tank
M.D.O. Tank Overflow
Steam Tracing
F9V DO Storage
F13V LI Tank (S)
LI MC LX (185.44m3) Air
DO Storage MC
Tank (P) LI
LX
(147.92m3) MDO HFO LAH Electrical Signal
Transfer Pump Transfer Pump MC LS
LAH LI 10m3/h 60m3/h
MC LS
CI CI From HFO
Purifier Supply Pumps

From No. 3 F7V

PI PI
HFO
Purifier LAH LAH
LS
LAH
F15V F94V F21V F95V MC MC MC
F14V
F11V F5V LS LS LS LS
LAH No. 2 HFO No. 1 HFO HFO
MC LS Service Tank Service Tank Setting Tank
LAL TIAH LAL TIAH LAL TIAH
MDO Emergency MC (131.1m3) MC MC (142.43m3) MC MC (197.47m3) MC
LS
Service Tank Diesel Generator LS TX LS TX LS TX
LAL (98.05m3) MDO Tank
MC LS (1.8m3)
82V
LI 80V 81V
LAH LAH
83V MC MC F3V
LS LS LX To Oily Bilge
F30V F31V F32V
F33V To Oily Bilge
From Main Engine
HFO Overflow Tank (41.82m3) To HFO F89V
FO Mixing Unit F34V
F35V F96V Purifier System
To No. 3 HFO Leakage From
Purifier Pump Main Engine

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 Effie Maersk Machinery Operating Manual
2.7 Fuel Oil and Diesel Oil Transfer Systems All fuel oil tanks are fitted with heating coils, the heating steam being supplied g) Bunker tanks should not exceed 97% full.
at 7 kg/cm2 from the heating steam system. Condensate from the heating coils
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System flows to the feed filter tank via an oil detector and observation tank. All fuel h) Any bunker barges attending the vessel are to be safely moored
oil transfer lines are trace heated by steam also at 7kg/cm2. alongside before any part of the bunker loading operation begins.
Heavy Fuel Oil System
Fuel Oil System Tanks i) Level alarms fitted to bunker tanks should be tested prior to any
Heavy fuel oil, for all purposes on board the ship, is stored in five heavy fuel bunker loading operations.
oil bunker tanks. The five bunker tanks are located beside the engine room, two Heavy Fuel Oil Tanks
on the port side and three on the starboard side. From the bunker tanks, heavy j) Verify that all lines are sound, by visual inspection.
fuel oil is transferred to a fuel oil settling tank where it is allowed to settle prior Compartment Capacities (S.G. 0.980)
to being purified into the two heavy fuel oil service tanks. Heavy fuel oil is Volume 100% (m3) Weight 98% (Tons) k) Complete the pre-transfer check list.
supplied to the main engine and generator engines from the fuel oil service Outer HFO bunker tank (port) 1855.50 1818.39
tank. The boilers are supplied from the settling tank or if necessary, from the Inner HFO bunker tank (port) 1683.30 1649.63 l) All personnel involved should be aware of the contents of the
service tanks. Fore HFO bunker tank (starboard) 1258.40 1233.23 Chief Engineer’s bunker loading plan.
Aft HFO bunker tank (starboard) 1004.30 984.21
The fuel oil bunker tanks are filled from a fuel oil bunkering line located at the Outer HFO bunker tank (starboard) 1855.50 1818.39 m) The Chief Engineer is responsible for bunker loading operations,
cargo manifolds on the port and starboard sides of the ship; there are two heavy HFO settling tank 197.47 193.52 assisted at all times by a sufficient number of officers and ratings
fuel oil connections to each manifold. Sampling valves are fitted at each No.1 HFO service tank 142.43 139.58 to ensure that the operation is carried out safely.
bunker pipe connection point before the bunkering manifold valve on each No.2 HFO service tank 131.10 128.48
pipe. The bunkering line is fitted with a relief valve set at 5 kg/cm2, and the Total: 8128.00 7965.43 n) A watch for signs of leakage should be kept at the manifold
discharge from which flows into the fuel oil overflow tank. The fuel oil transfer during loading.
pump is located on the forward port side of the engine room at floor level and Preparation and Procedure for Loading and Transfer of Bunkers
is used to transfer FO from the bunker tanks to the settling tanks at a maximum o) All personnel involved should be in radio contact, the radios
rate of 60 m3/h and a pressure of 3 kg/m2. It is possible, by means of cross Prior to bunkering, the Chief Engineer should confirm that the specification of being tested prior to the bunkering operation.
connection pipes, to use the diesel oil transfer pump for fuel oil service and the fuel oil being delivered is the same as that ordered and that the quantity
vice versa in an emergency. The spectacle pieces separating the suction lines being supplied is also that which was requested. p) The maximum pressure in the bunker line should be below
and discharge lines are normally closed. The fuel oil transfer pump is started 5kg/cm2, at which point the line relief valve will discharge to the
and stopped automatically by means of level switches on the fuel oil settling Before and during bunkering, the following steps should be complied with: FO overflow tank.
tank. Fuel oil is transferred to the service tanks by the FO purifiers.
a) The purpose of this procedure is to ensure that bunkers of the q) Safe means of access to barges/shore shall be used at all times.
The overflow tank is fitted to collect the overflow from the settling and service correct specification and agreed quantity are received on board in
tanks in the event of overfill. The fuel oil transfer pump is used to pump the a safe and efficient manner, which minimises the risk of pollution. r) Scuppers and save-alls (including those around bunker tank
contents of the fuel oil overflow tank to the fuel oil bunker tanks or settling vents) should be effectively plugged.
tank. The fuel oil can be transferred from one bunker tank to another for trim b) Shore and barge tanks should be checked for water content.
or other purposes, using the transfer pump and the bunkering line. The settling s) Drip trays are provided at bunker hose connections.
and service tanks can be drained to the overflow tank. c) Representative samples are to be drawn using the continuous drip
method for the duration of the loading operation and they are to t) Oil spill containment and clean up equipment must be deployed
All outlet valves from all fuel tanks are remote operated quick-closing valves be immediately dispatched for analysis. and ready for use.
with a collapsible bridge which are pneumatically operated from the fire
control station. After being tripped from the fire control station, located in the d) Where possible, new bunkers are to be segregated on board prior u) Loading should start at the agreed minimum loading rate. Only
ship’s control centre on A deck, the valves must be reset locally. Each tank is to use until results of laboratory analysis are received. upon confirmation of no leakage and fuel going only into the
also fitted with a self-closing test cock to test for the presence of water and to nominated tanks, should the loading rate be increased.
drain any water present. Tundishes under the self-closing test cocks drain any e) No internal transferring of bunkers should take place during
liquid to the oily bilge tank. All tanks are provided with local temperature bunker loading operations, unless permission has been obtained v) When topping off, the flow of oil to the tank in question should
indication; in addition there are remote level and temperature indicators in the from the Chief Engineer. be reduced by diverting the flow of oil to another tank. In the case
control room. The tanks also have an overfill alarm. of the final tank, the loading rate should be reduced to the agreed
f) The Chief Engineer should also calculate the estimated finishing minimum at least 20 minutes before the finishing ullage is
ullages/dips, prior to the starting of loading. reached.

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 Effie Maersk Machinery Operating Manual
Illustration 2.7.1a Fuel Oil and Diesel Bunkering and Transfer System

MDO Filling

HFO Filling

LAH LI
MC LS LX MC
LI
LI LI
MC LX
TX TIAH
MC MC LX
TX TIAH
MC
LI Outer HFO Inner HFO LI Fore HFO Aft HFO Outer HFO
Bunker Tank (P) Bunker Tank (P) LS LAH
MC Bunker Tank (S) Bunker Tank (S) Bunker Tank (S) LS LAH
MC
TIAH (1855.5m3) (1683.3m3) TIAH (1258.4m3) (1004.3m3) (1855.5m3)
MC TX LI MC TX LI
LX MC LX MC
LAH
MC LS
LI LI

TIAH
F2V F17V F85V MC TX F16V F1V

Key

F87V Fuel Oil

From Incinerator F10V F4V

To Incinerator F86V F8V Marine Diesel Oil
M.D.O. Tank
M.D.O. Tank Overflow
Steam Tracing
F9V DO Storage
F13V LI Tank (S)
LI MC LX (185.44m3) Air
DO Storage MC
Tank (P) LI
LX
(147.92m3) MDO HFO LAH Electrical Signal
Transfer Pump Transfer Pump MC LS
LAH LI 10m3/h 60m3/h
MC LS
CI CI From HFO
Purifier Supply Pumps

From No. 3 F7V

PI PI
HFO
Purifier LAH LAH
LS
LAH
F15V F94V F21V F95V MC MC MC
F14V
F11V F5V LS LS LS LS
LAH No. 2 HFO No. 1 HFO HFO
MC LS Service Tank Service Tank Setting Tank
LAL TIAH LAL TIAH LAL TIAH
MDO Emergency MC (131.1m3) MC MC (142.43m3) MC MC (197.47m3) MC
LS
Service Tank Diesel Generator LS TX LS TX LS TX
LAL (98.05m3) MDO Tank
MC LS (1.8m3)
82V
LI 80V 81V
LAH LAH
83V MC MC F3V
LS LS LX To Oily Bilge
F30V F31V F32V
F33V To Oily Bilge
From Main Engine
HFO Overflow Tank (41.82m3) To HFO F89V
FO Mixing Unit F34V
F35V F96V Purifier System
To No. 3 HFO Leakage From
Purifier Pump Main Engine

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 Effie Maersk Machinery Operating Manual
w) Prior to bunkering, the operation must be discussed with the g) Check the ship to shore connection and pipeline for leaks. Description Valve
bridge team where any matters which are likely to interfere with
Discharge to loading line F95V
bunkering must be raised. All shipboard personnel must be made h) Check that fuel oil is flowing into the required fuel oil bunker
aware that bunkering is to take place. tank(s), and not to any other tank. Check that the drip sampler unit HFO settling tank filling valve F7V
is operating at the required rate.
! CAUTION d) Open the fuel oil transfer pump suction valve, F4V.
At least one bunker tank filling valve must be fully open at all times i) Increase bunkering to the agreed maximum rate.
during the bunkering operation. e) Open the fuel oil transfer pump discharge valve, F5V.
j) As the level in the first fuel oil bunker tank approaches 95%, close
Relevant information is to be entered in the Oil Record Book on completion of in the filling valve to top up the tank slowly, then close the filling f) Start the fuel oil transfer pump.
loading. valve completely when the required level is reached.
g) Check that fuel oil is being correctly transferred, i.e. that it is
Procedure to Load Bunkers from Shore/Barge k) Repeat the above until only two tanks remain open, then signal to being transferred from the required bunker tank to the designated
shore to reduce the pumping rate. destination.
a) At the bunker connection to be used, remove the blank and
connect the bunkering hose. Ensure that the joint being used is in l) When down to the final tank, signal to further reduce the flow rate h) Stop the pump when the required amount of oil has been
good condition. until the tank is at the required level and then signal to stop. transferred.

b) Ensure that the blanks on the other bunkering connections are m) Close the valve at the bunkering connection. i) Close all valves at the end of the operation.
secure and that the valves are closed, with drain and sampling
valves closed, also that the drip tray is empty and drain closed. n) Open the vent at the bunkering connection and allow the hose to Under normal operation the transfer pump will remain lined up to the settling
drain back to the supplier. tank and it will start and stop automatically, controlled by the settling tank
c) Open the filling valve(s) on the fuel oil bunker tanks to be filled. level switches.
o) Disconnect the hose connection and replace the blank.
Description Valve To Transfer FO Using the DO Transfer Pump
p) Close the tank filling valves.
Outer HFO bunker tank (port) FO08C a) Open the DO transfer pump suction crossover valve, F13V
q) Collect and label samples and send ashore for laboratory testing. (normally locked shut), and HFO suction valve F4V.
Inner HFO bunker tank (port) FO05C
Fore HFO bunker tank (starboard) FO06C b) Open the DO transfer pump discharge crossover valve F14V
To Transfer FO Using the FO Transfer Pump
(normally locked shut) and HFO discharge valve F5V. Close the
Aft HFO bunker tank (starboard) FO07C
a) At the tank to be transferred from, open the self-closing test cock DO transfer pump discharge valve to the DO service tank, F11V.
Outer HFO bunker tank (starboard) FO09C
to test for the presence of water and close it again when all water
has been drained. c) Open the selected bunker tank suction valve.
d) Open the valve at the selected bunkering connection at the cargo
manifold. d) Open the HFO settling tank inlet valve F7V.
b) Open the suction valve from the bunker tank to be transferred.
Description Valve e) Ensure all DO inlet valves are closed.
Description Valve
Manifold port forward FO01C
HFO overflow tank F3V f) Start the DO transfer pump and follow the previous procedures.
Manifold port aft FO03C
Outer HFO bunker tank (port) F2V
Manifold starboard forward FO02C (Note ! The DO transfer pump will not be started and stopped by the settling
Inner HFO bunker tank (port) F17V tank level switches.)
Manifold starboard aft FO04C
Fore HFO bunker tank (starboard) F85V
e) Establish effective communication between the control room and
Aft HFO bunker tank (starboard) F16V
the bunkering shore station.
Outer HFO bunker tank (starboard) F1V
f) Signal to the shore station to commence bunkering fuel oil at an
agreed slow rate. c) Open the required line valves of the tank to be filled.

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 Effie Maersk Machinery Operating Manual
Illustration 2.7.1a Fuel Oil and Diesel Bunkering and Transfer System

MDO Filling

HFO Filling

LAH LI
MC LS LX MC
LI
LI LI
MC LX
TX TIAH
MC MC LX
TX TIAH
MC
LI Outer HFO Inner HFO LI Fore HFO Aft HFO Outer HFO
Bunker Tank (P) Bunker Tank (P) LS LAH
MC Bunker Tank (S) Bunker Tank (S) Bunker Tank (S) LS LAH
MC
TIAH (1855.5m3) (1683.3m3) TIAH (1258.4m3) (1004.3m3) (1855.5m3)
MC TX LI MC TX LI
LX MC LX MC
LAH
MC LS
LI LI

TIAH
F2V F17V F85V MC TX F16V F1V

Key

F87V Fuel Oil

From Incinerator F10V F4V

To Incinerator F86V F8V Marine Diesel Oil
M.D.O. Tank
M.D.O. Tank Overflow
Steam Tracing
F9V DO Storage
F13V LI Tank (S)
LI MC LX (185.44m3) Air
DO Storage MC
Tank (P) LI
LX
(147.92m3) MDO HFO LAH Electrical Signal
Transfer Pump Transfer Pump MC LS
LAH LI 10m3/h 60m3/h
MC LS
CI CI From HFO
Purifier Supply Pumps

From No. 3 F7V

PI PI
HFO
Purifier LAH LAH
LS
LAH
F15V F94V F21V F95V MC MC MC
F14V
F11V F5V LS LS LS LS
LAH No. 2 HFO No. 1 HFO HFO
MC LS Service Tank Service Tank Setting Tank
LAL TIAH LAL TIAH LAL TIAH
MDO Emergency MC (131.1m3) MC MC (142.43m3) MC MC (197.47m3) MC
LS
Service Tank Diesel Generator LS TX LS TX LS TX
LAL (98.05m3) MDO Tank
MC LS (1.8m3)
82V
LI 80V 81V
LAH LAH
83V MC MC F3V
LS LS LX To Oily Bilge
F30V F31V F32V
F33V To Oily Bilge
From Main Engine
HFO Overflow Tank (41.82m3) To HFO F89V
FO Mixing Unit F34V
F35V F96V Purifier System
To No. 3 HFO Leakage From
Purifier Pump Main Engine

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 Effie Maersk Machinery Operating Manual
! CAUTION Preparation for the Operation of Loading DO m) Disconnect the hose connection, and replace the blank.
Ensure that all fuel oil is flushed out of the diesel oil transfer pump prior
to restoring it to diesel oil service. This can be achieved by opening the The procedures for loading DO should followed, as described for HFO. n) Close all the tank filling valves.
diesel oil suction and pumping for a few moments with a discharge to the
fuel oil tanks open. Before starting the pump to transfer diesel oil, make To Load Bunkers From Shore/Barge To Transfer DO Using the DO Transfer Pump
absolutely sure that all discharges to the fuel oil system are securely
closed. At the bunker connection to be used, remove the blank and connect the a) At the tank to be transferred from, open the self-closing test cock
bunkering hose. Arrange a drip tray beneath the connection. to test for the presence of water and close it again when all water
Diesel Oil System has been drained.
a) Ensure that the blanks on the other bunkering connections are
There are two DO storage tanks, both forward in the engine room, one on the secure and that the valves are closed. Ensure that the drain and b) Open the suction valve from the storage tank to be transferred.
port side and one on the starboard side of the ship. From the storage tank, DO sampling valves are closed.
is transferred to the diesel oil service tank, using the DO transfer pump. Diesel Description Valve
oil can be supplied to the main engines, generator engines, boiler, inert gas b) Open the filling valve on the diesel oil storage tank.
DO storage tank (port) F9V
system and incinerator from the DO service tank.
Description Valve DO storage tank (starboard) F8V
The DO storage tank is filled from a DO bunkering line connected to
Port DO storage tank filling valve F86V c) Open the inlet valve of the tank to be filled.
bunkering pipes located at the cargo manifolds on the port and starboard sides
of the ship. The bunkering line is fitted with a relief valve set at 5 kg/cm2, Starboard DO storage tank filling valve F87V
which discharges into the FO overflow tank. The DO transfer pump is located Description Valve
on the forward port side of the ship at engine room lower level. It is used to c) Open the valve at the bunkering connection at the cargo manifold.
DO service tank filling valve F15V
transfer DO from the storage tanks to the service tanks at a rate of 10m3/h and
a pressure of 4 kg/cm2. It is possible to use the FO transfer pump for DO Description Valve Emergency diesel generator DO tank filling valve F94V
service, and vice versa. The DO transfer pump is manually started, but is Port manifold DO01C Incinerator DO tank filling valve F295V
stopped automatically by means of a level switch on the DO service tank. This
switch operates when the service tank reaches the maximum working level. Starboard manifold DO02C Discharge to loading line F21V

d) Establish effective communication between the control room and d) Open the DO transfer pump suction valve, F10V.
The DO service tank overflows to the DO storage tank.
the bunkering barge/shore station.
Diesel Oil System Tanks e) Open the DO transfer pump discharge valve, F11V.
e) Signal to the barge/shore station to commence bunkering diesel
Diesel Oil Tanks oil at an agreed slow rate. f) Start the DO transfer pump.

Compartment Capacities (S.G. 0.85) f) Check the ship to barge/shore connection and pipeline for leaks. g) Check that DO is being correctly transferred, i.e. that it is being
Volume 100% (m3) Weight 98% (Tons) transferred from the required storage tank to the designated
MDO storage tank (port) 147.92 125.73 g) Check that diesel oil is flowing into the required diesel oil storage destination.
MDO storage tank (starboard) 185.44 157.62 tank(s), and not to any other tank.
MDO service tank 54.40 46.24 The transfer pump will stop automatically when the service tank reaches the
Emergency generator MDO tank 1.80 1.53 h) Speed up bunkering to the agreed maximum rate. required level.
Total: 389.56 331.12
i) As the level in the diesel oil storage tank approaches 95%, close h) Alternatively, stop the pump when the required amount of oil has
Outlet valves from all diesel tanks are remotely operated quick-closing valves in the filling valve to top up the tank slowly. been transferred.
with a collapsible bridge which are pneumatically operated from the fire
control station located in the ship’s control centre. After being tripped from the j) Signal to the barge/shore to further reduce the flow rate until the i) Close all valves.
fire control station the valves must be reset locally. The service tank is fitted tank is full and then signal to stop.
with a self-closing test cock to test for the presence of water and to drain any
water present. Tundishes under the self-closing test cock drain any liquid to the k) Close the valve at the bunkering connection.
waste oil tank. All tanks are provided with indication, plus remote level
indication in the control room. The storage tanks also have an overfill alarm set l) Open the vent at the bunkering connection and allow the hose to
at 98 % capacity. drain back to the supplier.

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 Effie Maersk Machinery Operating Manual
Illustration 2.7.1a Fuel Oil and Diesel Bunkering and Transfer System

MDO Filling

HFO Filling

LAH LI
MC LS LX MC
LI
LI LI
MC LX
TX TIAH
MC MC LX
TX TIAH
MC
LI Outer HFO Inner HFO LI Fore HFO Aft HFO Outer HFO
Bunker Tank (P) Bunker Tank (P) LS LAH
MC Bunker Tank (S) Bunker Tank (S) Bunker Tank (S) LS LAH
MC
TIAH (1855.5m3) (1683.3m3) TIAH (1258.4m3) (1004.3m3) (1855.5m3)
MC TX LI MC TX LI
LX MC LX MC
LAH
MC LS
LI LI

TIAH
F2V F17V F85V MC TX F16V F1V

Key

F87V Fuel Oil

From Incinerator F10V F4V

To Incinerator F86V F8V Marine Diesel Oil
M.D.O. Tank
M.D.O. Tank Overflow
Steam Tracing
F9V DO Storage
F13V LI Tank (S)
LI MC LX (185.44m3) Air
DO Storage MC
Tank (P) LI
LX
(147.92m3) MDO HFO LAH Electrical Signal
Transfer Pump Transfer Pump MC LS
LAH LI 10m3/h 60m3/h
MC LS
CI CI From HFO
Purifier Supply Pumps

From No. 3 F7V

PI PI
HFO
Purifier LAH LAH
LS
LAH
F15V F94V F21V F95V MC MC MC
F14V
F11V F5V LS LS LS LS
LAH No. 2 HFO No. 1 HFO HFO
MC LS Service Tank Service Tank Setting Tank
LAL TIAH LAL TIAH LAL TIAH
MDO Emergency MC (131.1m3) MC MC (142.43m3) MC MC (197.47m3) MC
LS
Service Tank Diesel Generator LS TX LS TX LS TX
LAL (98.05m3) MDO Tank
MC LS (1.8m3)
82V
LI 80V 81V
LAH LAH
83V MC MC F3V
LS LS LX To Oily Bilge
F30V F31V F32V
F33V To Oily Bilge
From Main Engine
HFO Overflow Tank (41.82m3) To HFO F89V
FO Mixing Unit F34V
F35V F96V Purifier System
To No. 3 HFO Leakage From
Purifier Pump Main Engine

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 Effie Maersk Machinery Operating Manual
To Transfer Diesel Oil Using the Fuel Oil Transfer Pump

! CAUTION
Ensure that all FO is flushed out of the FO transfer pump prior to using FO Transfer PumpTo
FO Transfer Pump FO Transfer Pump Discharge
it on DO service. This can be achieved by opening the DO suction and Discharge Valve F5V Line to Settling Tank Discharge To Bunker Line
pumping for a few moments with a discharge to the FO tanks open. Before Valve F95V

starting the pump to transfer DO, make absolutely sure that all discharges
to the FO system are securely closed.

a) Open the FO pump suction crossover valve F13V (normally

locked shut) and the DO suction valve F10V.
DO Transfer Pump
b) Close the FO pump discharge valve F5V. Discharge Valve F11V

c) Open the FO pump discharge crossover valve 14V (normally

locked shut) and DO discharge valve 11V.

d) Start the FO transfer pump and follow the previous procedure.

DO Transfer
PumpTo Discharge
To Bunker Line
Valve F14V

Crossover
Valve F14V

FO Transfer
Pump

DO Transfer
Pump

FO and DO Transfer Pumps

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 Effie Maersk Machinery Operating Manual
Illustration 2.7.2a Fuel Oil Purifying System
LAH LAH LAH
From Incinerator
19V 18V LS LS F3V MDO Tank
MC MC MC
LI F87V F9V Overflow
LS LS LS
LAH
MC LI
TIAH TIAH TIAH LI MC LX
LS Emergency MC No. 2 MC No. MC HFO MC LX
MDO Diesel Generator TX HFO TX HFO TX Setting Tank LAH DO DO LI
LS Service Tank MDO Tank Service Tank Service Tank (197.47m3) MC LS Storage Tank Storage Tank LS LAH
LAL
(98.05m3) (1.8m3) MC LS (131.1m3) LS (142.43m3) LS (S) (P) MC
LS F15V
LAL LAL (185.44m3) (147.92m3) 88V
LAL MC MC 82V
MC 80V
83V
F86V
F94V F30V F31V F32V

F33V F89V F34V

To Oily Bilge Tank

F35V From
To Incinerator MDO Tank DO
Transfer
F38V Pump
F60V F37V F36V
TC TC TC
F92V

TI PI TI PI TI PI

No. 3 HFO No. 2 HFO No. 1 HFO

Puri. Heater Puri. Heater Puri. Heater HFO CI CI CI
TI TI TI Purifier Supply
Pumps No. 3 No. 2 No. 1
F64V F46V F42V (4.0m3/h)
PI PI PI
F40V F39V
F61V
F91V 62V

F90V S S
S
F63V F56V F55V
F53V TI TI
TI
TAHL TAHL
TAHL TX TX
TX F52V F45V
F51V
F66V FI F67V FI FI
PI PI PI
F65V F49V F43V

PAL No.3 PAL PAL

PS PS PS Key
HFO No.2 No.1 LI
Purifier HFO HFO LAH LAH
(4,000 litre/h) (4,000 litre/h) (4,000 litre/h) MC MC
Fuel Oil
LS LS LX
LAH
MC From Main Engine Marine Diesel Oil
FO Mixing Unit HFO Overflow Tank (41.82m3/h)
To Sludge 68V LS 57V 58V F96V
59V Leakage From Steam Tracing
Pump Main Engine
Air
Sludge Tank
Electrical Signal

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 Effie Maersk Machinery Operating Manual
2.7.2 Fuel Oil and Diesel Oil Purifying Systems Position Description Valve To Operate a Purifier
Open Settling tank quick-closing suction valve F32V
Fuel Oil Purifying System a) Open the instrument air supply to the purifier to be used.
Closed Drain valve to HFO overflow tank F34V
Maker: Westfalia b) Ensure the purifier brake is off and the purifier is free to rotate.
Closed Crossover valve from HFO service tanks F89V
No. of sets: 3
Model: OSC50-0136-066 Open No.1 supply pump suction valve F6V c) Ensure that the purifier bowl has been correctly assembled and is
Capacity: 4,000 l/h (each) secure.
Open No.1 supply pump discharge valve F39V
There are three centrifugal self-cleaning HFO purifiers fitted. They are used to Closed No.2 supply pump suction valve F37V d) Check the purifier gearbox oil level.
draw FO from the HFO settling tank and distribute the purified FO to the HFO
service tanks. Normally one unit is in use, with a second being cleaned or ready Closed No.2 supply pump discharge valve F40V e) Check that the strainers are clean.
to use; No.3 purifier is designated for DO use but it can also be used for Closed No.3 supply pump suction valve F60V
purifying HFO. The purifiers are supplied, via steam heaters, from the settling f) Start the purifier supply pump. Oil will bypass the purifier,
tank by the HFO purifier supply pumps. There are three supply pumps and Closed No.3 supply pump discharge valve F61V returning to the settling tank through the three-way recirculating
each is able to supply one purifier when it is operating at full capacity. Each Closed DO valves to No.3 supply pump F38V, F92V control valve.
purifier has its own steam operated fuel oil heater. The purifiers, heaters and
supply pumps are located in the purifier room, apart from No.3 supply pump, Closed No.1 and 2 supply pumps discharge crossover valve F62V g) Slowly open the steam supply to the heater.
for the DO purifier, which is located on the tank top level. Instrument air is Closed No.1 supply pump recirc. valve to settling tank F55V
supplied to the purifiers to control the supply of oil to the bowl and the h) Set the steam temperature control valve to the required set point.
automatic discharge facility. Domestic fresh water is supplied for sealing and Closed No.2 supply pump recirc. valve to settling tank F56V
flushing purposes. Closed No.3 supply pump recirc. valve to settling tank F63V i) HFO will now circulate through the heater, returning to the
settling tank.
The HFO is supplied from the settling tank to either of the supply pumps Open No.1 heater inlet valve F42V
through one side of the duplex filter in that pump’s suction line. The supply Closed No.2 heater inlet valve F46V j) Open the fresh water supply to purifiers.
pump discharges the oil through the steam heater to maintain a temperature of
98ºC at entry to the purifier. After purification, the oil is discharged to the HFO Closed No.3 heater inlet valve F64V k) Open the flushing and operating water supplies to purifiers.
service tank by the purifier’s own pump. Open Inlet valve to No.1 purifier 3-way valve
l) Switch on the power to the control panel of the purifier to be used.
Each supply pump delivers FO to its own heater inlets, but a crossover in the Closed Inlet valve to No.2 purifier 3-way valve
outlet lines from No.1 and 2 supply pumps enables No.1 pump to supply No.2 Closed Inlet valve to No.3 purifier 3-way valve m) Start up the purifier.
heater and purifier, and vice versa.
Open No.1 purifier bypass valve to settling tank F45V n) When the purifier is up to speed, press the control panel START
Preparation for the Operation of the HFO Purifying System Closed No.2 purifier bypass valve to settling tank F52V button for automatic control of the unit.

a) Transfer oil to the settling tank using the HFO transfer pump. Closed No.3 purifier bypass valve to settling tank F67V When the HFO has reached the correct temperature and the purifier is at
Closed No.3 purifier bypass valve to DO line F53V operating speed, the automatic control system will change the position of the
b) Check and record the level of oil in all fuel tanks. 3-way recirculating control valve and will allow oil to flow to the purifier.
Closed No.3 heater outlet bypass valve F90V
c) Open the self-closing test cock on the HFO settling tank, closing Open No.1 purifier inlet valve F43V Flow can be regulated by using the purifier inlet valve.
it again when any water has drained.
Open No.1 purifier outlet valve to service tank o) Check the purifier is operating correctly with adequate
d) All valves in the purifier system are to be initially closed. throughput.
Open Filling valve on No.1 HFO settling tank F18V
e) Open the valves, as indicated in the table below, to take suction Closed Filling valve on No.2 HFO settling tank F19V p) Ensure there is no abnormal discharge from the water outlet or
from the HFO settling tank and, using No.1 pump and No.1 sludge discharge.
purifier, discharge to No.1 HFO service tank. If another pump and
purifier are to be used, the relevant valves for that purifier are to The purifier will now operate on a timer, discharging sludge at preset intervals
be opened. or when water is detected in the oil outlet flow.

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 Effie Maersk Machinery Operating Manual
Illustration 2.7.2a Fuel Oil Purifying System
LAH LAH LAH
From Incinerator
19V 18V LS LS F3V MDO Tank
MC MC MC
LI F87V F9V Overflow
LS LS LS
LAH
MC LI
TIAH TIAH TIAH LI MC LX
LS Emergency MC No. 2 MC No. MC HFO MC LX
MDO Diesel Generator TX HFO TX HFO TX Setting Tank LAH DO DO LI
LS Service Tank MDO Tank Service Tank Service Tank (197.47m3) MC LS Storage Tank Storage Tank LS LAH
LAL
(98.05m3) (1.8m3) MC LS (131.1m3) LS (142.43m3) LS (S) (P) MC
LS F15V
LAL LAL (185.44m3) (147.92m3) 88V
LAL MC MC 82V
MC 80V
83V
F86V
F94V F30V F31V F32V

F33V F89V F34V

To Oily Bilge Tank

F35V From
To Incinerator MDO Tank DO
Transfer
F38V Pump
F60V F37V F36V
TC TC TC
F92V

TI PI TI PI TI PI

No. 3 HFO No. 2 HFO No. 1 HFO

Puri. Heater Puri. Heater Puri. Heater HFO CI CI CI
TI TI TI Purifier Supply
Pumps No. 3 No. 2 No. 1
F64V F46V F42V (4.0m3/h)
PI PI PI
F40V F39V
F61V
F91V 62V

F90V S S
S
F63V F56V F55V
F53V TI TI
TI
TAHL TAHL
TAHL TX TX
TX F52V F45V
F51V
F66V FI F67V FI FI
PI PI PI
F65V F49V F43V

PAL No.3 PAL PAL

PS PS PS Key
HFO No.2 No.1 LI
Purifier HFO HFO LAH LAH
(4,000 litre/h) (4,000 litre/h) (4,000 litre/h) MC MC
Fuel Oil
LS LS LX
LAH
MC From Main Engine Marine Diesel Oil
FO Mixing Unit HFO Overflow Tank (41.82m3/h)
To Sludge 68V LS 57V 58V F96V
59V Leakage From Steam Tracing
Pump Main Engine
Air
Sludge Tank
Electrical Signal

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 Effie Maersk Machinery Operating Manual
To Stop the Purifier Position Description Valve If the emergency diesel generator DO tank is to be filled with purified DO, then
the tank filling valve F94V must be opened.
Open DO service tank quick-closing suction valve F33V
a) Shut off steam to the heater, allowing the unit to continue to
operate for a short period. Closed Overflow valve to the port DO storage tank F35V Operate the purifier as for HFO except that the heater is not required.
Open DO suction valve to No.3 purifier supply pump F38V
b) Press the program STOP button on the control panel. The
automatic control system will change the position of the Open No.3 supply pump discharge valve F61V
three-way recirculating control valve and oil will to flow to
Open No.3 supply pump discharge valve to HFO line F63V
the settling tank.
Open No.3 heater bypass valve F90V
The purifier will commence the shut down sequence.
Open Inlet valve No.3 purifier three-way valve
c) On completion of the sequence, press the motor STOP button. Open No.3 purifier bypass valve to DO suction line F53V

d) Apply the brake during the run down period. Closed No.3 purifier bypass valve to HFO line F67V
Open No.3 purifier inlet valve F65A
e) Stop the supply pump.
Open No.3 purifier outlet valve
f) Shut off the water supplies. Open No.3 purifier discharge valve to DO tank filling line F51V

g) Shut all valves. Closed No.3 purifier discharge valve to HFO line F66V
Open DO service tank filling valve F15V
Diesel Oil Purifying System

Diesel oil is pumped by the DO transfer pump from the storage tanks to the DO
service tank and the emergency diesel generator DO tank. Using No.3 purifier,
and No.3 purifier supply pump, the DO can be purified, the oil being taken
from the DO service tank and returned to that tank.

Preparation for Purifying the Diesel Oil

a) Transfer oil to the DO service tank using the DO transfer pump.

b) Check and record the level of oil in all DO tanks.

c) Open the self-closing test cock on the DO service tank, closing it

again when any water has drained.

d) All valves in the purifier system are to be initially closed.

e) Set the valves, as indicated in the table below, to take suction from
the DO service tank and, using No.3 purifier supply pump and
No.3 purifier, return the oil to the DO service tank.

No.3 HFO/DO Purifier HFO Purifier Heaters

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 Effie Maersk Machinery Operating Manual
Illustration 2.8.1a Main Engine Lubricating Oil System (P) (S)

Cylinder Oil Shifting L126V L127V

Pump
LAL (1.0 m3/h) No.1
No.2
MC Cylinder Oil Cylinder Oil
PI CI L116V Tank Tank
(65m3) (65m3)

L140V L138V L119V

L117V
LS Cylinder Oil
Measuring
L171V Tank
(1.5m3) L120V L150V
L141V L139V
Cylinder Oil Shifting
Hand Pump

L151V
TI PI

L153V
Main Engine L109V
L152V To Oil Mist Crosshead L107V W96V
Main
Manifold Lubricating Oil Pump
To Oily 1 L.O Cooler
(70 m3/h)
Bilge
Tank W97V
L106V
2 PI TI
L108V
Set
45oC
TC
DPAH
PI MC PI
TAH PAL ESLD
Stuffing Box Drain MC MC DPS
L105V
To Oily Bilge
Tank TAH ESD
MC TX PX PS L113V L112V
Piston Under
Side Drain
To Oily
L145V TX TS Bilge
Tank
PS TX PX PI
Residue Tank L114V
L115V
(1.22m3) ESD TAHI PALI
146V MC MC

Bed Plate To oily

Drain Bilge
To Oily
Tank
Bilge
Tank Key L102V L103V
To Oily PI
Lubricating Oil Bilge
1 Main
Tank Lubricating Oil Pump
Air Main Lubricating Oil L101V
Sump Tank PI (387 m3/h)
LT Cooling (56.72m3)
2

Electric Signal

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 Effie Maersk Machinery Operating Manual
2.8 Lubricating Oil Systems Waste oil from the cylinders drains to the under piston space and any liquid
accumulating in the under piston space is drained to the residue tank. Valve
2.8.1 Main Engine Lubricating Oil System L145V on the residue tank must be open to allow for this draining.

Introduction Turbocharger Lubricating Oil System

The main engine has four separate lubricating oil systems: The two turbochargers are supplied with lubricating oil from a separate system
which is dedicated to the turbochargers. Oil is forced under pressure to the tur-
Main bearing lubricating oil system bocharger bearings by means of one of the two turbocharger LO pumps. The
Crosshead bearing lubricating oil system pumps take suction from the main engine turbocharger LO sump tank and pass
the oil through a cooler as required in order to maintain the correct temperature
Cylinder oil system at entry to the turbochargers. An automatic bypass valve regulates the oil flow
Turbocharger lubricating oil system to the cooler, the bypass valve being set to maintain a temperature of 50°C at
entry to the turbochargers. A portion of the oil leaving the pump is directed
Main Bearing and Crosshead Bearing Lubricating Oil System through a Glacier filter unit and back to the main engine turbocharger LO
sump tank. The main oil flowing to the turbochargers passes through a fine
The main or crankcase lubrication system is supplied by one of two pumps, filter unit. Outlet oil flow from the turbocharger. is via sight glasses allowing
one of which will be operating and the other on standby and set for automatic the oil to be monitored.
cut-in should there be a lubricating oil pressure reduction or pump failure. The
main LO pumps take their suction from the main engine sump and discharge The turbocharger LO sump tank is replenished with oil from the main engine
oil to the engine via the main LO cooler and the automatic backflush filter. The LO system via valve L25. The turbocharger LO sump tank is emptied via valve
plate type LO cooler is part of the low temperature central cooling system and L24V using the LO transfer pump or the LO purifier pumps (see sections
it is circulated with fresh water from that system. Supply pressure in the main 2.8.3/4).
Main Engine LO Cooler and Filters
lubrication system is 5 kg/cm2 and each pump has a rated capacity of 387m3/h.
The main LO system supplies oil to the main bearings, the camshaft gear drive, Preparation for Operating the Main Engine Lubricating Oil System
cam boxes, vibration dampers and pistons where it acts as a coolant. The
cooling effect of the oil at the vibration dampers is important. Should there be a) Check the level of oil in the main engine sump and top up if
a failure of the higher pressure crosshead bearing supply system the crosshead necessary.
system can be supplied from the main system, but to avoid crosshead bearing Cylinder Lubrication System b) Supply steam to the main engine sump heating coil if necessary.
damage, the engine must be operated at reduced load. Main and crosshead
systems are connected at the engine by a non-return valve and the main system The power dependent lubrication of the pistons, cylinders and exhaust valve c) Ensure that all pressure gauge and instrumentation valves are
will automatically supply the crosshead system in the event of crosshead LO spindles, is performed by a separate cylinder lubrication system. High alkaline open and that the instrumentation is reading correctly.
pump failure. lubricating oil is supplied to the main engine cylinders on a once through basis,
in order to lubricate the piston rings to reduce friction between the rings and d) Ensure that water is flowing in the central cooling system and that
The main engine crosshead LO pumps take their suction from the main liner, to provide a seal between the rings and the liner and to reduce corrosive the LO cooler inlet and outlet valves W96V and W97V are open.
circulating system after the cooler and automatic backflush filter. From the wear by neutralising the acidity of the products of combustion. The alkalinity of
high pressure oil manifold at the engine, each individual crosshead is supplied the cylinder lubricating oil should match the sulphur content of the HFO supplied e) Ensure that the LO cooler LO bypass valve L105V is operating
via a toggle lever pipe system. As with the main lubricating system, one of the to the engine. The amount of cylinder oil supplied to each lubricating point can correctly.
pumps will be operating and the other on standby and set for automatic cut-in be individually adjusted and is also load dependent, the load dependent quantity
should there be a lubricating oil pressure reduction or pump failure. The main adjustment being made by the engine remote control system. The oil is injected f) Set up the valves as shown in the tables below:
engine crosshead LO pumps have a rated capacity of 70m3/h and deliver oil at into the cylinder through non-return valves, the oil being supplied by electrical-
a pressure of 12 kg/cm2. This system supplies oil to the crosshead bearings and ly driven lubricator pumps, each cylinder lubrication pump having its own oil Main Engine LO System
connecting rod bottom end bearings. It also provides oil for the exhaust valve supply box. The supply boxes are replenished with oil from a daily use tank or
actuator pumps and for actuating the reversing servo. cylinder oil measuring tank. The lubricator pump supply boxes are fed under Position Description Valve
gravity from the daily use tank, the oil flowing though a 250 micron filter with a
The oil from both systems drains from the crankcase back to the LO sump. The magnet, which removes any fine abrasive particles from the oil. The daily use Open No.1 LO pump discharge valve L102V
lubricating oil temperature is regulated by means of a three-way control valve, tank is topped up from one of the two cylinder oil storage tanks using the Open No.2 LO pump discharge valve L101V
which regulates the lubricating oil flow through the cooler in order to maintain cylinder oil shifting pump. In the event of failure of the electrically driven
an engine oil supply temperature of 45°C. cylinder oil shifting pump the hand pump may be used. Closed Pump discharge return to sump L103V
Operational LO temperature regulating valve L105V

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 Effie Maersk Machinery Operating Manual

Illustration 2.8.1b Main Engine Turbocharger Lubricating Oil System

No.1 Turbocharger No.2 Turbocharger

TAH TAH
From Main LO
Storage Tank
TI TI

TAH TAH
TI

TI

L25V W184V
To Main Engine Turbocharger
Sump LO Cooler
L5V
L7V
Centrifugal LO
Filter
To Stern Tube
Tank Turbocharger LO L160V
Supply Pumps
LT Cooling
No.1 Temperature Inlet
W183V
Control Valve
L155V
L157V
L100V L99V L47V L24V
L154V
L8V
L156V
No.2
LO Transfer LO Purifier
Pump Feed Pump No.1
LO Purifier
Feed Pump No.2
Main Engine
Stern Tube LO Turbocharger LO
Sump Tank Sump Tank 2.64m3

Key

Lubricating Oil

LT Cooling

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 Effie Maersk Machinery Operating Manual
Position Description Valve Position Description Valve Position Description Valve
Open Auto filter inlet valve L112V Open Cylinder oil line filter outlet valve L152V Open Glacier filter unit inlet valve L160V
Open Auto filter outlet valve L113V Closed Cylinder oil line filter bypass valve L153V Operational Main engine turbocharger LO cooler
temperature control valve L159V
Closed Auto filter bypass filter inlet valve L114V Inlet valves to individual lubricator pump supply boxes are to be opened and
Closed Auto filter bypass filter outlet valve L115V closed as necessary in order to refill the boxes. e) Start one main engine turbocharger LO pump and check that oil
is being supplied to and returning from both turbochargers.
Open No.1 crosshead LO pump suction valve L107V c) Ensure the daily use tank outlet filters are clean.
Open No.1 crosshead LO pump discharge valve L109V f) Switch the other main engine turbocharger LO pump to standby.
d) Check the consumption on a daily basis. Ensure that the
Open No.2 crosshead LO pump suction valve L106V consumption does not drop below the manufacturer’s recommen- g) When the turbochargers are operating, check the oil flow and
Open No.2 crosshead LO pump discharge valve L108V dations. False economy will result in excessive piston ring and temperature.
liner wear and sticking rings, possibly resulting in scavenge fires.
g) Start one main LO pump.
e) Check the condition of the liner and piston rings, especially
h) Put the auto-backflush filter on line. during the run-in period. Any signs of dryness means the No.1 Pump Discharge No.1 Pump Suction No.2 Pump Suction
consumption should be increased. Valve L157V Valve L155V Valve L154V
i) Switch the other main LO pump to standby.
f) Ensure that all the cylinder injection points are receiving equal
j) Start one crosshead LO pump. quantities of lubrication.

k) Switch the other crosshead LO pump to standby. Preparation for Operating the Main Engine Turbocharger LO System

l) Check pressures and temperatures throughout the system. a) Check the level of oil in the pumps take suction from the LO
sump tank and replenish as necessary.
Preparation for Operating the Main Engine Cylinder LO System
b) Ensure that pressure gauges and instrument valves are open and
a) Top up the cylinder oil measuring tank by pumping oil from one that instruments are reading correctly
of the cylinder oil storage tanks. Oil may be transferred using the
electrically driven cylinder oil shifting pump or the hand operated c) Open the cooling water inlet and outlet valves on the pumps take
pump. For using the electrical pump valves L138V and L140V suction from the LO cooler and supply cooling water to the cooler
must be open, whilst for the hand pump valves L139V and L141V from the LT central cooling system.
must be open. Note the tank gauge readings for measuring
purposes. d) Set the valves as in the following table:

Valves on the cylinder oil tanks are fitted with quick-closing devices and after Main Engine Turbocharger LO System
operation they must be manually reset locally.
Position Description Valve
b) Set up the valves as in the table below:
Open No.1 main engine turbocharger LO pump
Cylinder LO System suction valve L155V
Open No.1 main engine turbocharger LO pump Turbocharger LO Pumps
Position Description Valve discharge valve L157V
Closed No.1 main engine cylinder oil storage tank outlet valve L150V LO Sump Filling LO Sump Suction to
Open No.2 main engine turbocharger LO pump Valve L25V Purifier Valve L24V
Closed No.2 main engine cylinder oil storage tank outlet valve L116V suction valve L154V
Open Main engine cylinder oil measuring tank outlet valve L118V Open No.2 main engine turbocharger LO pump
discharge valve L156V
Open Cylinder oil line filter inlet valve L151V

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 Effie Maersk Machinery Operating Manual
Illustration 2.8.2a Stern Tube Lubricating Oil System

LAL
MC
Stern Tube
L.O.
Gravity
Tank (High) LS
(0.17m3)
1m

Low Water Level (22.94 A/B)

L111V L147V
Switch Over Point (17.2 A/B)
LAL
Stern Tube MC
L.O. Dosing
Gravity Unit
Tank (Low) (180L)
(0.17m3) PI LS

1m
23.1m L130VL
L129V
17.61m L149V

12.9m L131V To Oily

Bilge Tank
9.9m
LAL 'AA' PS
LS
MC Normally
Bilge Water Level Forward Open
Seal Tank L124V
20 Litres
6.16m
L123V
To Be Closed
TIAH In Dry-Dock PI PI
MC
L148V Stern Tube
Internal Shaft No.2 No.1 Lubrication
TX TIAH Bearing Pump's
MC
(0.5m3/h x 3 kg/cm2)

CI CI
TX TI

L122V L121V
L136V

L132V L134V

L167V
LAL
L135V MC
Stern Tube L.O.
PI CI L137V
Sump Tank
LS (1.35m3) To Oily
L143V L142V Bilge Tank
Stern Tube LO
PI CI Circulation Pump

Key
L165V L164V
Lubricating Oil

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 Effie Maersk Machinery Operating Manual
2.8.2 Stern Tube Lubricating Oil System Procedure for the Preparation of the Stern Tube and Seal LO System f) Switch the other stern tube LO pump to standby.
Stern Tube Seal a) Ensure that all instrumentation valves are open. g) Check the sight glasses to ensure that there is oil flowing in the
Manufacturer: Thyssen B+V Industrietechnik GMBH return line from the LO tank to the sump indicating that the
Model: Simplex-Compact b) Set valves as shown in the table below. gravity tanks are full.
Type: Aft Seal, SC 2 B: Forward Seal SC 2 Z
c) Check the oil level in the 20 litre tank and top-up if necessary. h) Start the one stern tube LO circulating pump. Place the other
The aft seal consists of a stationary part, the casing with three sealing rings, pump on automatic standby.
and a rotating part, the liner is fitted on the propeller shaft. The casing is made Stern Tube LO System
up in sections which hold the three sealing rings. The aftermost sealing ring i) Check the LO tank for water at regular intervals.
serves mainly as a dirt collector whilst the middle sealing ring acts to prevent Position Description Valve
water ingress and the forward of the three seals, which faces forward, acts to j) Take an oil sample for analysis from the sampling cock at regular
prevent oil leakage. There is a pressure chamber between the water and oil Open No.1 stern tube LO pump suction valve L121V
intervals.
sealing rings and the pressure in this chamber is set by the level in the 20 litre Open No.1 stern tube LO pump discharge valve L123V
tank provided for the forward seal; an internal pipe connects this tank with the (Note ! A back fit was made to the ship where a non-return valve has been
pressure chamber in the after seal. This oil supply provides for good functional Open No.2 stern tube LO pump suction valve L122V
fitted into the line down stream from the gravity tanks. This serves to ensure
control of the after seal and as it operates with static pressure it is independent Open No.2 stern tube LO pump discharge valve L124V that the full flow from the circulation pumps is directed to the stern tube. In the
of electrical power and so is immune from power failure. event that both stern tube circulation pumps fail, oil will continue to flow to the
Closed Inlet valve to chemical dosing unit L147V
stern tube through the non-return valve, in this situation, static head valve ‘AA’
The forward seal also consists of a stationary part, the casing with two sealing Open Inlet valve to stern tube from chemical dosing unit L148V must be shut.)
rings, and a rotating part, the liner with the split clamp ring. The two forward
seals are similar in shape to the aft seals but they only seal against the passage Open LO inlet to stern tube L132V
The system is continuously operated as above, in port and at sea.
of oil. When the shaft is rotating, a circulator, located between the seals, Open LO outlet from stern tube L136V
ensures that oil is circulated through the seal header tank. Three pipe Dosing Unit
connections from the stern tube forward seal LO tank ensure a circulation of Closed Stern tube LO drain valve to sump L134V
Type: PE 100/Simplex-100
oil is induced whether the shaft rotates ahead or astern. Open Stern tube LO circulating pump inlet valve L142V
Open Stern tube LO circulating pump outlet valve L143V Dosing Pump
The oil lubricated stern tube bearing is located between the two seals. Maker: Dosapro Milton Roy
Open Outlet from stern tube LO gravity tank (low) L130V Type: Roy A 29 F1 H 46; diaphragm type with
The oil pressure in the stern tube is governed by which header tank, high or adjustable output
low, is connected to the system and which one is in use depends upon whether Open Outlet from stern tube LO gravity tank (high) L129V
Oil volume: 1.0 litre
the ship is loaded or in ballast. The basic principle is that the oil pressure in the Open Three-way cock from gravity LO tanks to
stern tube must be higher than the water pressure attempting to leak into the stern tube L149V The dosing unit is designed to put oil into the stern tube lubrication system at
stern tube. When loaded, the high tank should be used but in ballast conditions a measured rate in order to allow for a controlled leakage of oil from the
the low tank will be used. One of two circulating pumps, with the other pump Open Vent line return flow to sump tank L131V system. The oil leakage past the outer seal is very small and so does not cause
on automatic standby, maintains oil circulation in the stern tube bearing region. pollution, but it does enable the seal to perform correctly and improve its
Open (locked) Vent pipe return flow line valve L111V operating life. The dosing rate is about 7 litres per day and it is essential that
Pressure on the forward seal is independent of the ship’s draught and so the the dosing rate should not exceed the maximum value of 10 litres per day.
single 20 litre forward seal header tank, with supply pipes to the seal, is all that Open (Normally) Static head valve ‘AA’
is required. The oil level in the tank is maintained about 0.5m above the top
part of the seal. (Note ! When the ship is in ballast the three-way cock is set for the low gravity
tank and when loaded it is set for the high gravity tank.)
Leakage of oil from the stern tube is directed to the stern tube LO sump tank
and from there is pumped to the gravity tanks in order to maintain level. Slight (Note ! The inlet the valve to the stern tube from the chemical dosing unit
leakage during service is normal. L148V must be closed in dry-dock.)

If the level in the 20 litre tank falls continuously it is indicative of seal wear or d) Check the vessel’s draught and operate cock L149V to its correct
damage. If the level in that tank rises it is indicative of damage to the foremost position.
seal ring in the after stern tube seal. If there is water in the 20 litre tank the after
two sealing rings of the aft stern tube seal are likely to be damaged. e) Start the stern tube LO pump.

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 Effie Maersk Machinery Operating Manual
Illustration 2.8.3a Lubricating Oil Purifying System

(P) Upper Deck (S) (P) (S)

Generator L91V From L2V L1V

Engine LO LO
Measuring TC TC TC
Transfer
Tank
Generator Generator Pump
Engine LO Engine LO Main LO Main LO Turbine LO
Storage Settling Storage Settling Storage
89V Tank Tank Tank PI PI PI
Tank Tank
(13.18 m3) (5.03 m3) (79.07 m3) (52.71 m3) (8.15 m3)
77V 73V 71V 72V 76V TI TI TI
G/E LO No.2 Main LO No.1 Main LO
Puri. Heater Puri. Heater Puri. Heater
L68V L17V L79V L3V L4V L10V
TAHL TAHL
TAHL
MC MC
L65V MC
L88V TI TI TI
TX TX
L69V
TI TI TX
L90V
No.1 L20V
Generator L82V TI
L67V
Engine
L.O Sump L23V
Tank L83V
L84V
L56V L55V
L85V W.B.P.T
L.O Sump To L46V L45V
Tank LO Lubricating
L14V Transfer PI Oil Purifier PI
FI FI FI
L70V No.1 C.O.P.T Pump Supply Pump L48V L47V
L96V L57V
No.2 L.O Sump (3.7 m3/h)
Generator Tank No.2 1 No.1 L51V
Engine L19V L97V L49V
L13V PAL L66V
L.O Sump PI PS L54V No.2
Tank No.2 C.O.P.T
CI CI G/E L.O L53V Main L.O
L22V L.O Sump
Purifier No.1 Purifier
Tank
L92V (500ltr/h) PS PS (3700ltr/h)
L12V Main L.O
CI Purifier
L100V PI PI
No.3 C.O.P.T (3700ltr/h)
L.O Sump
Tank PAL PAL
L11V L32V L31V L44V L43V L99V L42V L41V L98V PI
L81V L37V L93V L94V
No.3
Generator
Engine L18V L64V L60V L59V
L.O Sump
Tank
L21V

L5V
From No.3
Sump Tank Sludge Tank
L7V (22.54 m3)

L8V L6V L24V

LAL
Stern Turbocharger
Tube Main Lubricating Oil MC Key
Lubricating
Oil Tank Sump Tank Oil Sump Tank
(1.35 m3) (56.72 m3) LS (2.64 m3)
To Oily Bilge Lubricating Oil
Tank
Air

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 Effie Maersk Machinery Operating Manual
2.8.3 Lubricating Oil Purifying System Preparation for Operating the Purifying System From Main Engine Storage and Service Tanks
a) Transfer oil to the respective settling tank using the transfer pump Main engine LO settling tank suction valve L4V
Main LO Purifiers:
Maker: Westfalia or prepare to circulate the selected tank. Contents of the main
Main engine LO storage tank suction valve L3V
No.of sets: 2 engine sump may be pumped, by means of the LO transfer pump
which is located on the engine room floor on the port side, to the Main engine storage/settling tank outlet crossover valve L65V
Model: OSA 30-02-066
Capacity: 3700 l/h main LO settling tank by opening the following valves:
No.1 purifier feed pump suction valve L42V
Description Valve No.2 purifier feed pump suction valve L44V
Generator Engine LO Purifier:
Maker: Westfalia Main LO sump suction valve L6V From Auxiliary System Storage Tanks and Sumps
No. of sets: 1
Model: OSC 5-91-066 LO transfer pump suction valve L31V Turbine LO storage tank suction valve L10V
Capacity: 500 l/h LO transfer pump discharge valve L33V No.1 WBPT LO sump tank L14V
There are three centrifugal self-cleaning lubricating oil purifiers fitted, two of LO settling tank filling valve L36V No.1 COPT LO sump tank L13V
which are dedicated for use on the main engine and the other auxiliary services b) Check and record the level of oil in all lubricating oil tanks. No.2 COPT LO sump tank L12V
such as the stern tube lubricating oil. The third, smaller, unit is specifically for
the generator engine lubricating oil. No.3 COPT LO sump tank L11V
c) Open the self-closing test cock on the tank to be used and then
close it again when all water and sediment has drained. Auxiliary line supply valve L37V
The main purifiers can be run simultaneously on different services. They can
be used for batch purification, or for continuous purification. A purifier will Auxiliary line supply valve to main purifier supply pumps L64V
d) All valves in the purifier system should be initially closed.
normally be in use on the main engine sump while the main engine is running.
No.1 purifier feed pump suction valve L42V
The lubricating oil purifiers are supplied with oil by LO purifier supply pumps e) Open the valves, as shown in the table below, depending on the
via a steam heater, each purifier having its own dedicated supply pump and No.2 purifier feed pump suction valve L44V
system and purifier selected.
heater. The purifiers and heaters are located in the purifier room, while the
supply pumps are located on the engine room floor on the port side. Instrument Purifier Valves
Main Purifier LO System
air is supplied to the purifiers to control the supply of oil to the bowl and the No.1 purifier supply pump discharge valve L45V
automatic discharge facility. Domestic fresh water is supplied for sealing and Description Valve
flushing purposes. No.2 purifier supply pump discharge valve L46V
From Main Engine Sump No.1 purifier heater outlet valve to purifier three-way valve
(Note ! If the purifiers have to be crossed over, care must be taken to avoid
contamination of the different grades of lubricating oils used for the different No.1 purifier LO supply pump suction valve L41V No.2 purifier heater outlet valve to purifier three-way valve
systems.) No.1 purifier inlet valve L49V
No.2 purifier LO supply pump suction valve L43V
The two main purifiers take suction via the LO purifier supply pumps and Main engine LO sump suction valve L6V No.2 purifier inlet valve L51V
discharge to the following systems: No.1 purifier bypass valve L47V
From Stern Tube LO Sump Tank
Main engine system LO settling tank No.2 purifier bypass valve L48V
Purifier feed pump suction valve from stern tube drain tank L8V
Main engine lubricating oil sump tank
No.1 purifier feed pump suction valve L98V System Discharge Valves
Stern tube LO sump
No.2 purifier feed pump suction valve L99V No.1 purifier discharge valve to main engine sump L53V
The generator engine LO purifier takes suction via its own LO feed pump and No.1 purifier discharge valve to main engine LO settling tank L55V
discharges to: From Main Engine Turbocharger LO Sump Tank
Purifier feed pump suction valve from turbocharger LO sump tank L24V No.1 purifier discharge to stern tube drain tank L66V
Generator engine system settling tank
No.1 purifier feed pump suction valve L98V No.2 purifier discharge valve to main engine sump L54V
Generator engine sumps
No.2 purifier feed pump suction valve L99V No.2 purifier discharge to main engine LO settling tank L56V
No.2 purifier discharge to stern tube drain tank L57V
There is no direct return of turbocharger LO to the turbocharger LO sump
tank.

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 Effie Maersk Machinery Operating Manual
Illustration 2.8.3a Lubricating Oil Purifying System

(P) Upper Deck (S) (P) (S)

Generator L91V From L2V L1V

Engine LO LO
Measuring TC TC TC
Transfer
Tank
Generator Generator Pump
Engine LO Engine LO Main LO Main LO Turbine LO
Storage Settling Storage Settling Storage
89V Tank Tank Tank PI PI PI
Tank Tank
(13.18 m3) (5.03 m3) (79.07 m3) (52.71 m3) (8.15 m3)
77V 73V 71V 72V 76V TI TI TI
G/E LO No.2 Main LO No.1 Main LO
Puri. Heater Puri. Heater Puri. Heater
L68V L17V L79V L3V L4V L10V
TAHL TAHL
TAHL
MC MC
L65V MC
L88V TI TI TI
TX TX
L69V
TI TI TX
L90V
No.1 L20V
Generator L82V TI
L67V
Engine
L.O Sump L23V
Tank L83V
L84V
L56V L55V
L85V W.B.P.T
L.O Sump To L46V L45V
Tank LO Lubricating
L14V Transfer PI Oil Purifier PI
FI FI FI
L70V No.1 C.O.P.T Pump Supply Pump L48V L47V
L96V L57V
No.2 L.O Sump (3.7 m3/h)
Generator Tank No.2 1 No.1 L51V
Engine L19V L97V L49V
L13V PAL L66V
L.O Sump PI PS L54V No.2
Tank No.2 C.O.P.T
CI CI G/E L.O L53V Main L.O
L22V L.O Sump
Purifier No.1 Purifier
Tank
L92V (500ltr/h) PS PS (3700ltr/h)
L12V Main L.O
CI Purifier
L100V PI PI
No.3 C.O.P.T (3700ltr/h)
L.O Sump
Tank PAL PAL
L11V L32V L31V L44V L43V L99V L42V L41V L98V PI
L81V L37V L93V L94V
No.3
Generator
Engine L18V L64V L60V L59V
L.O Sump
Tank
L21V

L5V
From No.3
Sump Tank Sludge Tank
L7V (22.54 m3)

L8V L6V L24V

LAL
Stern Turbocharger
Tube Main Lubricating Oil MC Key
Lubricating
Oil Tank Sump Tank Oil Sump Tank
(1.35 m3) (56.72 m3) LS (2.64 m3)
To Oily Bilge Lubricating Oil
Tank
Air

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 Effie Maersk Machinery Operating Manual
Generator Engine LO System c) Ensure that the purifier bowl is assembled correctly and is secure. To Stop the Purifier

Description Valve d) Check the purifier gearbox oil level. a) Press the auto stop button on the control panel.
System Suction Valves
e) Check that the strainers are clean. The purifier will commence the shutdown sequence and then stop.
No.1 generator engine suction valve L23V
No.2 generator engine suction valve L22V f) Start the chosen purifier feed pump. Oil will bypass the purifier b) Apply the brake during the run down period.
by means of a three-way valve.
No.3 generator engine suction valve L21V
c) Shut off the steam supply to the heater.
Three-way valve for No.1 and 2 engine sump suctions L83V g) Slowly open the steam supply to the heater to be used.
d) Stop the supply pump.
Three-way valve for No.1, 2 and 3 engine sump suctions L85V
h) Set the temperature control valve to the required temperature.
Generator engine LO purifier pump suction from generator system L94V e) Shut off the water supplies.
i) Lubricating oil will now circulate through the heater to the tank
Generator engine LO settling tank suction valve L79V selected. f) Shut all valves.
(Note ! When taking oil from No.3 generator engine, valve L85V must be set
but when taking oil from generator engines No.1 or No.2, valves L83V and j) Open the domestic fresh water supply to the lubricating oil
L85V must be set.) purifiers.

System Discharge Valves k) Open the flushing and operating water supplies to the purifier to
be used.
Generator engine LO purifier pump discharge valve L92V
Generator engine LO purifier heater outlet valve to three-way valve l) Switch on the control panel of the purifier to be used.

Generator engine LO purifier bypass valve L96V m) Start the purifier to be used.
Generator engine LO purifier discharge valve to generator LO settling tank L90V
n) When the purifier has run up to speed, press the separator control
Generator engine LO purifier discharge valve to generator sumps L67V START button.
Three-way valve for No.1, 2 and 3 engine sump discharge L84V
The purifier will run through the start up sequence, including a sludge
Three-way valve for No.1, 2 engine sump discharge L82V discharge, before going on line.
Discharge valve to No.1 generator sump L20V
Flow can be regulated using the inlet valves, L51V for No.1 purifier, L49V for
Discharge valve to generator No.2 L19V No.2 purifier and L97V for the generator purifier.
Discharge valve to generator No.3 L18V
o) Check that the purifier is operating correctly and that there is
(Note ! When discharging oil to No.3 generator engine, valve L84V must be adequate throughput.
set, but when discharging oil to generator engines No.1 or No.2, valves L82V
and L84V must be set.) p) Ensure that there is no abnormal discharge from the water outlet
or sludge discharge.
Operating the Purifier(s) Generator Engine LO Purifier
The purifier will now operate on a timer, discharging sludge at preset intervals
Both the main and generator engine purifiers are operated in a similar manner. unless water is detected in the oil outlet flow in which case the sludging
Ensure that the correct valves are open in the system chosen to be purified. procedure will take place and the timed sludge cycle will then be resumed.

a) Open the instrument air supply to the purifier to be used.

b) Ensure the purifier brake is off and the purifier is free to rotate.

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 Effie Maersk Machinery Operating Manual
Illustration 2.8.4a Lubricating Oil Filling and Transfer System

(P) Upper Deck (S) (P) (S)

L91V L2V L1V

Generator Engine LO To Bilge
Measuring Shore TC TC TC
Tank Connection
Generator Generator
Engine LO Engine LO Main LO Main LO Turbine LO
Storage Settling L36V Storage Settling Storage
L89V Tank Tank L72V Tank PI PI PI
Tank Tank
(13.18 m3) (5.03 m3) (79.07 m3) (52.71 m3) (8.15 m3)
L77V L73V L71V L76V TI TI TI
G/E L.O No.2 Main L.O No.1 Main L.O
Puri. Heater Puri. Heater Puri. Heater
L17V L79V L35V L3V L4V L10V
L68V
TAHL TAHL
TAHL
MC MC
To Incinerator MC
L88V L65V TI TI TI
WO Tank
L840V TX TX
L69V
TI TI TX
L90V
No.1 L20V
Generator L82V TI
L67V
Engine
LO Sump L23V
Tank L83V
L84V

L33V L56V L55V

L85V W.B.P.T
L.O Sump L46V L45V
Tank
Lubricating
L14V PI PI Oil Purifier PI
Lubricating FI FI FI
L70V No.1 C.O.P.T Supply Pump L97V L48V L47V L49V
No.3 Oil Transfer L96V
L.O Sump (3.7 m3/h)
Generator Tank Pump No.2 1 No.1 L51V
Engine L19V (10 m3/h)
L13V
LO Sump PAL L57V L54V L66V
No.2 C.O.P.T PI PS No.2
Tank CI CI CI G/E L.O L53V Main L.O
L22V L.O Sump
Purifier No.1 Purifier
Tank
L92V (500ltr/h) PS PS (3700ltr/h)
Main L.O
L12V CI Purifier
L100V L32V L31V L44V L43V L99V L42V L41V L98V PI PI
No.3 C.O.P.T (3700ltr/h)
L.O Sump
Tank PAL PAL
L11V PI
L81V L37V L93V L94V
No.3
Generator
Engine L18V L64V L60V L59V
LO Sump
Tank
L21V
From No.3
Sump Tank

Sludge Tank
L7V L5V (22.54 m3)

L25V L24V
L8V L6V
Main Engine
Turbocharger LAL
Stern
LO Sump Tube Main Lubricating Oil MC Key
(2.64m3) Oil Tank Sump Tank
(1.35 m3) (56.72 m3) LS
To Oily Bilge Lubricating Oil
Tank
Air

Issue: 1 2.8 Lubricating Oil Systems Page 11 of 14

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 Effie Maersk Machinery Operating Manual
2.8.4 Lubricating Oil Filling and Transfer System The LO transfer pump can take suction from: Stern Tube System
Description Valve
Main engine sump
Introduction
Pump suction valve from stern tube LO sump L8V
Main engine turbocharger LO sump tank
Lubricating oil is stored in the following main storage tanks, located in the Transfer pump suction valve from stern tube sump L100V
Stern tube LO drain tank
engine room.
Generator engine sumps Main Engine Sump
Tank Volume 100% (m3) Main engine sump suction valve L6V
Generator engine LO settling tank
Main engine LO sump tank 56.72
Main engine LO storage tank 79.07 Generator engine LO storage tank Transfer pump suction valve from main engine LO sump L31V
Main engine LO settling tank 52.71
Main engine LO settling tank Main Engine Turbocharger LO Sump Tank
Turbine LO storage tank 8.15
Main engine LO sump tank 2.64 Main engine LO storage tank Main engine turbocharger sump tank suction valve L24V
Generator engine LO storage tank 13.18
Generator engine LO settling tank 5.03 Turbine LO storage tank Transfer pump suction valve from main engine turbocharger LO sump tank L100V
Generator engine LO measuring tank 0.15 Cargo pump turbine sumps Cargo Pump Turbines
No.1 cylinder oil storage tank 65.00
No.2 cylinder oil storage tank 65.00 The LO transfer pump discharges to: Transfer pump suction valve from turbine sumps L37V
Cylinder oil measuring tank 1.50 No.1 cargo pump turbine sump suction valve L13V
Main engine LO settling tank
Stern tube LO sump 1.35
No.1 LO daily use tank 0.27 Bilge shore connection No.2 cargo pump turbine sump suction valve L12V
No.2 LO daily use tank 0.27
Incinerator waste oil tank No.3 cargo pump turbine sump suction valve L11V
All outlet valves from all lubricating oil tanks are remote quick-closing valves ! CAUTION No.1 water ballast pump turbine LO sump suction valve L14V
with a collapsible bridge, which are be pneumatically operated from the fire Extreme care must be taken when transferring or purifying lubricating oil
control station. After being tripped from the fire control station, the valves so that main engine oil, generator diesel engine oil and turbine oil do not Generator Engine LO System
must be reset locally. Each tank is also fitted with a self-closing test cock to become mixed. The setting of all valves must be checked prior to starting
test for the presence of water and to drain any water present. Tundishes under Transfer pump suction valve from generator engine system L32V
operations so that oil will only be pumped or purified from the intended
the self-closing test cock drain any test liquid to the oily bilge dirty tank. source and to the intended destination. The LO storage tanks are located Generator engine settling tank suction valve L79V
at 2nd deck level allowing oil to be run down to the engine, stern tube and
Lubricating oil is run down from these tanks to the main engine, generator No.1 generator engine sump suction valve L23V
turbine sumps by means of gravity.
diesel engines and other machinery services. The settling tanks are used to No.2 generator engine sump suction valve L22V
allow the contents of the sump of a generator diesel engine or the main engine Preparation for the Transfer of LO by Transfer Pump
to be transferred prior to being centrifuged back to the sump or recirculated No.3 generator engine sump suction valve L21V
back to the settling tank. Heating coils are fitted to the main and auxiliary (Note ! All oil movements within the ship must be recorded in the Oil Record Crossover three-way valves No.1 engine L83V, L85V
engine lubricating oil settling tanks. All storage and the main engine LO Book giving details of the type of oil, quantity, tanks involved, date, time and
settling tanks are filled from connections on both sides of the upper deck, one Crossover three-way valves No.2 engine L83V, L85V
person responsible for the transfer.)
for each grade of oil. Crossover three-way valves No.3 engine L85V
a) Check and record the level of oil in all lubricating oil tanks.
Oil can be loaded from connections on both sides of the deck, at the accom- e) Open the discharge valve(s) to the relevant tank:
modation block. A different filling line is provided for each grade. b) Check that all the tank suction and filling valves are closed.
Description Valve
The lubricating oil transfer pump is used to transfer lubricating oil from one c) Check the suction filter is clean.
part of the ship to another. Its duties include batch transfer of lubricating oil Main Engine System Tanks
from the main sump to the main engine lubricating oil settling tanks prior to d) Open the suction valve(s) from the relevant source:
batch purification. Transfer pump discharge line valve to main engine settling tank L36V
Transfer pump discharge to bilge shore connections L35V

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 Effie Maersk Machinery Operating Manual
Illustration 2.8.4a Lubricating Oil Filling and Transfer System

(P) Upper Deck (S) (P) (S)

L91V L2V L1V

Generator Engine LO To Bilge
Measuring Shore TC TC TC
Tank Connection
Generator Generator
Engine LO Engine LO Main LO Main LO Turbine LO
Storage Settling L36V Storage Settling Storage
L89V Tank Tank L72V Tank PI PI PI
Tank Tank
(13.18 m3) (5.03 m3) (79.07 m3) (52.71 m3) (8.15 m3)
L77V L73V L71V L76V TI TI TI
G/E L.O No.2 Main L.O No.1 Main L.O
Puri. Heater Puri. Heater Puri. Heater
L17V L79V L35V L3V L4V L10V
L68V
TAHL TAHL
TAHL
MC MC
To Incinerator MC
L88V L65V TI TI TI
WO Tank
L840V TX TX
L69V
TI TI TX
L90V
No.1 L20V
Generator L82V TI
L67V
Engine
LO Sump L23V
Tank L83V
L84V

L33V L56V L55V

L85V W.B.P.T
L.O Sump L46V L45V
Tank
Lubricating
L14V PI PI Oil Purifier PI
Lubricating FI FI FI
L70V No.1 C.O.P.T Supply Pump L97V L48V L47V L49V
No.3 Oil Transfer L96V
L.O Sump (3.7 m3/h)
Generator Tank Pump No.2 1 No.1 L51V
Engine L19V (10 m3/h)
L13V
LO Sump PAL L57V L54V L66V
No.2 C.O.P.T PI PS No.2
Tank CI CI CI G/E L.O L53V Main L.O
L22V L.O Sump
Purifier No.1 Purifier
Tank
L92V (500ltr/h) PS PS (3700ltr/h)
Main L.O
L12V CI Purifier
L100V L32V L31V L44V L43V L99V L42V L41V L98V PI PI
No.3 C.O.P.T (3700ltr/h)
L.O Sump
Tank PAL PAL
L11V PI
L81V L37V L93V L94V
No.3
Generator
Engine L18V L64V L60V L59V
LO Sump
Tank
L21V
From No.3
Sump Tank

Sludge Tank
L7V L5V (22.54 m3)

L25V L24V
L8V L6V
Main Engine
Turbocharger LAL
Stern
LO Sump Tube Main Lubricating Oil MC Key
(2.64m3) Oil Tank Sump Tank
(1.35 m3) (56.72 m3) LS
To Oily Bilge Lubricating Oil
Tank
Air

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 Effie Maersk Machinery Operating Manual
(Note ! The LO transfer pump only has these two direct discharge connections. Description Valve Procedure for Loading LO
It is possible for the pump to discharge to the LO deck filling lines and hence From main engine storage tank
the main LO storage tank and generator engine LO storage tank; however, that The preparation and operation procedures for loading should be followed as
would require a blank fitted in the inlet line to the main settling tank and Main LO storage tank outlet valve L3V described in section 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer
opening of the main settling tank filling valve, L1V.) System.
To main engine sumps
f) Start the LO transfer pump. Remove line blanks to the required filling lines at the accommodation after
Main engine sump inlet valve L5V side wall.
g) Ensure that the oil is being correctly transferred.
To main engine turbocharger LO sump tank a) Open the relevant tank filling valve.
h) When the required quantity of oil has been transferred, stop the
pump and close all valves. From main LO storage or settling tanks as above Description Valve
No.1 cylinder oil storage tank L127V
i) Check and record the levels in all lubricating oil tanks and record Main engine turbocharger LO sump tank filling valve L25V
the amount of oil transferred. No.2 cylinder oil storage tank L126V
To stern tube drain tank
Turbine LO storage tank
Main Engine Turbocharger LO Transfer
From main LO storage or settling tanks as above Main LO storage tank L2V
The main engine turbocharger LO is the same as the oil used for the main
Main LO settling tank L1V
engine and so the main engine turbocharger LO sump may be replenished from Stern tube sump filling valve L7V
the main LO storage tank or from the main LO settling tank. Oil may be Generator engine LO storage tank L91V
pumped from the drain tank to the main LO settling tank if required. Generator Engine System
b) Connect the loading hose to the appropriate filling line.
Stern Tube LO Transfer Description Valve
From generator engine LO storage tank c) Proceed with the loading operation.
Stern tube LO is the same as the oil used for the main engine and so the stern Generator engine LO storage tank outlet valve L17V
tube sump may be replenished from the main LO storage tank or from the main d) Ensure that oil is being correctly transferred.
LO settling tank. Oil may be pumped from the drain tank to the main LO Generator engine LO storage/measuring tank three-way valve L88V
settling tank if required. e) When the required quantity of oil has been loaded, close all valves
From generator engine LO measuring tank
and disconnect loading pipe after the line has drained.
Generator Engine LO System Transfer Generator engine LO measuring tank outlet valve L68V
f) Check and record the levels in all lubricating oil tanks and record
Oil is transferred to the generator engine LO settling tank from the generator Generator engine LO storage/measuring tank three-way valve L88V the amount of oil loaded.
engine sumps via the generator engine LO purifier.
To generator engine sumps from generator engine LO storage/measuring tanks
Preparation for Transferring of LO by Gravity No.1 generator engine sump inlet valve L69V

All valves should be in the closed position. No.2 generator engine sump inlet valve L70V
No.3 generator engine sump inlet valve L81V
a) Open the following valves depending on the service selected.
b) Ensure that oil is being correctly transferred.
Main Engine System
c) When the required quantity of oil has been transferred, close all
Description Valve valves.
From main engine LO settling tank
d) Check and record the levels in all lubricating oil tanks and record
Main settling tank outlet valve L4V the amount of oil transferred.
Main settling/storage tanks crossover valve L65V
LO Transfer Pumps and Distribution Manifolds

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 Effie Maersk Machinery Operating Manual
Illustration 2.9.1a Engine Room Bilge System To Fire and Wash
Bilge Shore Connection Deck Main
20V High
B42V Oily Bilge Separator Sea Chest
S

S
(5m3/h) (Port) LAH
LS
MC
B86V Forward
Bilge To From PI Bilge Well
PX
Alarm LO MC (Port)
Incinerator
B81V Waste Oil Tank B40V Pump B5V
Direct Suction
PI LS PI CI LS B4V
B39V B37V B33V 18V
PI
84V 82V B8V
CI CI 16V
PI No.1
72V
Oily Bilge Sludge B88V
Bilge Fire & G.S. Pumps
Pump Pump
Bilge Separator (350/290m3/h)
(5m3/h) (30m3/h) 2V
Pump (5m3/h)
PI PI
75V 1V
B44V LS PI CI LS
17V B8V

From B27V
Fresh Water 85V 83V
15V No.2
Hydrophore Unit B43V B90V B36V B35V B34V B32V B31V
PI
73V 22V 3V

23V

B25V To Cooling Sea Water Emergency Service

From Near From Sludge
Sea Water Line tank To Sewage Plant
Steering Gear Room Fresh Water
Tank B13V

LAH B26V
LS

Aft Peak Tank 70V

(2578.6m3)
PI CI
70V B87V
B14V
B77V
B78V B45V
B48V B89V No.3 B7V
B46V
LAH Main/C.O.P.T Condensate C.S.W Pump
LAH LAH LAH MC
MC MC MC (650/1.010m3/h) (Self Priming) Forward
B9V
B80V Bilge Well
LS LS LS M/E LS Key LAH
B79V B6V LS (Starboard)
B47V Recess MC
C.W.T. Dirty Clean
(82.79m3) Aft Bilge Well Main LO Bilge Water
Section Section
(29.37m3) (29.37m3) Sump Tank Low
LAH Bilge Holding Tank Sea Water Sea Chest
LS Cofferdam Emergency Bilge
MC (101.39m3) Oily Bilge Tank (58.74m3) (Starboard)
Suction
M/E Scav. Air Receiver Drain Electrical Signal
B51V
Soot Collecting Tank Drain B52V Sewage Plant Overflow
Main Engine Cooler B12V F.O. Auto/Manual M/E S/B L.O. Drain
Air
Engine Room Public Toilet Drain Filter Drain Main Engine Bed Plate Drain
G/E T/C & A/C Drain HFO/LO Coaming Drain
Main Engine Air Cooler Vent and Drain
Main Engine Jacket Water and T/C Drain B10V Stern Tube Oil Dosing Unit Drain Fire Water
Feed Filter Tank Drain
Main L.O. Cooler Coaming Drain M/E Residue
Main Engine Turbocharger Washing Water Drain Incin. W.O. Tank Overflow
Incin. W.O. Tank Coaming Drain Tank Drain
Main Engine Air Cooler Washing Water Drain HFO/LO Coaming Drain Steam Tracing

Issue: 1 2.9 Bilge System Page 1 of 6

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 Effie Maersk Machinery Operating Manual
2.9 Bilge System An oily bilge pump is supplied which can discharge to the bilge shore The Turbulo separator is designed as a gravity separator, where oil is separated in
connection, the incinerator WO tank and the bilge holding tank. two stages, using the specific gravity characteristics of the oil and water. Bilge
2.9.1 Engine Room Bilge System and Bilge Separator water is drawn into the first stage, where preliminary de-oiling takes place. A
This pump can take suction from: coalescer provides treatment in the second stage. The oily water separator has its
Bilge, Fire and GS Pumps own overboard discharge pump which removes water, with an oil content of less
Port forward bilge well
Maker: Shinko than 15ppm, from the separator and pumps it overboard through a dedicated
No.of sets: 2 Starboard forward bilge well discharge valve B42V. Just before the overboard discharge valve there is a manual
Model: RVP 200-2MS with self-priming: MDVC test valve B86V which allows samples of the discharge water to be drawn.
Bilge well aft
Capacity: 350/290 m3/h at 3.0/11.0 kg/cm2
After peak The pump fitted at the outlet from the oily water separator draws the oily water
Two self-priming bilge, fire and GS pumps, capacity 350/290 m3/h at 3/11 into the separator thus there is no churning effect on the oily water mixture
Engine cofferdam
kg/cm2, are provided for normal engine room pumping duties. No.1 pump is which would increase the separation problem.
fitted with a direct bilge suction from the forward port bilge well for use in Stern tube cooling water tank
emergency situations. As separation takes place oil moves to the top of the separator and this oil is
Bilge holding tank detected by a sensor. When oil is detected in the separator it is automatically
The pumps take suction from the following bilge main connections: Bilge Holding Tank discharged to the dirty section of the oily bilge tank by means of a solenoid
valve. A heater in the upper part of the separator assists separation.
Port forward bilge well
The bilge holding tank collects drains from the following:
Starboard forward bilge well If the water discharging through the outlet from the separator contains an
Directly: Main engine scavenge air receiver drain excessive amount of oil it is recirculated back to the bilge holding tank by
Bilge well aft means of the automatic three-way valve.
After peak Via swing valve B12V: Sewage plant overflow
(Note ! The oily water separator is designed to separate oil from water, not
Engine cofferdam Via swing valve B52V: Feedwater filter tank drain water from oil. If the discharge from the oily water separator contains
Stern tube cooling water tank Main engine air cooler washing water drain excessive amounts of oil it will render the equipment useless and result in
unnecessary maintenance.)
Both pumps take suction from the sea and both pumps discharge through a Main engine air cooler vent and drain
common overboard valve. They can also both discharge into a common fire
Main engine turbocharger washing water drain
and wash deck main.
Main engine cooler
! CAUTION
Generator engine turbocharger and air cooler drain
The overboard discharge is not to be used for discharging bilges except in
an emergency situation. Main engine jacket water and turbocharger drain
Main LO cooler coaming drain
Both pumps can discharge to the FW fire spray system and the economiser fire
fighting system. They can also supply sea water to the sewage plant and Incinerator WO tank coaming drain
provide an emergency cooling SW supply (see section 2.4.2).
Soot collecting tank drain
The Main/COPT Condenser Cooling Sea Water Pump Engine room public toilet drain

No.3 main/COPT condenser cooling SW pump also has a direct emergency Discharge from oily bilge pump
bilge suction and so can pump out the engine room bilges. Water discharge from oily water separator when oil
content is above 15ppm.
Oily Bilge Pump
Oily Water Separator
Maker: Allweiler
No.of sets: 1 Maker: Blohm & Voss
Model: Shinko VPS-30 MDV Piston No.of sets: 1
Capacity: 50m3/h at 4 kg/cm2 Model: TurbuloTCS-5-HDS Oily Bilge Water Separator
Capacity: 5m3/h

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 Effie Maersk Machinery Operating Manual
Illustration 2.9.1a Engine Room Bilge System To Fire and Wash
Bilge Shore Connection Deck Main
20V High
B42V Oily Bilge Separator Sea Chest
S

S
(5m3/h) (Port) LAH
LS
MC
B86V Forward
Bilge To From PI Bilge Well
PX
Alarm LO MC (Port)
Incinerator
B81V Waste Oil Tank B40V Pump B5V
Direct Suction
PI LS PI CI LS B4V
B39V B37V B33V 18V
PI
84V 82V B8V
CI CI 16V
PI No.1
72V
Oily Bilge Sludge B88V
Bilge Fire & G.S. Pumps
Pump Pump
Bilge Separator (350/290m3/h)
(5m3/h) (30m3/h) 2V
Pump (5m3/h)
PI PI
75V 1V
B44V LS PI CI LS
17V B8V

From B27V
Fresh Water 85V 83V
15V No.2
Hydrophore Unit B43V B90V B36V B35V B34V B32V B31V
PI
73V 22V 3V

23V

B25V To Cooling Sea Water Emergency Service

From Near From Sludge
Sea Water Line tank To Sewage Plant
Steering Gear Room Fresh Water
Tank B13V

LAH B26V
LS

Aft Peak Tank 70V

(2578.6m3)
PI CI
70V B87V
B14V
B77V
B78V B45V
B48V B89V No.3 B7V
B46V
LAH Main/C.O.P.T Condensate C.S.W Pump
LAH LAH LAH MC
MC MC MC (650/1.010m3/h) (Self Priming) Forward
B9V
B80V Bilge Well
LS LS LS M/E LS Key LAH
B79V B6V LS (Starboard)
B47V Recess MC
C.W.T. Dirty Clean
(82.79m3) Aft Bilge Well Main LO Bilge Water
Section Section
(29.37m3) (29.37m3) Sump Tank Low
LAH Bilge Holding Tank Sea Water Sea Chest
LS Cofferdam Emergency Bilge
MC (101.39m3) Oily Bilge Tank (58.74m3) (Starboard)
Suction
M/E Scav. Air Receiver Drain Electrical Signal
B51V
Soot Collecting Tank Drain B52V Sewage Plant Overflow
Main Engine Cooler B12V F.O. Auto/Manual M/E S/B L.O. Drain
Air
Engine Room Public Toilet Drain Filter Drain Main Engine Bed Plate Drain
G/E T/C & A/C Drain HFO/LO Coaming Drain
Main Engine Air Cooler Vent and Drain
Main Engine Jacket Water and T/C Drain B10V Stern Tube Oil Dosing Unit Drain Fire Water
Feed Filter Tank Drain
Main L.O. Cooler Coaming Drain M/E Residue
Main Engine Turbocharger Washing Water Drain Incin. W.O. Tank Overflow
Incin. W.O. Tank Coaming Drain Tank Drain
Main Engine Air Cooler Washing Water Drain HFO/LO Coaming Drain Steam Tracing

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 Effie Mærsk Machinery Operating Manual
Preparation for Pumping Bilges Directly Overboard Preparation for Pumping Bilges to the Bilge Holding Tank via Preparation for the Discharging of the Bilge Holding Tank
(Emergency Discharge Conditions Only) the Oily Bilge Pump through the Oily Water Separator

Normally bilges should be pumped to the bilge holding tank, then pumped a) Check strainers and strum boxes are clean. a) Supply power to the oily water separator and its control system;
overboard from there via the oily water separator. Pumping directly overboard ensure that the oil in water monitoring equipment and the three-
should only be undertaken if there is a large quantity of clean water in the b) Open one of the following suction valves. way valve are functioning
bilges and there is no risk of contravening any pollution control regulations.
Description Valve b) Open the following valves:
a) Check that the strainers and strum boxes are clean.
Port forward bilge well B8V
Description Valve
b) Open one of the following suction valves. Starboard forward bilge well B7V
Inlet valve to OWS from bilge holding tank B26V
Main engine recess B45V
Description Valve Discharge valve from OWS pump
Engine cofferdam B46V
Port forward bilge well B8V Overboard discharge B42V
Aft bilge well B9V
Starboard forward bilge well B7V
c) Check the oil content monitor by passing fresh water through
Main engine recess B45V c) Open the oily bilge pump suction valve from the bilge main the sensor.
Engine cofferdam B46V B35V.
d) Check the reading and shut off the fresh water supply.
After bilge well B9V d) Open the oily bilge pump discharge to the bilge holding tank
B39V. The clean exit water will be discharged overboard. Oil contamination of
c) Open the bilge fire and GS pump suction valve from the bilge 15ppm or over will automatically recirculate back to the holding tank, through
main B4V, or valve B3V for pump No.2. e) Start the oily bilge pump. a solenoid valve, until the water is clean enough to discharge overboard. Any
oil collected at the top of the OWS will be discharged to the dirty section of
d) Open the bilge fire and GS pump discharge to the overboard f) Before the bilge well in use loses suction, open the valve on the oily bilge tank.
line B16V, or valve B15V for pump No.2. another well and close the one in use.
When taking suction from the bilge holding tank, the OWS discharge pump
e) Open the overboard discharge valve B20V. Bilge pumping should be monitored constantly, as running dry will damage will stop automatically when a pre-determined level is reached.
the pump.
f) Start the bilge fire and GS pump. e) After completion, stop the pump and close all valves.
g) When all wells are dry, stop the pump and close all valves.
If there is an emergency which requires rapid removal of large quantities of
water from the engine room bilge, then the direct or emergency bilge suctions In Port or Coastal Waters
should be used. If the main/COPT condenser circulating pump is used then
the emergency bilge suction valve, B6V, should be opened. If No.1 bilge, fire Any bilges which require pumping when in port, should only be pumped to
and GS pump is used the direct bilge suction valve, B5V, at the pump suction the bilge holding tank using the engine room bilge transfer pump. The contents
main, should be opened. of the bilge holding tank can then be processed when the vessel is in open
water.
(Note ! Bilges should only be pumped directly overboard if it can be
determined that there is no oil in the particular bilge well, otherwise the bilge At Sea
should be pumped to the bilge holding tank and then overboard via the oily
water separator.) The engine room bilges and the contents of the bilge holding tank should only
be pumped overboard through the oily water separator system. Any oil will
Before any bilges are pumped directly overboard, it must be ensured that no then be separated out and discharged to the oily bilge tank and the clean water
local or international anti-pollution regulations will be contravened except will be discharged overboard if below 15ppm. If it is contaminated with oil, it
where safety of the ship or personnel is involved. will be diverted automatically back to the bilge holding tank.

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 Effie Maersk Machinery Operating Manual

Illustration 2.9.3.a Forward Bilge System

From Fire
Wash Deck Line
Port Starboard
BG 01

BG 07 Upper Deck

Void Space
Chain Locker Chain Locker
Port Starboad
Bosun's Store

Chain Locker
From Fire
Port
Wash Deck Line BG 12
BG 01

BG 03 BG 07 BG 08 BG 09
Bosun's Store

2nd Deck

BG 08 Void Space
BG 02

BG 02
Chain Locker
Starboard BG 03 BG 04

BG 04 BG 12 Fore Peak

BG 09

Key

Fire Water System

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 Effie Maersk Machinery Operating Manual
2.9.2 Pump Room Bilge System a) Ensure the stripping pump suction filter is clean. 2.9.3 Bosun’s Store and Chain Locker Bilge System

The cargo stripping pump is normally used to drain the pump room bilges. b) Start the stripping pump. A single bilge eductor, driven by sea water from the fire wash deck line, is
There are two bilge suctions, port aft OP262 and starboard aft OP261. The provided for the drainage of the bosun’s store, chain lockers and forward void
valves are operated manually, with a hydraulic isolating valve, OP263 operated c) Ensure the pump is attended during draining. space. Each suction point is equipped with a suction non-return valve.
from a deck stand unit situated on Upper deck. The suctions are located at:
d) Stop the pump before there is loss of suction.
Procedure for Draining the Pump Room Bilges Using the Cargo Oil Port bosun’s store
Stripping Pump e) Close all valves. Starboard bosun’s store
Set up the valves as in the following table: Centre bosun’s store
Port chain locker
Position Description Valve
Starboard chain locker
Open Port bilge suction OP262
Centre, forward void space
Open Starboard bilge suction OP261
Open Stripping pump discharge to starboard slop tank OD338 Procedure for Operating the Forward Bilge Systems

Open Pump discharge isolator OP276 a) Start the fire pump and pressurise the fire main.
Open Bilge suction isolator OP263
b) Open the overboard discharge valve BG12.
Closed COP filter and pump casing drain suction OP266
c) Open the appropriate eductor suction valves.

2.9.2.a Pump Room Bilge System Description Valve

Port chain locker (remote operation) BG03
Upper Deck
Starboard chain locker (remote operation) BG04
Pump Room Void space (remote operation) BG02
Bosun’s store port BG07
Bosun’s store starboard BG09
Bosun’s store centre BG08

d) Open the eductor drive fire water supply valve BG01.

Port Starboard
e) On completion close all the above valves.

2.9.4 Steering Gear Compartment Bilge System

Key
Cargo
Stripping The steering gear compartment is fitted with two bilge wells port and
Hydraulic Oil Pump
OP263 starboard. These wells drain to the engine room aft bilge well via self-closing
valve B49V.
Bilge Water OP262
OP261
The aft bilge well is pumped out as required. This is described in detail in
section 2.9.1.

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 Effie Maersk Machinery Operating Manual
Illustration 2.10.1a Starting Air System

Set
33kg/cm2

From Control Air Set

reservoir 33kg/cm2
PI
No.1
Auxiliary Starting
PI Air Reservoir
Air Set
Reservoir A30V A79V (13.7m3 ) 8.3kg/cm2
(0.25 m3)
PS PS PS
To General
Air System
A19V 30/8kg/cm2 A21V
Set
A155V
A22V 8.3kg/cm2
To Air
Whistle
Set A5V 30/8kg/cm2 A6V
33kg/cm2
No.2 A7V
Separately Led To Starting
PI Air Reservoir
Bilge Water
A114V (13.7m3 )

A76V
A74V

A161V 30/8kg/cm2 Oil / Water

Separator

A75V
Oil / Water
A77V Separator
PAL PI To Bilge Well
A3V A2V A1V
No.1
Generator Engine To Generator Engine
MDO Pump PIAL
PS
Main Engine MC
To Air Motor Starting Air

PS TS PI TI TS PI TI TS PI TI
PAL
No.2 W154V W155V W156V
Generator Engine S S S
PS A23V
To Air Motor
TI TI TI
Main Engine Control
and Safety Air
PAL W151V No.3 W152V No.2 W153V No.1
Starting Starting Starting
No.3 PS PS
A57V Air Compressor Air Compressor Air Compressor
Generator Engine (280 m3/h) (280 m3/h) (280 m3/h)
PS

To Air Motor
PAL PAL
MC MC Key

A24V Air

LT Cooling Water

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 Effie Maersk Machinery Operating Manual
2.10 Air Systems Preparation of the Starting Air System Position Description Valve
Open No.2 compressor low temperature cooling FW inlet valve
2.10.1 Starting Air System a) Ensure that all pressure gauge and instrumentation valves are
open and that instruments are reading correctly. A152V
Main Air Compressors
Open No.2 compressor low temperature cooling FW outlet valve
b) Check the oil level in the compressors.
Maker: Jonghap Maritime Inc. A155V
No of sets: 3 c) Check the sumps for water.
Open No.3 compressor low temperature cooling FW inlet valve
Model: HC-277A. Reciprocating
Capacity: 280 m3/h at a pressure of 30 kg/cm2 d) Normally only one reservoir should be in use at a time. This will A151V
maintain a reserve of pressure in the off-line reservoir should a
pressure loss occur in the system. Open No.2 compressor low temperature cooling FW outlet valve
The starting air system is supplied by three main starting air compressors,
which supply the two main air reservoirs. These compressors compress the air A154V
in two stages with an intercooler between the stages and an after cooler e) Set up valves as shown in the table below:
Closed Inlet valve to reducing valve for auxiliary service A19V
following the second stage compression. The compressed air is used to start the
main engine and the three auxiliary generator engines. No.1, No.2 and No.3 main air compressors and No.1 start air reservoir in use. Closed Outlet valve to reducing valve for auxiliary services A21V

Position Description Valve Closed Reducing valve bypass valve A22V

Air from the compressors flows to the reservoirs via an oil/water separator
which removes moisture and oil particles from the air before it enters the Closed No.1 reservoir auxiliary services outlet valve
Open No.1 compressor discharge valve A1V
reservoirs. No.1 and No.2 compressors discharge through the same oil/water
separator, while No.3 compressor has its own oil/water separator. Each Open No.2 compressor discharge valve A2V Closed No.2 reservoir auxiliary services outlet valve
compressor has an automatic unloader on the low pressure discharge, which Closed Inlet valve to reducing valve for air whistle A5V
Open No.3 compressor discharge valve A3V
opens when the compressor stops and closes shortly after the compressor runs
up to speed. This allows the compressor to start and stop off load. The Closed No.1/2 oily water separator drain valve Closed Outlet valve to reducing valve for air whistle A6V
compressors are started and stopped by pressure switches situated on the inlet Closed Air whistle reducing valve bypass valve A7V
Closed No.3 oily water separator drain valve
line to the main reservoirs. The compressors have alarms and trips for high air
discharge temperature and low lubricating oil pressure. Open No.1 reservoir inlet valve Closed No 1 reservoir air whistle outlet valve

Open No.2 reservoir inlet valve Closed No 2 reservoir air whistle outlet valve
Starting air is supplied from the reservoirs to the main engine and to the
generator engines through separate lines from the reservoirs. The main Open No.1 reservoir outlet valve to generator engine and main engine f) Ensure that the compressor cooling water is supplied from the low
reservoirs can supply the auxiliary engine starting air reservoir or they can control system temperature cooling water system.
supply air to the generator engines directly.
Closed No.2 reservoir outlet valve to generator engine and main engine g) Set one air compressor to auto. The compressor will cut-in and
control system cut-out depending upon the air pressure in the main air reservoir
No.3 main air compressor is fed from the emergency switchboard and under
dead ship conditions supplies the auxiliary air reservoir in order to start the Open No.1 reservoir outlet to main engine being filled. The unloader gear will operate, thus allowing the
generator engines. compressor to start and stop off load.
Closed No.2 reservoir outlet to main engine
The main compressors are cooled by the low temperature central cooling water Open Supply to generator engines air start line A155V h) Drain any liquid from the reservoirs and oily water separators.
system.
Open No.1 generator air master valve i) Check the operation of the automatic drain traps.
Switches at the local starter panel enable the compressors to be manually Open No.2 generator air master valve
started and stopped if required. j) Set the other main air compressor(s) to standby.
Open No.3 generator air master valve
The control air and general service air systems can be supplied from the main Closed Auxiliary air receiver outlet valve Under normal operating conditions only one reservoir would be in use.
air reservoirs through a reducing valve. A separate control air reservoir,
maximum pressure 8 kg/cm2, is supplied by two control air compressors . Closed Auxiliary air receiver inlet valve In emergency conditions, No.3 main compressor can be set to supply the
Open No.1 compressor low temp. cooling FW inlet valve A153V auxiliary air reservoir, which is then used to start the generators. This is
achieved by closing all the air inlet valves on the main receivers and the main
Open No.1 compressor low temp. cooling FW outlet valve A156V outlet valve to the generator engines, then opening the auxiliary air reservoir
filling valve from No.3 main air compressor.

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 Effie Maersk Machinery Operating Manual
Illustration 2.10.2a General Service Air System
To Air
To Auxiliary
Whistle
Air Reservoir Air Bottle For Emergency Shut Off Valves

To Safe Position
To Main Engine Cooling Buffer Unit
Outside Engine
PI
Casing Set
33kg/cm2 To Accommodation

No.1 A45V
To Workshop
Starting
PI Set
Air Reservoir A46V
A30V A79V (13.7m3) 8.3kg/cm2 To Deck Service
A42V A47V
PS PS PS
A44V To CO2 Room

To Auxiliary A19V 30/8kg/cm2 A21V To 2nd Deck (Port)

Air Receiver Set A167V
A155V 8.3kg/cm2 A48V
A22V
To Purifier Room

Set A5V 30/8kg/cm2 A6V To Control A166V

33kg/cm2 PI Air System To 3rd Deck (Port)

No.2 A7V A49V

Starting To Floor (Port)
PI To Main Engine Fuel
Air Reservoir A32V Valve Test Device A50V
A114V (13.7m3)
To Foam Room and Fire Control Station
A12V
To Air To Main Engine A165V
Horns Hydrofoil Unit Tool To Fresh Water Hydrophore Unit

A13V A26V
To Emergency Diesel Generator Room
To Econo. Soot
Release Unit A52V
Oily Water To 2nd Deck (Starboard)
Oily Water A14V
Separator
Separator A53V
Separately To Economiser Gas Seal Line
Led To A3V
Bilge Water To Boiler Atomising

A2V
A1V To Casing
Main Engine Main Engine
Control/Safety Air Starting A54V
System and Line TS PI TS PI TS PI A55V
Air Spring Make-Up To Main Engine Exhaust
Valve Grinding
Machine To Incinerator Purge Airline
S S S
No.3 No.2 No.1 A33V
Starting Starting Starting To Steering Gear Room
To Boiler Smoke
Air Comp. Air Comp. Air Comp. A56V
Indicator
(280 m3/h) (280 m3/h) (280 m3/h) To Main Engine Cooling Washing Plant
A15V
A58V
TI TI TI TI TI TI To Floor (Starboard)

Separately Led To Separately Led To Separately Led To A59V

To 3rd Deck (Starboard)
Bilge Water Bilge Water Bilge Water
Key W154V W155V W156V A10V
W151V W152V W153V To Diesel Generator Room (Port)

Air A11V
To Diesel Generator Room (Starboard)

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 Effie Maersk Machinery Operating Manual
2.10.2 General Service Air System General Service Air System Open Supply valve to diesel generator room (port) A10V
Open Supply valve to diesel generator room (starboard) A11V
The general service air system is supplied from the main air reservoirs through General service air is drawn from the main air reservoirs and it is assumed that
a reducing valve. these have both been filled as above. It is assumed here that No.1 main air Open Boiler smoke indicator A15V
reservoir is supplying the service air. Air use valves are opened as required.
Open Exhaust valve grinding machine A33V
The system supplies the following services:
Position Description Valve Open Economiser soot release unit A14V
Control air system in an emergency
Open Outlet valve from No.1 main air reservoir Open Main engine hydraulic tool unit A13V
Emergency shut-off valves
Closed Outlet valve from No.2 main air reservoir Open To FW hydrophore unit A26V
Main engine jacket cooling water buffer unit
Open Inlet valve to service air reducing valve A19V Open Main engine fuel valve testing device A12V
Accommodation services
Open Outlet valve from service air reducing valve A21V Open Emergency generator room service air F6V
Deck services
Open Service air reducing valve A20V Open Alarm horns Various valves on
CO2 room
alarm board
Closed Service air reducing valve bypass valve A22V
Engine room services
Closed Supply valve to emergency DO pump
Open Inlet valve to air whistle reducing valve A5V via auxiliary air reservoir A74V, A75V and
Purifiers
Open Outlet valve from air whistle reducing valve A6V reducing valve
Foam room and fire control station A161V
Open Air whistle reducing valve A43V
FW hydrophore unit
Closed Air whistle reducing valve bypass valve A7V
Emergency diesel generator room
Open Service air line valve A44V
Incinerator atomising air and air purge
Closed Control air supply line valve A167V
Main engine air cooler washer plant
Open Accommodation services valve A45V
Flue gas uptake valve cleaning
Open Purifier room A166V
Boiler atomising air
Open Workshop A46V
Boiler smoke indicator
Open Supply valve to CO2 room A47V
Main engine exhaust valve grinding machine
Open 2nd deck air supply (port) A48V
Economiser soot release unit
Open 2nd deck air supply (starboard) A53V
Alarm horns
Open Foam room and fire control station A165V
Via a separate reducing valve
Open Emergency diesel generator room A52V
Air whistle
Open Boiler atomising air
From the auxiliary air reservoir and main air reservoirs
Open Casing air supply A54V
Emergency DO pump
Open Incinerator purge air line A55V
Procedure for Preparing the General Service Air System for Operation Open 3rd deck air supply (port) A49V

a) Ensure that all instrumentation valves are open. Open 3rd deck air supply (starboard) A59V
Open Engine room floor air supply (port) A50V
b) Check the oil level in the compressors.
Open Engine room floor air supply (starboard) A58V
c) Set up valves as shown in the table below: Open Steering gear room air supply A56V

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 Effie Maersk Machinery Operating Manual

Illustration 2.10.3a Control Air System

A111V
Control
Control Air
Air From Main To General Dryer
PI A113V
Reservoir Air Service (100 nm3/h)
(1 m3) Reservoir's A44V Air System
Key
A112V
A4V N.C
Air
To Pump Room
A167V A25V
Electrical Signal

5.3 To I.G Purge

Panel Valve
Control
To I.G.G. Instrument Air
A16V
A164V A163V
To Draught Gauge System
A51V
LO Purifier Unit
No.2 To Bilge Well No.1
A134V
Control Control
Air Air IG Topping-Up Dump Valve
Compressor Compressor A62V
(150 m3/h) (150 m3/h) Machinery Alarm Horn Engine Room Floor
To Main Engine
A73V
Machinery Alarm Horn Engine Room Floor
A71V
Fire Alarm Horn Pump Room
A27V
A119V CO2 Alarm Horn Pump Room
A162V
Main Engine L.O. A117V (In Purifier Room) A18V A118V (In Purifier Room) A117V (By Incinerator)
IS Telephone Alarm Horn Pump Room
Discharge Filter
A121V A26V
Main Engine L.O. Generator Engine FO Supply Boiler Feed Water
HO Purifier Unit
Temperature Control Valve A122V Pressure Regulating Valve Control Valve A32V
A133V A131V A141V IS Telephone Alarm Horn 3rd Deck
Air Purge Tank A28V
IG Unit Sludge Tank Temperature Main Engine and General Boiler Soot Blowing Steam Fire Alarm Horn 3rd Deck
A143V
Main Engine Jacket Cooling Control Valve Engine FO Supply Unit (Viscorator) Emergency Shut Off A68V
A132V A132V A145V
Fresh Water Temperature Machinery Alarm Horn 3rd Deck
Control Valve A124V A70V
A152V Boiler FO Unit Boiler Feed Fan
Central Cooling Fire Alarm Horn No.1 Generator Engine Room
Vane Control
Fresh Water Temperaturre A135V A145V A154V
A124V
Control Valve Machinery Alarm Horn No.1 Generator Eng. Room
Crude Oil Tank Condenser Boiler FO Pressure 18 /10 kg/cm2 Steam A157V
Temperaturre Control Valve Regulating Valve Pressure Regulating Valve Fire Alarm Horn No.2 Generator Engine Room
A144V A136V A147V A158V
(Spare)
Economiser Steam 18 /7 kg/cm2 Steam Machinery Alarm Horn No.2 Generator Eng. Room
A62V
PRV Generator Engine Dump Valve Pressure Regulating Valve A159V
MDO Pump A142V A148V Fire Alarm Horn 2nd Deck
A65V
60V
To O.D.M.E A153V Machinery Alarm Horn 2nd Deck
Oily Bilge Separator
OPTO/ System A67V
A123V
Pneumatic IS Telephone Horn 2nd Deck
Cabinet A29V
Feed Filter Tank Temperature Machinery Alarm Horn 2nd Deck
Control Valve A64V
A148V
A64V
151V
A152V

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 Effie Maersk Machinery Operating Manual
2.10.3 Control Air System Purifier control systems The control air line is accessed by valve A117V. The manifold is located by the
incinerator.
Auxiliary systems pressure and temperature controllers
Control Air Compressor
Maker: Tamrotor Cargo pump room services Position Description Valve
No of sets: 2
Inert gas purge valve control Open Master valve A117V
Model: EMS 15-18; screw type
Capacity: 150 m3/h at a pressure of 8 kg/cm2 Inert gas generator instruments Open Boiler feedwater controller A141V
Draught gauge system Open Boiler sootblowing steam emergency shut valve A145V
Air Dryer
Maker: Kyung Nam Some control air valves are accessed from manifolds and others are branched Open Boiler FD fan vane control A146V
No. of sets: 1 off the control air pipe as individuals. Where valves are grouped on manifolds Open 18/10 kg/cm2 steam pressure reducing valve A147V
Model: KAD-101, refrigifilter; with outlet filter this is shown in the diagram and description below.
Capacity: 150 m3/h free air delivery at a pressure of Open 18/7 kg/cm2 steam pressure reducing valve A148V
8 kg/cm2 The main engine control/safety system air and standby air for the air springing Closed Line drain A153V
comes directly from the main air reservoirs and has its own dedicated supply
The control air system is supplied by two screw type air compressors at a line from both reservoirs. The control air line is accessed by valve 118. The manifold is located in the
pressure of 8 kg/cm2. Air from the control air compressors is delivered to the purifier room.
control air reservoir which has a capacity of 1m3. Control air is processed Procedure for Preparing the Control Air System for Operation
through the refrigerated air dryer and associated filters before supplying the Position Description Valve
control air system. Air from the main air reservoirs can also be supplied to the a) Ensure that all instrumentation valves are open.
control air system before the control air dryer; this supply comes from the Open Master valve A118V
general air system via its reducing valve, and enters the control air system b) Check oil level in the compressors. Open Generator engine FO supply pressure control valve A131V
though valve A167V.
Open Main engine and generator engine FO supply unit
c) Set up valves as shown in the table below:
The Control Air System supplies the following services: (viscorator) A132V

Oil discharge monitoring equipment Control Air System Open Boiler FO unit A135V

Main engine safety air system Open Boiler FO pressure control valve A136V
Position Description Valve
Main engine control air system Open Economiser steam dump valve A142V
Open Outlet valve from No.1 control air compressor A163V
Main engine auto backflushing LO filters Open Oily bilge separator A123V
Open Outlet valve from No.2 control air compressor A164V
Main engine auto backflushing FO filters Open Feed filter tank temperature control valve A61V
Open Inlet valve to control air reservoir
Generator engine control systems Closed Line drain A153V
Open Outlet valve from control air reservoir
COPT condenser control Open Air filter/dryer inlet valve A111V A single valve off the air line is in the purifier room.
Economiser steam dump valve Open Air filter/dryer outlet valve A112V Open PRV generator engine MDO pump A18V
Oily bilge separator Closed Bypass valve for air dryers A113V
The control air line is accessed by valve A117V. The manifold is located in the
Sludge tank temperature control Closed Air supply valve from general service air system A167V purifier room.
Feed filter tank temperature control Open Master valve for pump room control systems A25V
Position Description Valve
18/10 kg/cm2 steam pressure reducing valve Open Master valve to inert gas generator system A16V
Open HO purifier unit 133V
18/7 kg/cm2 steam pressure reducing valve Open Master valve to draught gauge system A51V
Open Sludge tank temperature control valve 137V
Central cooling system Open Master valve to main engine controls A115V
Closed Line drain
Boiler control systems
Boiler FD fan control

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 Effie Maersk Machinery Operating Manual

Illustration 2.10.3a Control Air System

A111V
Control
Control Air
Air From Main To General Dryer
PI A113V
Reservoir Air Service (100 nm3/h)
(1 m3) Reservoir's A44V Air System
Key
A112V
A4V N.C
Air
To Pump Room
A167V A25V
Electrical Signal

5.3 To I.G Purge

Panel Valve
Control
To I.G.G. Instrument Air
A16V
A164V A163V
To Draught Gauge System
A51V
LO Purifier Unit
No.2 To Bilge Well No.1
A134V
Control Control
Air Air IG Topping-Up Dump Valve
Compressor Compressor A62V
(150 m3/h) (150 m3/h) Machinery Alarm Horn Engine Room Floor
To Main Engine
A73V
Machinery Alarm Horn Engine Room Floor
A71V
Fire Alarm Horn Pump Room
A27V
A119V CO2 Alarm Horn Pump Room
A162V
Main Engine L.O. A117V (In Purifier Room) A18V A118V (In Purifier Room) A117V (By Incinerator)
IS Telephone Alarm Horn Pump Room
Discharge Filter
A121V A26V
Main Engine L.O. Generator Engine FO Supply Boiler Feed Water
HO Purifier Unit
Temperature Control Valve A122V Pressure Regulating Valve Control Valve A32V
A133V A131V A141V IS Telephone Alarm Horn 3rd Deck
Air Purge Tank A28V
IG Unit Sludge Tank Temperature Main Engine and General Boiler Soot Blowing Steam Fire Alarm Horn 3rd Deck
A143V
Main Engine Jacket Cooling Control Valve Engine FO Supply Unit (Viscorator) Emergency Shut Off A68V
A132V A132V A145V
Fresh Water Temperature Machinery Alarm Horn 3rd Deck
Control Valve A124V A70V
A152V Boiler FO Unit Boiler Feed Fan
Central Cooling Fire Alarm Horn No.1 Generator Engine Room
Vane Control
Fresh Water Temperaturre A135V A145V A154V
A124V
Control Valve Machinery Alarm Horn No.1 Generator Eng. Room
Crude Oil Tank Condenser Boiler FO Pressure 18 /10 kg/cm2 Steam A157V
Temperaturre Control Valve Regulating Valve Pressure Regulating Valve Fire Alarm Horn No.2 Generator Engine Room
A144V A136V A147V A158V
(Spare)
Economiser Steam 18 /7 kg/cm2 Steam Machinery Alarm Horn No.2 Generator Eng. Room
A62V
PRV Generator Engine Dump Valve Pressure Regulating Valve A159V
MDO Pump A142V A148V Fire Alarm Horn 2nd Deck
A65V
60V
To O.D.M.E A153V Machinery Alarm Horn 2nd Deck
Oily Bilge Separator
OPTO/ System A67V
A123V
Pneumatic IS Telephone Horn 2nd Deck
Cabinet A29V
Feed Filter Tank Temperature Machinery Alarm Horn 2nd Deck
Control Valve A64V
A148V
A64V
151V
A152V

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 Effie Maersk Machinery Operating Manual
The control air line is accessed by valve A119V. The manifold is located in the The alarm air line is located in the workshop; there is no master valve. Procedure for Preparing to Supply the Control Air System from the
engine room, 2nd deck starboard side. General Service System
Position Description Valve
Position Description Valve Valves are set up as described below:
Open Master valve A119V Open Fire alarm horn 2nd deck A65V

Open Main engine LO discharge filter A121V Open Machinery alarm horn 2nd deck A67V Position Description Valve

Open Main engine LO temperature control valve A122V Open IS telephone alarm horn 2nd deck A29V Open Crossover valve from general service air system A167V

Open Air purge tank IG unit A143V Closed Air manifold drain A64V Close Outlet valve from control air reservoir

Open Main engine jacket cooling fresh water TCV A124V It is presumed that the general service air system has been set up to operate as
d) Start one of the control air compressors and check its automatic
in section 2.10.2
Open Central cooling FW temperature control valve A125V operation.
Open COPT condenser level control valve A144V Emergency Shut-off Valves
e) Fill the control air reservoir.
Closed Spare A62V
The emergency shut-off valves have their own dedicated air bottle and this is
f) Blow down the inlet to the control systems on a regular basis to
Open Oil discharge monitoring system A60V supplied from the general air system main via valve A44V. ( See section 4.3)
check the efficiency of the air dryer.
Closed Line drain A151V

Individual valves taken from the air manifold

Position Description Valve

Open LO purifier unit A134V To Faom Room and Fire To Accommodation
Control Station A165V A45V
Open IG topping up dump valve A62V To CO2 Room To Emergency Control Air
A44V A47V Generator Room A165V Dryer Unit
The alarm air line is located by the COPTs, there is no master valve.

Position Description Valve

Open Machinery alarm horn engine room floor A73V
Open Machinery alarm horn engine room floor A71V
Open IS telephone alarm horn pump room A26V
Open Fire alarm horn pump room A27V
Open CO2 alarm horn pump room A162V
Closed Drain A32V

Alarm air line located in the starboard generator engine room; no master
valve.

Position Description Valve

Open Fire alarm horn 3rd deck A68V
Open Machinery alarm horn 3rd deck A70V
To Control
Air Dryer
Open Fire alarm horn No.1 generator engine room A154V A167V
Open Machinery alarm horn No.1 generator engine room A157V Control Air Receiver FW To Foam Control Air Dryer Unit and Distribution
Room D40V
Open Fire alarm horn No.2 generator engine room A158V
Open Machinery alarm horn No.2 G/E room A160V

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 Effie Maersk Machinery Operating Manual
Illustration 2.11a Steering Gear Flow Lines
N.C Cylinder No.1 Cylinder No.2 N.C

Valve A Valve B

N.C Cylinder No.3 Cylinder No.4 N.C

Valve C Valve D

Isolating Valve Isolating Valve

Block IV-1 Block IV-2

Unloading Unloading
Device Device

Filling From Filling From

LS LS
Storage Tank Storage Tank
LS LS

H1V H2V

Torque Torque
Motor Motor

No.1 Main No.2 Main

Pump Pump
No.1 Servo No.2 Servo
Pump Pump
System No.1 Main System No.2 Main
Test Valve Oil Tank Test Valve Oil Tank

N.C N.C Key

System System
Test Valve Test Valve Hydraulic Oil

Issue: 1 2.11 Steering Gear Page 1 of 4

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 Effie Maersk Machinery Operating Manual
2.11 Steering Gear Under normal circumstances, all four cylinders will be in use, with one pump Automatic Isolation System
unit running and the second pump unit ready to start automatically. When
Maker: Tong Myung Heavy Industries Co. Ltd. manoeuvring or steaming in confined waters, it is compulsory that both pump This steering gear is so arranged that in the event of a loss of hydraulic fluid
Type: FE21 560-T050 units are running, in order to achieve the IMO recommended 28 seconds from from one system, the loss can be detected and the defective system automati-
35° one side to 35° the other side with one pump the time limit is 56 seconds. cally isolated within 45 seconds. This allows the other actuating system to
The ram type steering gear consists of four hydraulic cylinders supplied with remain fully operational with 50% torque available.
oil by two electrically driven pumps. Rams operate the rudder tiller through a Steering Gear Pump Motor Speeds
crosshead and Rapson Slide mechanism. The pumps are of the variable dis- Construction
placement axial piston type with a maximum output flow of 540litres/min. The steering gear pump motors can operate at two speeds, high speed, 1200
Each pump is located inside its own oil storage tank, from which it takes rpm and low speed, 600 rpm. The steering gear pump motors normally run at This system consists of the following equipment:
suction and is driven by an electric motor, mounted outside the tank, through a high speed, 1200 rpm, but in the event of a blackout, power can be taken from
Two isolating valves
flexible coupling. the emergency switchboard to drive the pump motor which was operational
when the blackout occurred. This facility is important because, even though Two oil tank level switches with LOW and LOW-LOW level
The steering gear is capable of operating as two totally independent and main engine would have been shut down as a result of the blackout, the ship positions; one for each system tank
isolated steering systems. It complies with all Classification Society and will still be moving through the water and a steering capability will be essential. An oil tank divided into two chambers for level switches and system
SOLAS regulations regarding operation and each pump unit is capable of test valves
putting the rudder through the working angle in the times specified in those No.1 pump motor takes its electrical power from the emergency switchboard
regulations. The second pump unit can be connected at any time by starting the for high and low speed operation although different circuits are used. The Electrical control panel for automatic isolation system
motor. No.1 pump has a hydraulic system which connects it with No.3 and motor has separate switches for high and low speed operation and both must
Alarm panel for automatic isolation system
No.4 hydraulic cylinders whilst No.2 pump is connected with No.1 and No.2 be switched on when the pump is running. In the event of a blackout the control
cylinders. system functions so that the low speed circuit is operational. No.2 pump motor Operation
takes its high speed power supply from the main switch board but its low speed
The steering gear is provided with an automatic isolation system which is power supply comes from the emergency switchboard. Both switches must be If failure of one of the systems occurs, the ship’s speed should be reduced, as
actuated should there be a pump failure or oil loss from the working system; closed if No.2 pump is selected for operation. In the event of a blackout the only 50% of the torque for the steering gear operation is available.
the automatic isolation system isolates the defective hydraulic system and emergency switchboard supplies power to No.2 pump motor.
makes the other system sound so that it can remain fully operational. Both Failure Sequence with One Pump Running
hydraulic systems are interconnected by means of electrically operated At high speed the pump motors have 12 poles operating and can consume 160
isolating valves that, in normal operation, allow both systems together to kW of power at full load when rotating at 1200 rpm. At low speed, 600 rpm, the If loss of oil occurs with No.1 pump running and No.2 pump stopped, the
produce the torque necessary for moving the rudder. In the event of failure that motor only has 6 poles operational and 22 kW of power are consumed at full load. following sequence will take place:
causes a loss of hydraulic fluid from one of the systems, the float switches in
Procedure to put the Steering Gear into Operation 1. The oil level in No.1 oil tank goes down to the LOW position
the expansion tank are actuated. This gives a signal to the isolation system,
which automatically divides the steering gear into two individual systems. The resulting in audible and visual alarms on the navigating bridge
The system valves are assumed set for normal operation.
defective system is isolated, whilst the intact system remains fully operational. and in the machinery space.
This reduces the rudder torque to 50% of the system`s rated torque and so the a) Check the level and condition of the oil in the tanks and refill with
ship’s maximum speed should be reduced to under half of its maximum speed. the correct grade as required. The filling valve is H1V for No.1 2. At the same time No.1 automatic isolating valve, IV-1 is energised
pump unit and valve H2V for No.2 pump unit. and the hydraulic system associated with No.2 pump is isolated.
The steering gear is remotely controlled by the auto pilot control or by hand
steering from the wheelhouse. Emergency control is carried out by the b) Check that the control lever is correctly set for operation from the 3. If the oil loss is in the hydraulic system associated with No.2 power
operation of the pushbuttons on the solenoid valves on the auto pilot units. All bridge and not locally from the steering flat. system, the steering process is continued by No.1 power system
orders from the bridge to the steering compartment are transmitted electrical- and with the No.2 system isolated, there will be no further oil loss.
ly. Steering gear feedback transmitters supply the actual position signal for the c) Ensure the rudder is in the mid position.
systems. The rudder angle is limited to 35° port or starboard. 4. If the oil loss from the system is associated with No.1 power
d) Start the selected electro-hydraulic pump unit. system, the tank oil level will continue to fall and when it reaches
The variable flow pumps are operated by a control lever, which activates the the LOW-LOW position, No.1 automatic isolating valve IV-1
tilting lever of the pump cylinder, which causes oil to be discharged to the e) Carry out pre-departure tests. will be de-activated and No.1 pump automatically stopped.
hydraulic cylinders. When the tiller reaches the set angle, the tilting lever is System No.2 automatic isolating valve IV-2 is activated and No.2
restored to the neutral position, which causes the pump to cease discharging. f) Check for any abnormal noises. Check for any leakages and pump is automatically started. The hydraulic system associated
No.1 pump unit is supplied with electrical power from the emergency rectify if necessary. with No.1 pump is isolated and so no further oil loss will occur.
switchboard and No.2 pump unit from the main switchboard. Steering is now being carried out by No.2 pump and its two
g) Check the operating pressures. related cylinders (No.1 and No.2).

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 Effie Maersk Machinery Operating Manual
Illustration 2.11a Steering Gear Flow Lines
N.C Cylinder No.1 Cylinder No.2 N.C

Valve A Valve B

N.C Cylinder No.3 Cylinder No.4 N.C

Valve C Valve D

Isolating Valve Isolating Valve

Block IV-1 Block IV-2

Unloading Unloading
Device Device

Filling From Filling From

LS LS
Storage Tank Storage Tank
LS LS

H1V H2V

Torque Torque
Motor Motor

No.1 Main No.2 Main

Pump Pump
No.1 Servo No.2 Servo
Pump Pump
System No.1 Main System No.2 Main
Test Valve Oil Tank Test Valve Oil Tank

N.C N.C Key

System System
Test Valve Test Valve Hydraulic Oil

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 Effie Maersk Machinery Operating Manual
5. If the oil loss occurs in No.2 tank, steering is continued to be 3. If the oil loss is associated with No.1 pump system the oil level in System Testing
carried out by No.1 pump and its two related cylinders (No.3 and No.1 tank will fall to the LOW-LOW level and No.1 automatic
No.4) with 50% torque. isolating valve will be de-energised thus isolating No.1 system. The oil tank float chamber can be isolated and drained to test the system’s
No.1 pump is stopped and No.2 automatic isolating valve IV-2 automatic isolating operation. This should be carried out as part of the pre-
If loss of oil occurs with No.2 pump running and No.1 pump stopped, the energised. No.2 pump and its associated cylinders No.1 and No.2 departure checks.
following sequence will take place: provide 50% of the normal rudder torque.
Lubrication of the Rudder Bearings
1. The oil level in No.2 oil tank goes down to the LOW position If oil the level in No.2 tank goes down first, the following sequence will take
resulting in audible and visual alarms on the navigating bridge place: The pintle bearing is water lubricated.
and in the machinery space.
1. Oil level in No.2 tank goes down to the LOW position and the The rudder carrier bearing and neck bearing are grease lubricated by means of
2. At the same time No.2 automatic isolating valve IV-2 is energised audible and visual alarms are given on the navigating bridge and an electrically driven grease pump. Two pumps are provided but only one
and the hydraulic system associated with No.1 pump is isolated. in the engine room. needs to operate at any time; the grease pump should operate whenever a
steering gear pump is operating. There are grease return pipes from the radial
3. If the oil loss is in the hydraulic system associated with No.1 2. No.2 automatic isolating valve, IV-2 is energised and the and neck bearings in order to collect excess grease and to allow for inspection
power system the steering process is continued by No.2 power hydraulic system associated with No.1 pump is isolated. If the oil of the grease to see if it contains wear particles.
system and with the No.1 system isolated there will be no further loss is associated with No.1 pump system, the oil level in No.1
oil loss. tank will fall to the LOW-LOW position and No.1 pump will be It is important that the grease pump is checked whenever the steering gear is
automatically stopped. No further oil loss will take place and checked and that the level of grease in the container is adequate for operation.
4. If the oil loss from the system is associated with No.2 power steering will continue at 50% torque with No.2 system working
system the tank oil level will continue to fall and when it reaches alone. Oil Level Indication and Low Cylinder Unloading
the LOW-LOW position, No.2 automatic isolating valve IV-2 is Level System Test Device
de-activated and No.2 pump is automatically stopped. System 3. If the oil loss is associated with No.2 pump system the oil level in
No.1 automatic isolating valve IV-1 is activated and No.1 pump No.2 tank will fall to the LOW-LOW level and No.2 automatic
is automatically started. The hydraulic system associated with isolating valve will be de-energised thus isolating No.2 system.
No.2 pump is isolated and so no further oil loss will occur. No.2 pump is stopped and No.1 automatic isolating valve, IV-1
Steering is now being carried out by No.1 pump and its two energised. No.1 pump and its associated cylinders No.3 and No.4
related cylinders (No.3 and No.4). provide 50% of the normal rudder torque.

5. If the oil loss occurs in No.1 tank, steering is continued to be

carried out by No.2 pump and its two related cylinders (No.1 and
No.2) with 50% torque.

Failure Sequence with Both Pumps Running

If oil the level in No.1 tank goes down first.

1. Oil level in No.1 tank goes down to the LOW position and the
audible and visual alarms are given on the navigating bridge and
in the engine room.

2. No.1 automatic isolating valve, IV-1 is energised and the

hydraulic system associated with No.2 pump is isolated. If the oil
loss is associated with No.2 pump system, the oil level in No.2
tank will fall to the LOW-LOW position and No.2 pump will be
automatically stopped. No further oil loss will take place and
steering will continue at 50% torque with No.1 system working
alone.
Steering Gear Rudder Carrier Lubrication Unit Steering Gear Hydraulic Pump Unit

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 Effie Maersk Machinery Operating Manual
Illustration 2.12.1a Diesel Alternator

Local Instrument
Panel

Local Control
Panel

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 Effie Maersk Machinery Operating Manual
2.12 Electrical Power Generators The system is made up of quality components and usually requires no pump circulation through the jacket cooling water system is by way of non-
maintenance other than draining condensed water from the air reservoir drain return valves. Non-return valves fitted to the system mean that the engine
2.12.1 Diesel Generators valve. driven pump will take over from the preheating pump automatically when the
engine starts, thus there is no need to open or close valves. The preheating
Maker: HHI-B&W Turbocharger System pump will similarly take over from the engine driven pump when the engine
Type: L28/32H stops.
No.of sets: 3 The engine is fitted with an exhaust gas driven turbocharger which operates on
No.of cylinders: 5 the constant pressure system. The turbocharger draws air from the engine room Fuel System
Bore: 280 mm via a suction filter and passes it through a charge air cooler, before supplying
Stroke: 320 mm the charge air box and then the individual cylinders. The charge air cooler is of The engine fuel supply rail is supplied by DO or HFO, the engine will
Rating: 1,423HP/1062kW at 720 rpm the tubular type and is cooled by water from the low temperature central normally operate on HFO at all times. The high-pressure fuel injection pumps
cooling system. Turbocharger impellers are to be cleaned daily by water take suction from the fuel supply rail which is supplied, through a filter unit,
Introduction washing and the turbine side is to be cleaned with water at 200 hour intervals from the main fuel oil circulating system. The filter is of the duplex type and
with the engine on full load. during normal engine operation both filters should be in use, single filter
Three identical diesel engines, operating in the medium speed range, drive operation only being employed when dismantling one of the filters for
alternators which supply electrical power for the ship. Cooling Water System inspection or manual cleaning. Each cylinder has its own set of injection
equipment comprising a high pressure fuel pump, sheathed high pressure oil
The turbocharged, five-cylinder engines are of the four-stroke, in-line, trunk All cooling water requirements for the generator engines are provided by water pipe, and a cylinder head mounted fuel injector. Fuel pumps are operated by
piston type; combustion air delivered by the turbocharger passes through an from the low temperature fresh water central cooling system. The engine is means of cams mounted on the camshaft, there being one cam for each fuel
intercooler before entering the cylinders. The engines are designed to operate cooled by a closed circuit cooling water system divided into a high temperature pump and as the engine only operates in one direction there is no need for a
at all times on heavy fuel oil which is injected directly into the cylinders. They circuit (HT) and a low temperature circuit (LT). The air cooler and lubricating cam reversing system.
can also be supplied with diesel oil, which is used for flushing through, prior oil cooler are supplied in series from the central cooling and this forms the LT
to shutting down for maintenance. The direction of rotation is clockwise circuit. Water circulates around the LT system which has a temperature control With the engine stopped, fuel is circulated along the fuel supply rail and back
(looking from the flywheel end). valve thus maintaining the temperature in the LT circuit independent of the to the fuel mixing unit via the return pipe. The engine supply rail will thus be
load on the engine. Circulation is part of the LT central cooling system. kept hot and ready for use when it is being operated on HFO. All fuel oil lines
One diesel generator is used during normal sea going conditions. Two to and from the engines are insulated and provided with trace heating.
generators are required for: The alternators are also cooled directly from the central cooling system.
Excess fuel not needed by the injection pumps is passed through the overflow
Manoeuvring The engine driven cooling water pump draws water from the outlet of the LT pipe and flows back to the mixing unit through the return pipe. The return flow
Tank cleaning operations system and circulates the HT circuit which cools the cylinders and cylinder passes through a flow meter which measures the return oil quantity; by
heads. subtracting the reading on this flow meter from that on the main fuel oil flow
Cargo discharge or ballast discharge meter in the supply line to the generator engines the actual generator engine
Starting Air System The jacket HT cooling water pump discharges through the engine jacket and fuel consumption can be determined.
cylinder head cooling water spaces and then to a thermostatically operated
The generator engine is started by means of a built-on air driven starter motor, valve, set at 80ºC. If the temperature of the cooling water leaving the engine is Having an excess fuel flow system with return to the mixing unit ensures that:
which is of the turbine type with a gearbox. The air starter is activated electri- below the normal operating temperature, the thermostat will direct the cooling
There is always an adequately large amount of pressurised fuel
cally but it can be activated manually from the local starting box on the engine. water back to the pump suction. When the cooling water outlet temperature
available.
When the start valve is opened by the remotely controlled solenoid, air is reaches operating temperature, the thermostat will begin to direct the water to
the central fresh water cooling system and the pump will take less suction from The heated fuel can be circulated for warming up the piping system
supplied to the air start motor. The air supply activates a piston, causing the
the recirculated generator engine cooling water and more from the central fresh and the injection pumps prior to engine starting.
pinion of the starting turbine to engage with the gear rim on the flywheel.
When the pinion is fully engaged, pilot air flows to and opens the main starting water cooling system, thus maintaining a constant jacket water temperature. The necessary fuel oil temperature can be better maintained.
valve, which supplies air to the air start motor, causing the engine to turn.
Simultaneously, with the supply of air to the air starter, air is also supplied to When an engine is on standby or prepared for operation, its jacket cooling
the fuel limiting cylinder which limits fuel supply to the engine during starting. water is heated by a thermostatically controlled preheater to approximately 60-
When the engine rotational speed exceeds 140 rpm, at which speed firing will 80ºC. An electrically driven circulating water pump is used in conjunction with
have taken place in the cylinders, the starting valve is closed by the control the electric heater; there are two pumps one of which will be set to operate and
system. This shuts off air to the air starter and allows the return spring to the other on standby. The preheater circuit has its own pipework to and from
disengage the pinion from the gear rim on the flywheel; with its air supply cut- the generator engines and water flow through the generator engine jackets is in
off, the air starter stops. the opposite direction to the normal engine driven pump flow. The preheater

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Generator Engine Jacket Cooling Water

Generator Engine Air Start Motor Pre-Heating Unit

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 Effie Maersk Machinery Operating Manual
Lubricating Oil System e) Ensure the generator engine prelubricating oil pump is set to d) Check the LO pressures and temperatures.
automatic operation and check that the lubricating oil pressure
The engine running gear is force lubricated by the engine driven, gear type has built up to approximately 0.5 bar. The engine should be e) Check the pressure drop across filters.
pump. The pistons are also supplied by oil as a cooling medium. A prelubrica- prelubricated at least 2 minutes prior to start.
tion pump is also fitted to supply oil to the bearings and other running gear f) Check the FO pressure and temperature.
before the engine starts. This reduces wear on the engine in the period between f) Check the pressure before and after the LO filters.
the engine starting and the engine driven pump building up lubricating oil g) Connect to the switchboard if loading is required.
pressure. The electrically driven prelubrication pump will be running continu- g) Check the control regulating gear.
ously while the engine is stopped and will automatically stop when the oil h) Ensure that the thermostatically operated valves on the cooling
pressure from the engine driven lubricating pump reaches the required value. All fuel pumps must be at index ‘0’ when the regulating shaft is in the STOP water systems operate correctly as the cooling water temperature
position. increases. The temperature rise across the engine should not
The engine driven pump and the electrically driven prelubrication pump exceed 10ºC.
both take suction from the engine sump and discharge through a cooler Each pump rack lever must move when pressed by hand and return automati-
and filters to the engine oil supply rail; the filter is of the double type and cally to the ‘0’ position when the hand is released. i) Ensure that the engine temperatures and pressures remain within
only one element is in operation at a time, the other element being on normal limits as the load is applied to the engine and the engine
standby. The temperature is controlled by a three-way temperature control Check the spring loaded pull rod operates correctly. heats up.
valve, which regulates how much of the oil passes through the cooler. The
turbocharger is supplied from the main LO circuit via a pipe; the inlet line The stop cylinder for the regulating shaft works correctly both for normal j) Check the exhaust gas temperatures for any deviation from
to the turbocharger is fitted with a throttle valve to control the flow and a stopping and at overspeed and shutdown. normal.
non-return valve to prevent the oil from draining during standstill periods.
Testing is done by simulating these situations. k) Check the exhaust gas for smoke.
The cooler is of the plate type, with the plate pack forming a series of parallel
flow channels through which the oil and cooling water flow in opposite h) Check that the starting air pressure exceeds 20 kg/cm2. l) Keep the charge air pressure and temperature under control. The
directions. Cooling water comes form the low temperature part of the central temperature of air leaving the charge air cooling should be as low
cooling system. i) Check that the starting air is drained of condensate. as possible but not so low that it produces condensate in the
Procedure to Prepare a Diesel Generator for Starting charge air space. Water flow to the charge air cooler should be
j) Turn the engine at least 2 complete revolutions using the turning adjusted so that the temperature rise in the water flowing through
a) Set up the fuel oil service system as described in section 2.6.2. gear with the cylinder indicator cocks open or purge the cylinders by the charge air cooler is 3 to 5ºC.
inducing a start procedure with the stop lever in the stop position.
b) Check that both LT and HT cooling water systems are in correct m) Recharge the auxiliary starting air reservoir when the pressure has
running order, correct pressures, preheated, precirculated suffi- k) Close the cylinder indicator cocks. fallen to about 20 kg/cm2 and charge to a pressure of 30 kg/cm2.
ciently. Ensure that the jacket cooling water temperature is at the
correct level. Cooling water at a temperature of at least 60ºC must l) Disengage the turning gear and lock it in the OUT position. Procedure to Stop a Diesel Generator Engine
be circulated through the engine for at least 2 hours before starting
in order to ensure that all parts are at the same temperature. If maintenance work has been carried out on the engine, start the engine as a) Before stopping, run the engine at reduced load or idle speed for
below prior to switching the engine to automatic operation. about 5 minutes for cooling down purposes.
If any part of the engine has been drained for overhaul or maintenance, check
that the system has been properly vented and that water is flowing in all parts m) Switch the engine to automatic operation. b) The engine is stopped by keeping the fuel pump delivery rate at
of the system. ‘0’ by turning the LOAD LIMIT knob on the governor to ‘0’ or
Procedure to Start a Diesel Generator Engine by activating the remote stopping device.
c) Check the level of oil in the engine sump and governor and top up
as necessary with the correct grade of oil. a) From the local control position, press the START button for 2-3 c) If the engine is to be stopped for a lengthy period of time, keep
seconds until started. the indicator cocks closed. Turn the engine using the starter motor
d) Open the injector nozzle cooling oil supply and circulate once a week, with the indicator cocks open.
preheated oil through the nozzles for at least 15 minutes. Prime b) The tachometer will show engine speed and a signal lamp will
the fuel oil system and ensure that the correct fuel oil temperature indicate running. d) Starting and stopping should take place on HFO in order to prevent
is obtained in the fuel oil manifold. Check that the sealing oil any incompatibility problems caused by changing over to DO.
system for the fuel injection pumps is functioning correctly and c) Make a thorough check of the engine to ensure that there are no
that there is no leakage from any pump. leaks, that the engine is running smoothly and firing on all e) Diesel oil should only be used prior to stopping if maintenance
cylinders. work is to be undertaken on the engine during the standstill period.

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Emergency Generator Test Switch on the Emergency

Switchboard Tie Panel

Emergency Generator and Local Control Panel

Emergency Generator Local Control Panel

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 Effie Maersk Machinery Operating Manual
2.12.2 Emergency Diesel Generator The engine should be started once a week and run up to full load monthly. d) Check the level of diesel oil in the emergency generator diesel oil
Whenever the engine has been started, the diesel oil tank must be checked and service tank and top up as required.
Introduction refilled if the level has dropped to or below the 24 hour operation level. At the
weekly start the engine and it systems must be checked thoroughly and the e) Activate the START/STOP button on the SELCO control panel
Engine batteries checked for full charge. for about 3 to 10 seconds. The LED 1 (operation) will flash until
Maker: DEMP (MAN-B&W Holeby) the electric starter drives the diesel engine up to ignition speed. At
Model: D2866 LXE30 Procedure to Prepare the Emergency Diesel Engine for Automatic approximately 550 rpm the electric starter disengages automati-
Output: 295 kW at a continuous speed of 1,800 rpm Starting cally and LED 1 will emit a constant light. The generating set is
now operating.
Generator a) Ensure that the emergency generator control panel is switched on.
Maker: Stamford f) Check that the engine is firing smoothly.
Model: HCM 434 E2 b) Check the level of oil in the engine sump and top up as necessary
Output: 312.5 kVA at p.f. 0.8/260kW with the correct grade of oil. g) Check the engine oil pressure, cooling water pressure and rpm.
Investigate any abnormalities.
The emergency diesel generator is a self-contained diesel engine unit with c) Check the level of water in the radiator and top up as necessary
directly coupled alternator. It is located on port side upper deck at the funnel with clean distilled water. Check that the jacket cooling water h) Check that the cooling water heater switches off as the engine
casing. temperature is within the specified range and that the electric heats up and that the thermostat operates, allowing the cooling
preheater is functioning correctly. water to flow to the radiator as the engine heats further.
The generator set will start automatically on power failure of the main diesel
generators and couple to the emergency switchboard automatically to maintain d) Check the level of diesel oil in the emergency generator diesel oil i) If required, load the engine, otherwise allow it to run idle or stop
supplies to essential services. The generator set will also be used to get the ship service tank and top up as required. Check that the fuel supply to it.
under power from ‘dead ship’ condition. It will enable power to be supplied to the engine is open; it should be left open at all times when the
essential services selectively without the need for external services such as engine is not running, ready for an emergency start. j) When the engine has stopped, check that the heater switches on
starting air, fuel oil supply and cooling water. and then restore the engine to automatic standby.
e) Ensure the control panel MANUAL/AUTO switch is set to
The engine is an in-line 6 cylinder, four-stroke, turbocharged engine of bore AUTO. k) To stop the engine push the combined START/STOP button until
128mm and stroke 155mm. The engine has a self-contained cooling water LED 1 starts flashing slowly. When this happens the engine has
system, the cooling water is radiator cooled and circulated by an engine driven The engine should now start under automatic conditions if there is a failure in reached the ignition speed lower limit and the stop solenoid will
pump. A thermostat maintains a water outlet temperature of 82ºC to 93ºC. Air the main electricity supply. remain active for approximately 20 seconds. The diesel engine
is drawn across the radiator by an engine driven fan. cannot be restarted so long as the stop solenoid is active. After the
(Note ! It is essential that all engine systems be set for operation so that the stop solenoid’s 20 second activation, the LED 1 will stop flashing
The cooling water is circulated by an engine driven pump, which also supplies engine will always start in automatic mode. This means that the fuel must and the diesel engine can be restarted.
cooling water to the lubricating oil cooler. An electric heater is fitted to keep always be switched on and that there must be at least a 24 hour running supply
the cooling water at 40ºC to 50ºC when the engine is on automatic standby. in the storage tank. The jacket water preheater must be switched on and the
batteries fully charged.)
The engine running gear is force lubricated. The engine driven gear pump
draws oil from the integral sump and pumps it through the cooler and then Procedure to Manually Start the Emergency Diesel Engine Using the
through a filter before supplying it to the lubricating oil rail. Electric Starter

The engine is normally started by means of an electric starter motor. Power to a) Ensure that the MANUAL/AUTO switch is set to MANUAL.
the motor is supplied by batteries, which are on constant charge while the ship This will allow the engine to start only in the manual mode.
is in service. A hydraulic starter is also fitted, hydraulic power being manually
generated by a hand pump. An accumulator, which is charged by a hand pump, b) Check the level of oil in the engine sump and top up as necessary
drives a hydraulic motor connected to the flywheel and the stored energy is with the correct grade of oil.
released to start the engine. This system can be utilised when starting the
engine from the dead ship condition. The engine can be manually started c) Check the level of water in the radiator and top up as necessary
locally using either the electric or hydraulic starter motor, but when switched with clean distilled water.
to automatic operation, only the electric starter motor is utilised.

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Emergency Generator MDO Service Tank

Emergency Switchboard

Emergency Generator Hydraulic Start Unit

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 Effie Maersk Machinery Operating Manual
Procedure to Manually Start the Emergency Diesel Engine using the d) When the engine has stopped, switch the heater on, turn the
Hydraulic Starter switch to REMOTE operation. Restore the engine to automatic
standby.
a) Check all engine fuel, lubrication and cooling systems as for the
automatic start above.

b) Check the level of oil in the hydraulic starter reservoir and top up
if necessary with the correct grade of oil.

c) Check that the ‘POWER ON’ LED on the SELCO panel is

illuminated.

d) Switch the MANUAL/AUTO switch to MANUAL; this will

allow the engine to be started only by manual means.

e) Operate the hydraulic hand pump to charge the hydraulic

accumulator to an approximate pressure of 200kg/cm2.

f) Pull the hydraulic starting valve to the START position and

release it when the engine fires. The SELCO panel will automat-
ically detect when the engine reaches 550 rpm and will activate
the fuel, auto-trip functions and alarms

g) Check that the engine is firing smoothly and check the operating
systems of the engine.

h) To stop the engine, turn the operation switch to the OFF position.

i) When the engine has stopped, switch the heater on and turn the
switch to REMOTE operation. Restore the engine to automatic
standby.

Procedure for Stopping the Engine after Running on Load

a) Shed load from the engine.

b) Allow the engine to idle for 3 to 5 minutes before shutting down,

in order to allow the cooling water and lubricating oil to cool the
combustion chambers, bearings, shafts etc. This is particularly
important for the turbocharger where a sudden stop can lead to a
40ºC temperature rise, which could damage the bearings and
seals.

(Note ! Long periods of idling will result in poor combustion and build up of
carbon deposits.)

c) Switch the operation switch to OFF.

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 Effie Maersk Machinery Operating Manual
Illustration 2.13.1a Electrical Equipment
No.1 440/220V 120kVA
Transformer

No.2 440/220V 120kVA

Transformer Main
Switchboard

AC 220V No.2 Group No.2 AC 440V No.3 D.G. No.2 D.G. Synchronising Bus Tie No.1 D.G. No.1 AC 440V No.1 Group
Feeder Panel Starter Panel Feeder Panel Panel Panel Panel Breaker Panel Feeder Panel Starter Panel

LD
L M M M M

Essential Important LGSP 1 LGSP 1 Important Essential

Motors Motors LGSP 2 DG LGSP 2 Motors Motors
DG DG
LGSP 3 LGSP 4
Main Engine Winches Winches Main Engine Services
LGSP 5 LGSP 5
Services No.2 Boiler No.3 D.G. No.2 D.G. No.1 D.G. No.1 Boiler Boiler Services
LGSP 6 LGSP 6
Boiler Services 450V 450V 450V No.2 Steering
LGSP 7 LGSP 7
980kW 980kW 980kW Gear
LGSP 8 LGSP 8
P2 Focsle G1 Galley G1 Galley
Distribution Board

440/220V

Emergency 440/220V
24V Battery Transformer
24V System Main Board/
Main 440V Feed Emergency Board
Interconnector
Emergency
Switchboard
Key
Emergency Group Main Bd Emergency Generator 440V 230V
24V Battery Charge and Starter Panel Interconnector Panel Feeder Panel Feeder Panel
M Motor Discharge Board

Transformer
LD
M DG
440V Load: Group Starter L
and Distribution Boards
24V Services Emergency
LD Generator
Lighting and Small Power 24V System
L Emergency 440V Feed

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 Effie Maersk Machinery Operating Manual
2.13 Electrical Power Distribution The emergency switchboard consists of: segregated so that a fault in one cubicle cannot spread to another. A synchro-
nising panel is supplied on the switchboard. The generator circuit breakers are
The emergency generator panel
2.13.1 Electrical Equipment of the air circuit breaker type.
The emergency group starter panel
Generating Plant The main switchboard generator panels are equipped with an ammeter and
The main switchboard/emergency switchboard bus tie panel
voltmeter to measure the output of the generator. The air circuit breaker,
The electrical power generating plant consists of the following: The 440V feeder panel reverse power relay and overcurrent relay are provided for generator
protection. The main switchboard synchronising panel is equipped with a
The 220V feeder panel
Diesel Generators double frequency-meter, double voltmeter AVR meters and wattmeters for
The main switchboard feeds the emergency switchboard, which is situated in comparing the output of the generator to the busbar. A synchroscope and syn-
No. of sets: 3 the emergency switchboard room. The main switchboard 220V section is fed chronising lamps are provided for parallel operation.
Rating: 450 volt, 3ph, 60 Hz, 980 kW from the 440V switchboard via two 120 kVA transformers.
Feeder Circuit Breakers
Emergency Diesel Generator The emergency generator will start automatically in the event of a blackout and
feed the emergency switchboard. The 440V and 220V circuits supplied from the switchboard feeder panels are
No. of sets: 1 protected by a moulded case circuit breaker with inverse time overcurrent trip,
Rating: 450 volt, 3ph, 60 Hz, 260 kW A Power Management System (PMS) controls the starting, stopping, instantaneous magnetic trip and short circuit current interruption features.
connection and load sharing of the generators.
Introduction Power Management System (PMS)
Group starter and distribution boards are provided in suitable positions to
Only one diesel generator is normally used during normal sea going supply the various power, heating, lighting, communication and navigation Maker/type: ACONIS
conditions. Two generators are required when: equipment throughout the vessel.
The main switchboard is fitted with an Aconis power management system.
Manoeuvring
The large motors and group starter panels are supplied from the 440V
Cargo loading switchboard directly. Power for other smaller power consuming devices are This system has various functions to ensure the continuous supply of the ship’s
supplied from the 440V switchboard through group starter or distribution electrical systems. The system also automatically controls the diesel generators
Cargo discharging for efficient operation.
panels.
Tank cleaning
Each distribution circuit is protected against overcurrent and short circuit Automatic synchronising and load sharing is provided for the ship’s generator
The emergency generator has sufficient capacity to supply the auxiliaries current by a moulded case circuit breaker. These are fitted on the switchboard sets. The power management system automatically equalises the generator
required to start a main diesel generator in the event of total power failure. All or panel board with inverse time overcurrent and instantaneous short circuit frequency with busbar frequency and energises the generator’s air circuit
three main generators can operate in parallel, but not with the emergency trip units enclosed within the casing. The two steering gear motors are each fed breaker to connect the two circuits at the moment when the phases coincide.
generator. from an independent circuit, one motor being fed from the main switchboard Automatic load sharing then ensures that each generator is equally loaded.
and the other being fed from the emergency switchboard. A general service
Power Distribution System 24V battery charging switchboard supplies the cargo and wheelhouse consoles, The power management system also controls the following:
along with other essential low voltage services.
General Description The number of running generators in accordance with the ship’s
Each supply system is provided with a device for continuously monitoring the power demand.
The main switchboard consists of: insulation level to earth, giving an audible and visual indication of an
abnormally low insulation level. Automatic blackout restart and connection of generators.
Three generator panels
A synchronising panel A shore connection panel is provided to supply power to the main 440V The blocking of large motors until the number of running
switchboard in the event of dry-docking etc. generators is sufficient to supply the motor start current and ship’s
Bus tie/shore supply panel
power demand. In this case, the standby generator is started and
Two 440V feeder panels Switchboards synchronised automatically.
Two group starter panels
The switchboards are of dead front box frame construction without a bottom Frequency. Automatic frequency control ensures the supply
A 220V feeder panel plate and have hinged front panels that can be opened without disturbing the frequency remains at 60Hz independent of load.
meters, pilot lamps, etc. mounted on them. Busbars, cubicle rows and tiers are

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 Effie Maersk Machinery Operating Manual
Illustration 2.13.1a Electrical Equipment
No.1 440/220V 120kVA
Transformer

No.2 440/220V 120kVA

Transformer Main
Switchboard

AC 220V No.2 Group No.2 AC 440V No.3 D.G. No.2 D.G. Synchronising Bus Tie No.1 D.G. No.1 AC 440V No.1 Group
Feeder Panel Starter Panel Feeder Panel Panel Panel Panel Breaker Panel Feeder Panel Starter Panel

LD
L M M M M

Essential Important LGSP 1 LGSP 1 Important Essential

Motors Motors LGSP 2 DG LGSP 2 Motors Motors
DG DG
LGSP 3 LGSP 4
Main Engine Winches Winches Main Engine Services
LGSP 5 LGSP 5
Services No.2 Boiler No.3 D.G. No.2 D.G. No.1 D.G. No.1 Boiler Boiler Services
LGSP 6 LGSP 6
Boiler Services 450V 450V 450V No.2 Steering
LGSP 7 LGSP 7
980kW 980kW 980kW Gear
LGSP 8 LGSP 8
P2 Focsle G1 Galley G1 Galley
Distribution Board

440/220V

Emergency 440/220V
24V Battery Transformer
24V System Main Board/
Main 440V Feed Emergency Board
Interconnector
Emergency
Switchboard
Key
Emergency Group Main Bd Emergency Generator 440V 230V
24V Battery Charge and Starter Panel Interconnector Panel Feeder Panel Feeder Panel
M Motor Discharge Board

Transformer
LD
M DG
440V Load: Group Starter L
and Distribution Boards
24V Services Emergency
LD Generator
Lighting and Small Power 24V System
L Emergency 440V Feed

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 Effie Maersk Machinery Operating Manual
Motors

The 440V motors are in general of the squirrel cage induction type with a
standard frame designed for AC 440V three phase 60Hz. The exceptions are
the motors for domestic service and small capacity motors of 0.4kW or less.

Where continuously rated motors are used, the overload setting ensures the
motor trips at 100% of its full load current. The motors in the engine room are
of the totally enclosed fan cooled type.

Standby motors will start when no voltage is detected on the in-service motor
or when the process pressure is low. See section 2.13.7.

440 Volt Starters

The starters are generally constructed in group control panels and power dis-
tribution panels. The drawings for the starter circuit are enclosed in a vinyl
envelope and kept in a pocket inside each starter panel.

Large motor starters are arranged in group starter panels located at the ends of
the main switchboard, with duplicated equipment starters split between each of
the main switchboard group starter panels. Interlocked door isolators are
provided for all starters. For group starter boards (LGSP), this switch is the
moulded case circuit breaker which functions as both disconnecting means and
overcurrent protection of the motor circuit.

Sequential Restarting

See section 2.13.7

Essential service motors, which were in service before the blackout, are started
automatically on recovery of the main bus voltage. These motors are classified
into groups (consistent with voltage dip and overcurrent) to the generator and
will start according to the predetermined restarting sequence. Motors that were
selected for duty before the blackout are automatically returned to duty after
the blackout. Similarly, motors selected for standby are automatically returned
to standby.

Preference Tripping

See section 2.13.7

Non-essential loads are interrupted automatically, in case of overcurrent of any

one of the main diesel generators, to prevent the ship’s power failure.

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 Effie Maersk Machinery Operating Manual

Illustration 2.13.2a Main Switchboard and Generator Operation

VS FS SY
MS ES LVS CBO PAL CBC RCL

kWH
VI FI
G G G A V

SYL

GSP
FSS SSS HM PF

EC
PF1 PF2
kW kW kW

EGS EGR BUSBAR VOLTAGE BUSBAR FREQUENCY

OL RL
V HZ

AO AC AO AC AO AC LT AR

STANDBY STANDBY STANDBY

GRL GRL GRL GCM SGS G KW

G KW
G KW

I
HL

O
ESS ES

GEN STATUS GEN FAIL GEN STATUS GEN FAIL GEN STATUS GEN FAIL
Main Switchboard Synchronising Panel STOPPED START FAIL STOPPED START FAIL STOPPED START FAIL
RUNNING SYNC FAIL RUNNING SYNC FAIL RUNNING SYNC FAIL HS AS VS
STARTING SHUT DOWN STARTING SHUT DOWN STARTING SHUT DOWN
VI: Incoming Voltmeter STOPPING ACB ABN TRIP STOPPING ACB ABN TRIP STOPPING ACB ABN TRIP
READY ACB NON CLOSE READY ACB NON CLOSE READY ACB NON CLOSE
FI: Incoming Frequency Meter BLOCK BLOCK BLOCK
OUTPUTS OUTPUTS OUTPUTS
VS: System Voltmeter
START GOV RAISE START GOV RAISE START GOV RAISE
FS: System Frequency Meter STOP GOV LOWER STOP GOV LOWER STOP GOV LOWER Main Switchboard Generator Control Panel
SYNCHRO SYNCHRO SYNCHRO
MS: Main Switchboard Source Monitor Lamp ACB OPEN ACB OPEN ACB OPEN
ES: Emer. Switchboard Source Monitor Lamp AUTO AUTO VOLT
RESET
AUTO AUTO VOLT
RESET
AUTO AUTO VOLT
RESET
STOP START /KW STOP START /KW STOP START /KW RCL: Remote Control Available Lamp
LVS: Low Voltage (24V) Source Monitor Lamp
CONTROL MODE
TOTAL USED POWER
PAL: Power Available Lamp
kW: Kilowatt Meter SYNCHRONISING MAN AUTO
AVAILABLE POWER
GSP: Generator Status Panel LOAD SHARING MAN AUTO CBO: Circuit Breaker Open Lamp
LOAD DEPENDENT START MAN AUTO CBC: Circuit Breaker Closed Lamp
PF1: Preference Trip stage 1 Lamp
LOAD DEPENDENT STOP MAN AUTO WATCHDOG
PF2: Preference Trip stage 2 Lamp OL: Overcurrent Trip Lamp
EGS: Emergency Generator on Standby Lamp RL: Reverse Power Trip Lamp
EGR: Emergency Generator Running Lamp Main Switchboard Generator Status Panel ES: Engine Start Switch
LT: Lamp Test Switch
ESS: Engine Stop Switch
AR: Alarm Reset Switch
HL: Heater ON Lamp
GCM: Generator Control Mode Switch
HS: Heater ON/OFF Switch
SGS: Standby Generator Selection Switch
GRL: Governor Raise/Lower Switch VS: Voltmeter L1/L2/L3 Select Switch

AC: A.C.B. Close Switch AS: Ammeter L1/L2/L3 Select Switch

AO: A.C.B. Open Switch

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 Effie Maersk Machinery Operating Manual
2.13.2 Main Switchboard and Generator Operation d) Check the direction of rotation. If it is revolving in the FAST Generator Space Heaters
direction, turn the governor switch of the second generator to the
Procedure for the Operation of Generators - PMS in Manual Mode LOWER direction. If it is revolving in the SLOW direction, then A space heater is provided in each generator to prevent condensation forming
turn the governor switch to the RAISE direction. on the windings. The space heater switch is located on the individual generator
1. Generator Starting and Stopping panel and should always be in the ON position. The heater is interlocked with
e) Adjust the speed until the synchroscope pointer moves to the the ACB, which switches the heater off when closed and switches it on when
The generators can be remotely started by pushbuttons on the main opened.
12 o’clock position, showing the state of synchronisation.
switchboard panels as follows:
Automatic Operation of the Main Switchboard and Generators
f) The ACB should be closed when the pointer of the synchroscope
a) Switch the control mode to MANUAL at the synchronising panel.
turns in the FAST direction and is closing on the black mark at the The automatic starting, connection, synchronising and loading of the main
centre (5 minutes to noon!). SLOW direction turning may cause generators is controlled by the Power Management System (PMS).
b) Start the generator using the START pushbutton on the generator
operation of the reverse power relay. If the frequency difference
panel. Observe the running lamp and voltmeter.
between the two generators in parallel operation exceeds 3Hz, the The PMS system has two operating modes: Manual and Automatic.
synchroscope will not revolve. With this in mind, operate the
c) To stop the engine, operate the engine STOP pushbutton.
governor RAISE/LOWER switch to decrease this difference. When manual control is selected, the PMS has no control of a generating set.
Observe the bus/incoming generator frequency meter for An auxiliary engine can be operated locally and also at the main switchboard.
2. Single Generator Running Procedure - onto Dead Bus
reference. The diesel generator local control is selected by means of the
a) Start the engine as above. When voltage is established, the LOCAL/REMOTE switch at the auxiliary engine.
RUNNING lamp will be illuminated. g) Operate the ACB CLOSE switch.
When the main switchboard is set to automatic, the PMS controls the operation
b) At the rated speed the voltage will rise to 440V, as indicated by 5. Load Sharing of the main switchboard and the three generators.
the voltmeter.
a) Having achieved parallel operation, load sharing is accomplished To fulfil the requirements for UMS operation, the system controls the
c) Adjust the frequency to 60Hz by means of the governor by increasing the input from the incoming engine. This is following features:
RAISE/LOWER switch on the synchronising panel. The rated increased by means of the governor switch. This speeds up the
values are indicated by red marks on the corresponding meters. incoming generator, causing the first generator to lose load and Automatic blackout start of the standby generator
gain speed, thus causing the frequency to rise. To prevent this, the Automatic synchronising
d) Operate the ACB CLOSE switch. governor switch of the first generator must be turned in the
LOWER direction. This action also causes the load to be Automatic frequency control
3. Single Generator Stopping Procedure transferred to the incoming generator. Ensure the frequency Automatic load sharing
remains constant during this operation.
In order to stop the generator in operation, first reduce its load by stopping the Sequential restart of essential consumers
auxiliary machinery and then operate the ACB OPEN switch. b) Equalise the load of both generators. Automatic generator start and connection in response to a heavy
consumer start request
Avoid opening the air circuit breaker (ACB) when the generator is on load, as 6. Synchronising Using the Synchronising Lamps
Automatic generator start/shutdown in response to high/low load
it will cause an instantaneous rise in the engine speed and possible overspeed
conditions
trip. If the synchroscope fails, only the synchronising lamps can detect the syn-
chronising condition.
Preselection of the standby generator priority is achieved by operation of the
4. Parallel Running Procedure
When the order of illumination of the synchronising lamps is clockwise, the standby generator selection switch on the synchronising panel.
frequency of the generator is higher then that of the bus. Turn the generator
a) Start the second generator by following the same procedure as for
governor motor switch in the decelerating LOWER direction. Procedure for the Automatic Operation of Generators and the Main
starting the first generator.
Switchboard
When the order in which the lamps illuminate is counter clockwise, the
b) After confirmation of the voltage of the second generator, align frequency of the generator is lower then that of the bus. Turn the governor It is assumed the ship is in normal voyage/in port conditions i.e.: one generator
the frequency with that of the running generator. motor switch in the accelerating RAISE direction. When the top lamp has gone on load, PMS in automatic mode, all switches on the synchronising panel are
off and the two bottom lamps are the same intensity, synchronisation (phase set to AUTO.
c) Once the voltage and frequency of both generators are identical, matching) has been accomplished. Slightly in advance of this position, close
switch over the synchroscope to the incoming generator and the ACB for the incoming generator in order to attain synchronism just when
check the synchronous state by means of the synchroscope. The the main contacts of the ACB close.
pointer will revolve in accordance with the frequency difference.

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 Effie Maersk Machinery Operating Manual

Illustration 2.13.2a Main Switchboard and Generator Operation

VS FS SY
MS ES LVS CBO PAL CBC RCL

kWH
VI FI
G G G A V

SYL

GSP
FSS SSS HM PF

EC
PF1 PF2
kW kW kW

EGS EGR BUSBAR VOLTAGE BUSBAR FREQUENCY

OL RL
V HZ

AO AC AO AC AO AC LT AR

STANDBY STANDBY STANDBY

GRL GRL GRL GCM SGS G KW

G KW
G KW

I
HL

O
ESS ES

GEN STATUS GEN FAIL GEN STATUS GEN FAIL GEN STATUS GEN FAIL
Main Switchboard Synchronising Panel STOPPED START FAIL STOPPED START FAIL STOPPED START FAIL
RUNNING SYNC FAIL RUNNING SYNC FAIL RUNNING SYNC FAIL HS AS VS
STARTING SHUT DOWN STARTING SHUT DOWN STARTING SHUT DOWN
VI: Incoming Voltmeter STOPPING ACB ABN TRIP STOPPING ACB ABN TRIP STOPPING ACB ABN TRIP
READY ACB NON CLOSE READY ACB NON CLOSE READY ACB NON CLOSE
FI: Incoming Frequency Meter BLOCK BLOCK BLOCK
OUTPUTS OUTPUTS OUTPUTS
VS: System Voltmeter
START GOV RAISE START GOV RAISE START GOV RAISE
FS: System Frequency Meter STOP GOV LOWER STOP GOV LOWER STOP GOV LOWER Main Switchboard Generator Control Panel
SYNCHRO SYNCHRO SYNCHRO
MS: Main Switchboard Source Monitor Lamp ACB OPEN ACB OPEN ACB OPEN
ES: Emer. Switchboard Source Monitor Lamp AUTO AUTO VOLT
RESET
AUTO AUTO VOLT
RESET
AUTO AUTO VOLT
RESET
STOP START /KW STOP START /KW STOP START /KW RCL: Remote Control Available Lamp
LVS: Low Voltage (24V) Source Monitor Lamp
CONTROL MODE
TOTAL USED POWER
PAL: Power Available Lamp
kW: Kilowatt Meter SYNCHRONISING MAN AUTO
AVAILABLE POWER
GSP: Generator Status Panel LOAD SHARING MAN AUTO CBO: Circuit Breaker Open Lamp
LOAD DEPENDENT START MAN AUTO CBC: Circuit Breaker Closed Lamp
PF1: Preference Trip stage 1 Lamp
LOAD DEPENDENT STOP MAN AUTO WATCHDOG
PF2: Preference Trip stage 2 Lamp OL: Overcurrent Trip Lamp
EGS: Emergency Generator on Standby Lamp RL: Reverse Power Trip Lamp
EGR: Emergency Generator Running Lamp Main Switchboard Generator Status Panel ES: Engine Start Switch
LT: Lamp Test Switch
ESS: Engine Stop Switch
AR: Alarm Reset Switch
HL: Heater ON Lamp
GCM: Generator Control Mode Switch
HS: Heater ON/OFF Switch
SGS: Standby Generator Selection Switch
GRL: Governor Raise/Lower Switch VS: Voltmeter L1/L2/L3 Select Switch

AC: A.C.B. Close Switch AS: Ammeter L1/L2/L3 Select Switch

AO: A.C.B. Open Switch

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 Effie Maersk Machinery Operating Manual
1. Generator Starting 4. Automatic Parallel Run Cancellation by Light Load If a bus abnormality is detected when a single generator is running, the
standby generator will go through the following sequence:
Start is requested by an operator by pressing the generator START button. If the total load on the main switchboard is less than 784 kW for ten minutes
when running on two generators, or less than 1,568 kW for ten minutes when a) Engine starts, alarm raised.
The PMS will initiate the following sequence: running on three generators, the following sequence takes place:
a) Engine start. a) The generator to be released shifts load to the other generator(s). b) Speed > 300 rpm, voltage build up detected.

b) Speed > 300 rpm, voltage build-up detected. b) The ACB opens on the generator to be released. c) ACB opens on the abnormal generator.
c) Automatic synchronisation. c) The engine stops on the generator released. d) Blackout.
d) Automatic circuit breaker (ACB) closes.
(Note ! The load percentages and activation timing are adjustable via toggle e) ACB closes on the standby generator.
e) Automatic load sharing on. switches within the main switchboard.)
If the first standby generator fails to start or the ACB fails to close, the second
2. Automatic Parallel Running Activated by Heavy Load 5. Automatic Bus Connection due to Main Switchboard Trip Condition standby generator (if available) will start and follow the above sequence.
If the generator in use registers a high load of 882 kW (90% of the rated If, due to a trip condition, the bus voltage has become zero by the opening of
power), for 15 seconds, the standby generator will go through the following If the PMS detects that the bus abnormality has cleared during standby
the ACB of the generator in use, the first standby generator will go through the generator preparation, i.e. the bus voltage/frequency has stabilised, the standby
sequence: following sequence: generator will be synchronised and paralleled to supplement the original
a) Engine start. a) Engine starts. generator.

b) Speed > 300rpm, voltage build-up detected. b) Speed > 300 rpm, voltage build up detected. 7. Automatic Parallel Running due to Overcurrent

c) Automatic synchronisation. c) ACB closes. If the load on a running generator exceeds 1,078 kW (110%) for a period
d) ACB closes. exceeding 5 seconds, the standby generator will go through the following
If the first standby generator fails to start or the ACB fails to close, the second sequence:
e) Automatic load sharing on. standby generator (if available) will start and follow the above sequence.
a) Engine starts.
If the first standby generator fails to start or the ACB fails to close, the second 6. Automatic Change Over by Bus Abnormality
b) Speed > 300 rpm, voltage build-up detected.
standby generator will start, if available, and follow the above sequence. The normal voltage and frequency levels at the main switchboard bus are:
c) Automatic synchronisation.
(Note ! The load percentages and activation timing are adjustable via toggle Voltage: 440V
switches within the main switchboard.) d) ACB closes.
Frequency: 60Hz
e) Automatic load sharing on.
3. Automatic Parallel Run Activated by Heavy Consumer Request Under certain fault conditions the voltage and frequency may rise or lower
according to the fault. These fluctuating levels are undesirable for the Generator Protection Equipment
If a start request is received from a heavy consumer (e.g.: ballast pump), the operation of the ship’s plant.
start is blocked by an auxiliary contact in the main switchboard until sufficient The generator is protected from the abnormal conditions described below by
power is available. The standby generator will then go through the following There are bus abnormality limits for main bus voltage and frequency deviation means of the reverse power trip, short circuit trip, undervoltage trip and
sequence: and these are as follows: overcurrent trips.
a) Engine starts. 1. Abnormality Due to Undervoltage
Bus abnormality limits:
b) Speed > 300rpm, voltage build up detected. If the voltage of a generator decreases to between 35% and 70% of the rated
Low voltage: 418V for 5 seconds (95%)
value, the under voltage tripping device contained in the ACB will operate to
c) Automatic synchronisation. High voltage: 462V for 5 seconds (105%) trip the breaker. If a shortcircuit fault occurs, the generator voltage will reduce
d) ACB closes. Low frequency: 57Hz for 5 seconds (95%) and may cause the undervoltage tripping device (UVT) to operate. With this in
mind, a time delay device (of about 0.5 seconds) has been fitted to the under-
e) Automatic load sharing on. High frequency: 63Hz for 5 seconds (105%) voltage device to prevent the ACB from tripping immediately, allowing the
defective system circuit breaker to operate first.
f) PMS signals ‘start available’ at heavy consumer.

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 Effie Maersk Machinery Operating Manual

Illustration 2.13.2a Main Switchboard and Generator Operation

VS FS SY
MS ES LVS CBO PAL CBC RCL

kWH
VI FI
G G G A V

SYL

GSP
FSS SSS HM PF

EC
PF1 PF2
kW kW kW

EGS EGR BUSBAR VOLTAGE BUSBAR FREQUENCY

OL RL
V HZ

AO AC AO AC AO AC LT AR

STANDBY STANDBY STANDBY

GRL GRL GRL GCM SGS G KW

G KW
G KW

I
HL

O
ESS ES

GEN STATUS GEN FAIL GEN STATUS GEN FAIL GEN STATUS GEN FAIL
Main Switchboard Synchronising Panel STOPPED START FAIL STOPPED START FAIL STOPPED START FAIL
RUNNING SYNC FAIL RUNNING SYNC FAIL RUNNING SYNC FAIL HS AS VS
STARTING SHUT DOWN STARTING SHUT DOWN STARTING SHUT DOWN
VI: Incoming Voltmeter STOPPING ACB ABN TRIP STOPPING ACB ABN TRIP STOPPING ACB ABN TRIP
READY ACB NON CLOSE READY ACB NON CLOSE READY ACB NON CLOSE
FI: Incoming Frequency Meter BLOCK BLOCK BLOCK
OUTPUTS OUTPUTS OUTPUTS
VS: System Voltmeter
START GOV RAISE START GOV RAISE START GOV RAISE
FS: System Frequency Meter STOP GOV LOWER STOP GOV LOWER STOP GOV LOWER Main Switchboard Generator Control Panel
SYNCHRO SYNCHRO SYNCHRO
MS: Main Switchboard Source Monitor Lamp ACB OPEN ACB OPEN ACB OPEN
ES: Emer. Switchboard Source Monitor Lamp AUTO AUTO VOLT
RESET
AUTO AUTO VOLT
RESET
AUTO AUTO VOLT
RESET
STOP START /KW STOP START /KW STOP START /KW RCL: Remote Control Available Lamp
LVS: Low Voltage (24V) Source Monitor Lamp
CONTROL MODE
TOTAL USED POWER
PAL: Power Available Lamp
kW: Kilowatt Meter SYNCHRONISING MAN AUTO
AVAILABLE POWER
GSP: Generator Status Panel LOAD SHARING MAN AUTO CBO: Circuit Breaker Open Lamp
LOAD DEPENDENT START MAN AUTO CBC: Circuit Breaker Closed Lamp
PF1: Preference Trip stage 1 Lamp
LOAD DEPENDENT STOP MAN AUTO WATCHDOG
PF2: Preference Trip stage 2 Lamp OL: Overcurrent Trip Lamp
EGS: Emergency Generator on Standby Lamp RL: Reverse Power Trip Lamp
EGR: Emergency Generator Running Lamp Main Switchboard Generator Status Panel ES: Engine Start Switch
LT: Lamp Test Switch
ESS: Engine Stop Switch
AR: Alarm Reset Switch
HL: Heater ON Lamp
GCM: Generator Control Mode Switch
HS: Heater ON/OFF Switch
SGS: Standby Generator Selection Switch
GRL: Governor Raise/Lower Switch VS: Voltmeter L1/L2/L3 Select Switch

AC: A.C.B. Close Switch AS: Ammeter L1/L2/L3 Select Switch

AO: A.C.B. Open Switch

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 Effie Maersk Machinery Operating Manual
2. Abnormality Due to Overcurrent (Preference Tripping)

If the current on a running generator exceeds 120% of the rated current

(1,886A) for a period of 10 seconds, the PMS will initiate the release of
the preferential tripping, thereby providing protection against the overcurrent
which would otherwise trip the ACB.

The preferential trips are released in two stages, separated by a time of 5

seconds. If the overload condition is removed after the release of the first stage,
the second stage release is cancelled.

3. Abnormality Due to Overcurrent (Long Time Delay Trip)

If the current on a running generator exceeds 1,886A (120%) for a period of 40

seconds, the overcurrent relay will operate to trip the ACB.

4. Abnormality Due to Overcurrent (Short Time Delay) or Short Circuit

If the generator current exceeds 300% of the maximum rated current (4,714A),
the ACB will be tripped almost instantaneously (about 400msec) by the short
time delay trip fitted to the ACB. If the current exceeds 1,000% of maximum
rated current (15,716A) the ACB will trip instantaneously (zero time delay).

5. Abnormality Due to Reverse Power

If there are abnormalities in the output of an engine during parallel operation,

it may cause the generator to function as a motor, due to the power it receives
from the other generator(s) through the common busbar. The effective reverse
power will then flow through the connected circuit. If this reverse power
reaches a level of 98 kW, the reverse power relay is triggered and will trip the
ACB after a time delay of 10 seconds.

6. Emergency Generator Abnormality Due to Overcurrent

If the current on the running generator exceeds 110% of the maximum rated
current (441A) for 40 seconds the overcurrent relay will operate to trip the
generator ACB.

7. Emergency Generator Abnormality Due to Overcurrent (Short Time

Delay) or Shortcircuit

If the generator current exceeds 300% of maximum rated current (1,202A) the
ACB will be tripped almost instantaneously (about 400msec) by the short time
delay trip fitted to the ACB. If the current exceeds 1000% of maximum rated
current (4,009A) the ACB will trip instantaneously (zero time delay).

The emergency generator ACB is also fitted with an undervoltage device

identical in operation to the main generators.

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 Effie Maersk Machinery Operating Manual
Illustration 2.13.3a Electrical Distribution

P2 Focsle
Distribution Board
Main
440/220V 440/220V
Transformers
Switchboard

AC 220V No.2 Group No.2 AC 440V No.3 D.G. No.2 D.G. Synchronising Bus Tie No.1 D.G. No.1 AC 440V No.1 Group
Feeder Panel Starter Panel Feeder Panel Panel Panel Panel Breaker Panel Feeder Panel Starter Panel

Panel L1 Essential LGSP 1 Important Important LGSP 1 Essential

Motors Motors Motors Motors
Panel L2 LGSP 2 LGSP 2
Boiler Services Winches Boiler Services
Main Engine Winches No.1 Boiler Main Engine
Panel A1 LGSP 3 No.2 Boiler No.2 Steering Gear LGSP 4 Services
Services
Accom. A.C. Feeder LGSP 5 LGSP 5
Panel

E.C.R. Control LGSP 6 LGSP 6

Console
LGSP 7 LGSP 7
Nav. Light
Panel
LGSP 8 LGSP 8
Fire & Gen.
Alarm System G1 Galley G1 Galley

Bridge Alarm
Console

24V System 24V System

Emergency Main 440V
Main Board/
440V Feed Feed
Emergency Board
Interconnector

Emergency 24V Battery

Switchboard Emergency 440/220V
Transformer
Emergency
Emergency Group Main Bd 440V 230V
Generator
Starter Panel Interconnector Feeder Panel Feeder Panel
Panel

24V Battery Charge and

Important No.1 Steering Gear Elevator E1 Dist. Panel E2a Dist. Board Discharge Board
Motors
Emer. Fire Pump Gen. L.O. Pumps E.G Batt. Charger Gyro Compass

E/R Vent Fans

Foam Pump Em. Gen. Heaters Lifeboat Batt. Charg. Radar
Em Gen Rm. Fan

LGSP 4 Valve Hyd. Unit Nav. Lights Autopilot 24V Services

LGSP 5 F.W. Spray Pump MF/HF Radio Bridge Console

LGSP 7 Em. Fans M.E. Elec. Govern. Em. Lighting

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 Effie Maersk Machinery Operating Manual
2.13.3 Electrical Distribution No.1 FO booster pump No.2 boiler
No. 1 440V Feeder Panel (Main Switchboard) No.1 FO feed pump No.2 air conditioning plant
LGSP 1 No.1 main engine jacket CFW pump Generator engine FW preheater
LGSP 2 (No.1 bilge fire and GS pump feed) No.1 central CFW pump No.2 ECR cooler unit
LGSP 2 (scrubber CSW pump feed) No.1 main/COPT condenser CSW pump No.2 windlass/mooring winch
LGSP 4 No.1 boiler FW pump No.2 mooring winch
LGSP 5 No.1 boiler water circulating pump No.3 mooring winch
LGSP 6 No.1 economiser circulating pump Topping up IG generator
LGSP 7 No.1 COPT condensate pump No.1 generator engine LO priming pump
LGSP 8 No.1 engine room vent fan MDO service pump
G1 panel (galley equipment) No.1 vacuum pump for COPT condenser No.2 main engine turbocharger LO system
P2 panel (bosun’s store) Port use CFW pump No.2 Group Starter Panel (Main Switchboard)
No.1 main IG fan No.3 main and COPT condenser CSW pump No.2 main LO pump
No.1 auxiliary blower No. 2 440V Feeder Panel (Main Switchboard) No.2 stern tube LO pump
No.2 steering gear LGSP 1 No.2 main engine crosshead LO pump
No.1 steering gear room heater LGSP 2 (No.2 bilge fire and GS pump feed) No.2 FO booster pump
No.1 440/220V main transformer LGSP 3 No.2 FO feed pump
No.1 boiler LGSP 4 No.2 main engine jacket CFW pump
No.1 air conditioning plant No.1 LO purifier No.2 central CFW pump
Refrigeration provision plant Generator engine LO purifier No.2 main/COPT condenser CSW pump
No.1 ECR cooler unit LGSP 5 (No.2 LO purifier) No.2 boiler FW pump
Cargo oil stripping pump LGSP 5 (No.3 HFO purifier) No.3 boiler FW pump
No.1 windlass/mooring winch LGSP 6 No.2 boiler water circulating pump
No.3 windlass/mooring winch LGSP 7 No.2 economiser feedwater pump
No.1 mooring winch LGSP 8 No.2 COPT condensate pump
Battery charger G1 panel (galley equipment) No.4 engine room vent fan (reversible)
No.1 main engine turbocharger LO system P1 panel (workshop power distribution) No.2 vacuum pump for COPT condenser
Spare No.2 main IG fan Auxiliary CSW pump

No.1 Group Starter Panel (Main Switchboard) No.2 auxiliary blower No.2 engine room vent fan (non-reversible)

No.1 main LO pump Water ballast pump

No.1 stern tube LO pump No.2 steering gear room heater

No.1 main engine crosshead LO pump No.2 440/220V main transformer

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 Effie Maersk Machinery Operating Manual
Local Group Starter Panel No.1 (LGSP 1) No.1 FO purifier supply pump No.2 main air compressor
Situated Engine Room Floor Starboard Forward
No.1 main LO purifier No.2 control air compressor
Main engine HT circuit feed pump No.1 main LO purifier supply pump No.3 main air compressor (emergency feed)
DO transfer pump Generator engine LO purifier Socket in deck store
LO transfer pump Purifier room exhaust fan Local Group Starter Panel No.8 (LGSP 8)
No.1 COPT priming LO pump No.1 generator engine MDO service pump Situated in Air Conditioning Room

No.2 COPT priming LO pump Local Group Starter Panel No.5 (LGSP 5) AC central unit fan
No.3 COPT priming LO pump Situated Purifier Room
Battery room exhaust fan
No.1 deck seal SW pump No.2 HFO purifier
Galley supply fan
No.2 deck seal SW pump No.2 HFO purifier supply pump
Foam room exhaust fan
Sewage treatment plant No.2 main LO purifier
CO2 room fan
Ballast pump priming LO pump No.2 main LO purifier supply pump
Paint and lamp store fan
HFO transfer pump No.3 HFO purifier
No.1 hose handling crane
FW ejector pump No.3 HFO purifier supply pump
10 ton provision crane
Main engine cylinder LO system No.2 generator engine DO service pump
Air conditioning room exhaust fan
Local Group Starter Panel No.2 (LGSP 2) Local Group Starter Panel No.6 (LGSP 6) Provision refrigeration fan
Situated Engine Room Floor Port Forward Situated Near Calorifier No.2 hose handling crane
No.1 bilge fire and GS pump No.1 cargo pump room fan Rescue boat winch
No.2 bilge fire and GS pump No.1 FW hydrophore pump Lifeboat winch
Scrubber CSW pump Incinerator No.1 and 2 hydraulic pumps for valve control
Local Group Starter Panel No.3 (LGSP 3) Main engine cylinder oil shift pump Galley hood fan
Situated Engine Room Floor Port Aft Mill pump for waste oil tank Econovent system
Oily bilge pump No.2 cargo pump room fan 3 ton provision crane
Sludge pump No.2 FW hydrophore pump P1 Distribution Board
Calorifier Situated Engine Room 2nd Deck in Workshop
Turning gear
Stern tube LO circulating pump FW generator distillate pump Drilling machine
OIly bilge separator ODME system Engine room crane
ICCP system (aft) Hot water circulating pump Grinding machine
Stern tube LO seal dosing pump Local Group Starter Panel No.7 (LGSP 7) Lathe
Situated By Air Conditioning Compressors
Spare Electric arc welder
Local Group Starter Panel No.4 (LGSP 4) No.1 main air compressor Hot water circulating pump for AC system
Situated Purifier Room No.1 control air compressor Hacksaw machine
No.1 FO purifier No.1, 2 and 3 vacuum pumps for auto strip unit Test panel

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 Effie Maersk Machinery Operating Manual
Workshop unit cooler A1 distribution panel Foam liquid pump
Welding area fan Engine control console 440/220V transformer
Purifier room exhaust fan No.1 and No.2 Main transformers No.1 generator engine LO priming pump
Auxiliary function panel for aft deck ECR lighting LGSP 5
Generator engine room work bench exhaust fan Navigation lighting panel indication LGSP 7

P2 Distribution Board Fire and general alarm system Main engine cylinder LO system
Situated in Bosun’s Store Bridge alarm console Elevator

Bosun store exhaust fan AC room 220V feeder panel No.2 steering gear starter (low speed)

Lighting panel L7 AC Room 220V Feeder Panel No.2 generator engine LO priming pump
Situated in C Deck Accommodation Cable Duct No.3 generator engine LO priming pump
Electric arc welder
ICCP system (forward) G2 distribution panel Emergency generator engine room heater

Auxiliary function panel for forward deck L3 lighting panel Emergency generator engine FO preheater

G1 Galley Distribution Board L4 lighting panel No.2 hydraulic power unit for valves
Situated in Dry Provisions Room L5 lighting panel FW spray pump

Cooking range L6 lighting panel LGSP 8 (CO2 room fan)

Convection oven N1 distribution panel (wheelhouse equipment) No.3 engine room vent fan

Dishwasher Cargo console Emergency generator engine room fan

Tilting frying pan Gas detection panel Emergency Switchboard 220V Section
Universal mixing machine S band radar control panel
Distribution board N1 (navigation equipment)
Waste disposal unit IGS main control panel (main feed)
Distribution board E1
G3 laundry distribution board IGS main control panel (auxiliary feed)
Distribution board E2
Deep fat fryer C JB CO
220/42V transformer for lifeboat battery charging
Spares (2) MF/HF radio equipment
Navigation lighting panel
G3 Laundry distribution board Tank level system
Emergency generator engine battery charger
Situated in Laundry
Emergency Switchboard 440V Section Fire/general alarm system
No.1 and 2 tumble dryers Situated in Emergency Generator Room ECR console
Hydro extractor Emergency generator engine room lighting
Steering gear No.1
No.1, 2 and 3 washing machines Emergency generator engine cooling water preheater
Autopilot No.1
Ironing machine C JB CO
Steering gear and emergency fire pump room fan
Main Switchboard 220V Feeder Panel Emergency fire pump MF/HF radio
L1 lighting panel Battery charger Steering gear escape lighting
L2 lighting panel Electric whistle relay box Main engine electric governor

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 Effie Maersk Machinery Operating Manual
Wheelhouse distribution board E2-A Navtex receiver Wheelhouse group control panel
No.1 gyrocompass Bridge alarm console (1) No.1 gyrocompass
No.2 gyrocompass Bridge alarm console (2) No.2 gyrocompass
X band radar control panel Autopilot course recorder Automatic telephone exchange
Radar scanner control panel Autopilot repeater Electric clock
Autopilot Satcom power supply Public address system
Wheelhouse alarm console Public address system Satcom power supply
A1 Distribution Panel Automatic telephone exchange Auto fog bell and gong
Situated 3rd Deck Starboard Aft of Auxiliary Blower Starters IS telephone Elevator control console
Control air dryer Speed log processor Engine room 24V DC distribution board
ODME system No.2 VHF radiotelephone Engine control room 24V supply
Oil detector unit No.3 VHF radiotelephone Hospital alarm call system
Main engine and generator engine viscotherm unit Communal aerial system Lighting control panel
Boiler viscotherm unit Refrigerated chamber alarm system No.1 GPS receiver
IG system steam dump unit Signal light No.2 GPS receiver
Main engine FO discharge filter control panel Cargo pump room fan condition display unit Echo sounder main cabinet
Economiser steam dump unit MF/HF radio transceiver Echo sounder main display unit
Main engine jacket buffer unit pressure control valve No.1 GPS receiver GPS remote display unit
Boiler feedwater salinometer No.2 GPS receiver Engine room 24V DC Distribution Board
Shaft power meter Wheelhouse centre window heater Engine control room temporary light
Boiler water dosing unit
24V Battery Charge/Discharge Board Engine room temporary light (adj. generators)
Sludge/purifier temperature valve controllers Situated in Electrical Equipment Locker on D Deck
Main engine FO leakage detector
N1 Distribution Panel Battery charger
Main switchboard
Situated on Bridge Accommodation temporary light
No.1 generator control panel
Wheelhouse window wipers Emergency generator room temporary light
No.1 generator main switchboard panel
Auto fog bell and gong Navtex receiver
No.2 generator control panel
Magnetic compass Magnetic compass
No.2 generator main switchboard panel
Electric clock Loran C receiver
No.3 generator control panel
Speed log distribution unit Navigation light panel
No.3 generator main switchboard panel
Anemometer Cargo control console
Main engine viscotherm motor
Echo sounder Engine main console
Main engine oil mist detector
Loran C receiver Wheelhouse main console
Pump room fans bearing monitor unit
Weather fax unit Wheelhouse alarm console

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 Effie Maersk Machinery Operating Manual
Illustration 2.13.4a Shore Power
No.1 440/220V
Transformer

No.2 440/220V Main

Transformer Switchboard

AC 220V No.2 Group No.2 AC 440V No.3 D.G. No.2 D.G. Synchronising Bus Tie No.1 D.G. No.1 AC 440V No.1 Group
Feeder Panel Starter Panel Feeder Panel Panel Panel Panel Breaker Panel Feeder Panel Starter Panel

LD
L M M Interlocking M M

Essential Important LGSP 1 LGSP 1 Important Essential

Motors Motors LGSP 2 LGSP 2 Motors Motors
LGSP 3 LGSP 4
Main Engine Winches Winches Main Engine Services
LGSP 5 LGSP 5
Services No.2 Boiler No.1 Boiler Boiler Services
Boiler Services
LGSP 6 DG DG DG LGSP 6
No.2 Steering
LGSP 7 LGSP 7
P2 Focsle Gear
LGSP 8 No.3 D.G. No.2 D.G. No.1 D.G. LGSP 8
Distribution Board G1 Galley G1 Galley

440/220V

24V System Main Board/

Main 440V Feed Emergency Board
Interconnector
Shore Supply
Connection Box
PSI V
SSA 440V 3 Phase
60Hz 400Amp
24V Battery Emergency 440/220V
Transformer
Located in
Emergency
Generator Room Emergency
Key
Switchboard

Circuit Breaker I O R S T
24V Battery Charge and MCB Emergency Group Main Bd Emergency Generator 440V 230V
Discharge Board Starter Panel Interconnector Panel Feeder Panel Feeder Panel
Max Current:
M Motor PST VS
400Amps

Transformer
LD
24V Services MCB: Circuit Breaker M DG
440V Load: G.S. PST: Phase Sequence Test Switch L
and Distribution Boards VS: Voltmeter Switch
SSA: Shore Supply Available Lamp Emergency
LD PSI: Phase Sequence Indicator Generator
24V System
L Lighting Boards Emergency 440V Feed V: Voltmeter

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 Effie Maersk Machinery Operating Manual
2.13.4 Shore Power i) Close the emergency switchboard tie breaker at the main
switchboard.
A shore connection box is provided in the emergency generator room to accept
power cables during refit. The shore connection box connects, via a breaker, to j) Close the main switchboard tie breaker at the emergency
the main switchboard 440V section. The maximum current is 400 amps. The switchboard to supply the emergency switchboard as normal.
emergency switchboard can then be supplied as normal through the emergency
switchboard tie breaker. k) Proceed to supply essential services such as fire detection,
lighting etc.
A phase sequence monitoring system is fitted at the shore connection box. The
l) If no maintenance is scheduled for the emergency generator, it
sequence should be checked before connecting shore power to the main
may left on auto standby.
switchboard. If the phase sequence is correct the arrow will rotate in the correct
direction. If the sequence is found to be incorrect the arrow will rotate in the Procedure for Transfer from Shore Supply to Main Diesel Generator
wrong direction. In this case the shore supply must be isolated and two supply
phases changed over. The supply should then be reinstated and the phase a) Ensure the main switchboard is set to MANUAL.
sequence checked again.
b) Run up the chosen generator.
A voltmeter, a shore power available pilot lamp and an isolating 400A circuit
breaker are fitted to the shore connection box. c) Set the synchronising switch to the incoming generator.

The shore power connection feeds the main switchboard at panel C. d) Ensure the voltage is approximately 440V.

A circuit breaker closed indicator lamp, a shore power alive indicator lamp, a e) Adjust the frequency of generator to approximately 60Hz.
kWh meter, an ammeter, a voltmeter and a 400A isolating circuit breaker are
provided at the main switchboard. f) Open the shore supply breaker at the main switchboard.

The shore power breaker is rated for 440V AC, 3ph, 60Hz, 400A. g) Close the generator ACB.

Interlocking is provided to prevent the shore supply being paralleled with any h) Check the voltage and frequency.
other supply.
i) Change the PMS mode to automatic, if required.
Procedure for the Operation of Shore Power Reception
j) Change the emergency switchboard back to normal supply.
a) Isolate the emergency generator to ensure it does not start.
k) Ensure the emergency generator is enabled to start if required.
b) When it is intended to receive power from the shore, confirm the
POWER AVAILABLE light is on. Shore power connection details may be found in:
Drawing GE-2642-112,item No. IE-43 in box No.32 in the engine room
c) Isolate all non-essential services, including sequential restart. technical library located in the engine control room.
Shore Power Connection Pane
d) Check the shore supply voltage.

e) Check the phase sequence.

f) Close the breaker for shore power at the shore connection box.

g) Open all generator ACBs.

h) Close the breaker for shore power at the main switchboard.

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 Effie Maersk Machinery Operating Manual

Illustration 2.13.5a Generator Electrical/Automation Main Switchboard

Main Switchboard Reference/Power Line

Spring Charged Indicator Open/Closed Indicator

'ACONIS' POWER Breaker Position Indicator Charging Handle
MANAGEMENT SYSTEM
G G G

A.C.B. Control Unit

A.C.B. Close Button

Measuring and
Protection Unit A.C.B. Open Button
Generator
A.C.B.
Power Requirements/
Management Unit
Synchronising Panel
Alternator Reference/Power Line
Automatic
Voltage Regulating
Unit (A.V.R.)

Excitation Current
Auto Synchronising
Unit

Governor Control
Circuits Governor
Exciter Stator
Diodes (6)
I O
Exciter Rotor Busbars to Alternator Rotor
Alternator Stator
Alternator Rotor

Generator Panel

Alternator Rotor Diodes Exciter Rotor

Varistor (preset)

Alternator Rotor Electrical Diagram

Cooling Fan Alternator Diesel Engine
Busbars from Exciter Rotor

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 Effie Maersk Machinery Operating Manual
2.13.5 Main Alternators

Maker: Hyundai Heavy Industries

Type : HFJ6 566-14K
Output capacity: 1,225 kVA (980kW at 450V)

General Description

Three main diesel generators are provided. Each alternator is rated at 980kW
at 450V AC, 3ph, 60Hz. They are of the totally enclosed, self-excited,
brushless type. The load voltage is kept constant by the automatic voltage
regulator (AVR), which controls the excitation current to the exciter. Output
power from the stator is fed into a current/voltage compound transformer and
the thyristor regulated output of this is fed through the exciter stator windings.
The magnetic field in the exciter stator induces AC into the exciter rotor, which
is rectified by the rotating three phase bridge connected rectifier set and passed
to the main rotor DC windings. In this way the excitation levels are boosted for
heavy loads and reduced for light loads. This provides a constant output
voltage independent of load levels. Initial voltage build-up is by residual
magnetism in the rotor.

Passing air over an integral fresh water cooler, using a closed circuit air supply,
cools the generator. The cooling spaces are fitted with internal baffles to
prevent water reaching the stator windings in the event of cooler leakage.
Space heaters are fitted, which are energised when the generator circuit
breakers are open, which protect against internal condensation during shut
down periods. The breakers are normally operated by the PMS, but can be
operated manually at the main switchboard. An embedded sensor monitors the
stator temperature in each phase, A water leakage detector and temperature
sensor are also fitted in each air cooler. The two main bearings have
temperature sensors.

The electrical power system is designed with discrimination on the distribution

system, so that the generator breaker is the last to open if any abnormalities
occur.

One diesel generator provides electrical power under normal conditions at sea,
with the remaining two on standby. The priority order of the standby generator
is selected using the PMS system, described in detail in section 2.13.2

Two generators will be required to operate in parallel when:

Discharging cargo
Loading cargo
Tank cleaning
Manoeuvring

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 Effie Maersk Machinery Operating Manual

Emergency Generator Local Control Panel

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 Effie Maersk Machinery Operating Manual
2.13.6 Emergency Alternator Emergency Generator Auto Start and Auto ACB Closure onto Dead Bus

Maker: Leroy Somer a) The emergency generator is set to AUTO.

Type: ECN 37LD
Output capacity: 312.5kVA (250kW at 450V) b) The main switchboard bus tie breaker opens due to no volt
situation.
General Description
c) The emergency generator receives start command.
A self-contained emergency diesel generator, rated at 250kW, is fitted in the
emergency switchboard room for use in an emergency or in refit. The generator d) Emergency generator speed > 700 rpm. Voltage is established.
is the self-excited, brushless type and can be set for manual or automatic
operation. Auto will be normally selected, with the manual setting being used e) The ACB closes.
for testing the generator.
The emergency generator now feeds the emergency switchboard.
The emergency switchboard is normally supplied from the main switchboard.
When auto is selected, the emergency generator is started automatically by Procedure for Manual Changeover to Normal Power after Main
detecting no-voltage on the emergency switchboard bus bar. The emergency Switchboard Power Restoration
generator air circuit breaker will connect automatically to the emergency
switchboard after confirming the continuation of no-voltage. The following is the procedure to manually change the emergency switchboard
back to normal supply after the restoration of mains power following a
The emergency generator is designed to restore power to the emergency blackout or similar situation.
switchboard within 30 seconds. The bus tie breaker on the emergency a) The emergency switchboard is supplied by the emergency
switchboard, which feeds from the main switchboard, is opened automatically generator.
when no-voltage is detected on the main switchboard.
b) The main switchboard recovers mains power. The emergency
The generator is fitted with space heaters to prevent condensation when the switchboard tie breaker is closed at the main switchboard.
generator is stationary or idling. The heater is interlocked with the air circuit
breaker. c) The NORMAL SUPPLY AVAILABLE lamp is illuminated at the
emergency switchboard.
The generator is capable of starting the plant from a dead ship condition.
d) Open the emergency generator ACB.
Emergency Generator Start and ACB Closure onto Dead Bus

a) The emergency generator is set to MANUAL. e) Close the main switchboard tie breaker.

b) The operator presses START at the generator control panel. f) The emergency switchboard is now supplied from the main
switchboard.
c) Emergency generator speed > 700 rpm. Voltage is established.
g) Shutdown the emergency generator and leave in automatic mode.
d) The ACB closes.
There is a test key switch on the emergency switchboard to test the automatic
The emergency generator now feeds the emergency switchboard. start facility of the emergency generator. This simulates the opening of the bus
tie breaker. The generator ACB will not close in this situation.

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 Effie Maersk Machinery Operating Manual

Illustration 2.13.7a Preferential Tripping and Sequential Restarting

Sequential Starting
Air Conditioning Unit LGSP No.4

G1 Galley Distribution Board LGSP No.5 After a blackout the following auxiliary machinery
will be restarted sequentially when power is restored:

First Stage LGSP No. 6 Second Stage Water Ballast Pump

Preference Trips Preference Trips Sequence Time Setting
Description
Provision Refrigeration Plant Auxiliary Boilers Step (Sec)

1 0 Lighting Load (approx. 100kW)

P1 Distribution Panel No.1 and No.3 Fwd Windlass/Mooring Winches
Steering Gear
Generator Engine MDO Service Pump
Unit Cooler No.2 Fwd Windlass/Mooring Winches Fuel Oil Booster Pump
Fuel Oil Feed Pump
Topping Up Generator Radio and Navigation Equipment
G2 Distribution Panel

No.1, 2 and 3 Aft Deck Machinery No.3 Engine Room Fan 2 5 Main COPT Pump

Main Engine Circuit Feed Pump

3 10 Central Cooling Fresh Water Pump

MDO Transfer Pump

4 15 Stern Tube Lubricating Oil Pump
HFO Transfer Pump Main Lubricating Oil Pump
Main Engine Crosshead LO Pump
FW Ejector Pump

5 20 Boiler Fuel Oil Pump

Oily Bilge Pump

Sludge Pump 6 25 Economiser Feed Water Pump

Boiler Feed Water Pump
Turning Gear I.G. Deck Seal Pump
Vaccuum Pump for Port Condensor
Oily Bilge Seperator
7 30 Main Engine Jacket CFW Pump
ICCP System (Aft) COPT Condensor Pump

AC Central Unit Fan

8 35 No.1 Engine Room Vent Fan
Paint and Lamp Store Fan

10 Ton Provision Crane 9 40 No.2 Engine Room Vent Fan

Air Conitioning Room Exhaust Fan

Provision Refrigeration Fan 1) Motors which were selected to duty before the blackout will return to duty
after the blackout. Similarly, motors selected as standby will
automatically return to standby.
Galley Hood Fan
2) Where power is only restored to the emergency switchboard motors will
Econovent System start irrespective of selection.

3 Ton Provision Crane

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 Effie Maersk Machinery Operating Manual
2.13.7 Preferential Tripping and Sequential Restarting When normal conditions resume, the above breakers must be manually reset. The following will start after 30 seconds:
Preferential Tripping Main engine jacket cooling FW pump
Sequential Restart
The power management system matches the generator capacity to the power COPT condenser. pump
When normal power is restored after a blackout, all essential service
requirements of the vessel. However, should an overcurrent occur for any main
machinery in service before the blackout will be started automatically when The following will start after 35 seconds:
generator, non-essential services will be tripped. Preferential tripping is initiated
the main switchboard has regained power. Motors that were selected for duty
when one or more generators are supplying the main switchboard and are
before the blackout will be automatically returned to duty when power is No.1 engine room vent fan
subjected to an overcurrent of 120% (1,886A) for a period exceeding 10 seconds.
restored. Similarly, motors selected for standby will automatically return to
The preferential trips are then released in two stages, separated by a time of 5 standby. If the machinery designated for duty does not restore normal system The following will start after 40 seconds:
seconds. If the overload condition is removed after the release of the first stage, conditions, such as pressure, within a preset time, the standby motor will cut
the second stage release is cancelled. in automatically. If power is only restored to the emergency switchboard, No.2 engine room vent fan
motors whose supply is from the emergency switchboard will start irrespective
The following non-essential consumers will be shed after 10 seconds: of any previous selection. Automatic Standby Start
LGSP 6
G1 Galley distribution panel The following equipment/motors will restart immediately: The following motors will start automatically on loss of discharging pressure
Air conditioning unit of the operating pump and/or loss of voltage of the operating motor.
Accommodation and engine room lighting
Provision refrigeration plant
P1 distribution panel Radio and navigation equipment A standby starting alarm will be given from the alarm and monitoring system.
Unit Cooler Steering gear Main engine turbocharger LO pumps
G2 distribution panel
No.s 1, 2 and 3 aft deck machinery Generator engine MDO service pump IGS deck water seal SW pumps
Main engine HT circuit feed pump FO booster pump Generator DO service pumps
MDO transfer pump
LO transfer pump FO feed pump Main LO pumps
HFO transfer pump Stern tube LO pumps
FW ejector pump The following will start after 5 seconds:
Oily bilge pump Main COPT pump Main engine crosshead LO pumps
Sludge pump FO booster pumps
Turning gear The following will start after 10 seconds:
Oily bilge separator FO feed pumps
Central cooling FW pump
ICCP system (aft) Main engine jacket cooling FW pumps
AC central unit fan The following will start after 15 seconds:
Galley supply fan Central cooling FW pumps
Paint and lamp store fan Main LO pump
Main COPT condenser CSW pumps
10 ton provision crane Stern tube LO pump
Air conditioning room exhaust fan Boiler feedwater pumps
Provision refrigeration fan Main engine crosshead LO pump
Boiler water circulating pumps
Galley hood fan
The following will start after 20 seconds:
Econovent system Economiser feedwater pumps
3 ton provision crane
Boiler FO pump COPT condensate pumps
The following non-essential consumers will be shed after a further 5 seconds: COPT condenser vacuum pumps
LGSP 4 The following will start after 25 seconds:
LGSP 5 Economiser feedwater pump
Water ballast pump
Auxiliary boilers Boiler feedwater pump
No.1 and No.3 forward windlass/mooring winches IG deck seal pump
No.2 forward windlass/mooring winches
Topping up generator Vacuum pump for port condenser
No.3 engine room fan

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 Effie Maersk Machinery Operating Manual

Illustration 2.13.8a UPS and Battery Systems 24V System

Emergency 440V Feed

V A Battery Main 440V Feed

Charger

V A
Battery
Alarm/Insulation Low Alarm

BATTERY CHARGER 24V DC DIST. BOARD From E2 Panel

Earth Insulation 100A Fuse Accom. Temp. Light
Charger
Meter
Monitor
Panel Emer. Gen. Room Temp. Light

Earth Lamps Navtex Receiver

Magnetic Compass

Loran C Receiver
Lamp Test
Pushbutton Navigation Light Panel
MCCB 1
Main Feed Bridge Main Console
Circuit
Breaker
Earth Test Bridge Alarm Console
Pushbutton
Automatic Telephone Exchange

Public Address System

No.1 Gyrocompass
MCCB 2 No.2 Gyrocompass
Em. Feed VOLTMETER AMMETER
Circuit RECT RECT Electric Clock
Breaker
BATT BATT Satcom Power Supply
FEED FEED
Cargo Control Console

VOLT METER VOLT METER Auto Fog Bell and Gong

SELECTOR P/B SELECTOR P/B
Elevator

Wheelhouse Group Control Panel

DESCRIPTION POWER EARTH OVER UNDER OVER Engine Room 24V Distribution
SYMBOL CONTENTS FLOAT EQ SOURCE FAIL LEAK CURRENT VOLT VOLT
H DROP QCR Engine Control Console
L DROP VD
AH OVERVOLTAGE Hospital Call System
AL UNDERVOLTAGE
AI POWER FAIL I/P TIMER B/Z B/Z
EI EARTH I/P TIMER SET UP DOWN FLOAT EQ RESET LAMP STOP Lighting Control Panel
DI OVERCURRENT I/P TEST
HI OVERVOLTAGE I/P No.1 GPS Receiver
ALARM SETTING MODE CHARGING MODE ALARM MODE
LI UNDERVOLTAGE I/P
No.2 GPS Receiver

Echo Sounder Main Cabinet

Echo Sounder Depth Indicator

24V Charge/Discharge Board Panel 24V Charge/Discharge Board Monitoring/Alarm Panel 24V Power Distribution

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 Effie Maersk Machinery Operating Manual
2.13.8 Uninterruptible Power Supply (UPS) and Battery Systems The charger is fitted with a battery voltage monitoring facility which will raise
an alarm if the battery voltage moves above or below a preset level or the
Most of the emergency power requirements are supplied by the emergency battery current rises above a preset level. The unit is also fitted with charger
24V system, see section 2.13.1 for a detailed list of emergency consumers. failure, mains failure and earth fault alarms.

The radio/GMDSS equipment is backed up by a separate battery/UPS system. When an earth is present on an outgoing circuit, the earth leakage alarm will
sound. Operation of the earth test pushbutton will cause one earth lamp to glow
A separate 24V battery and charger system is provided for the emergency bright and the other earth lamp to dim. Careful isolation of the outgoing
generator starting arrangements. circuits (mindful of essential consumers), will locate the faulty circuit, the
lamps returning to equal brilliance and the alarm clearing once the faulty
The 24V emergency system consists of a battery charge/discharge distribution circuit is isolated.
board backed up by a separate 24V battery. This provides a smooth changeover
to a constant power source upon loss of the ship’s main or emergency power. Operating Procedure

These 24V batteries are normally on a floating charge, with the rectifier The battery charger is a fully automatic charging device which automatically
supplying the load. charges the 24V storage battery.

24V Batteries The charger has a facility to adjust the charging voltage. This, however, should
not be altered once the charger has been commissioned.
Battery: Lead-acid sealed
Capacity: 2V 300Ah/10 hour Floating and Equalising Charge Modes
Type: SLD300-2
Voltage (nominal): 24V (total) While the storage battery is fully charged, it is subjected to a floating charge.
Voltage (max): 26.4V In this condition, the charger supplies the 24V system with power. During
Voltage (min): 21.8V periods of high demand and failure of the power source, the battery will take
Number of cells: 12 over. A constant voltage is applied to the battery, regardless of any load, power
or temperature variation and the charging current varies according to charged
24V Charge/Discharge Board Battery Charger state thus maintaining the battery in a fully charged condition.

Manufacturer: Seun Electric Co. If the battery has been subjected to a period of duty due to power failure, on
Model: SU-BC-9600 restoration of the power supply, the battery charger is automatically transferred
Voltage (supply): 440V to equalising charge and this rapidly charges the battery. As soon as the battery
Voltage (float): 26.7 - 27.2V becomes fully charged, it reverts to floating charge. The charge performed
Voltage (equalising): 28V after the recovery from a power interruption is controlled by the SCR control
Rated current: 40A system, which protects the battery and charging circuits from excess current.
Rating: Continuous
Max. charging current: 60A DC Maintenance

The battery charger has two 440V supplies either the emergency switchboard The 24V charge/discharge board is designed for continuous operation and is
440V feeder section or the No.1 440V feeder section on the main switchboard. practically maintenance free. However, the unit should be kept clean and dry
and a visual inspection of connection integrity, cable condition etc, made once
The board contains the following equipment: a year. At this time the charging voltage should be checked using a high quality
24V DC voltmeter for feed, battery and rectifier monitoring digital voltmeter.

Ammeter for feed, battery and rectifier monitoring All the ship’s batteries should be kept clean and dry. The battery poles and
Earth leakage monitoring connections must be kept covered with acid free vaseline. The cell voltages
should be checked and logged once a month and the connection terminals
Isolation switches checked for tightness once a year.
Alarm function test facilities

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 Effie Maersk Machinery Operating Manual
Illustration 2.13.9a Cathodic Protection System

Fwd Power Supply Unit

Bosun's Store
Aft Power Supply Unit Remote Readout Unit
Engine Room Engine Control Room

Steering
Gear Room

Aft Peak Slop Tank

(P and S) No.5 C.O.Tank No.4 C.O.Tank No.3 C.O.Tank No.2 C.O.Tank No.1 C.O. Tank
Tank ECR
Engine Port and Starboard Port and Starboard Port and Starboard Port and Starboard Port and Starboard
Room Fore
Peak
Pump Tank
Room

225A Anode Ref. Anode 225A Anode 100A Anode Ref. Anode
Frame 16 Frame 29 Frame 41 Frame 104 Frame 116
Port and Starboard Port and Starboard Port and Starboard Port and Starboard Port and Starboard
Port

225A Anode Reference Cell 225A Anode 100A Anode Reference Cell

Remote Monitoring Unit

Input Input
440 V AC 440 V AC

Engine Room Forecastle DB P2

DB LGSP3

Aft Controller ECR

Fwd Controller
Power Unit Power Unit

Input
440 V AC

225A Anode Reference Cell 225A Anode 100A Anode Reference Cell
Starboard

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 Effie Maersk Machinery Operating Manual
2.13.9 Cathodic Protection System Principal of Operation The aft unit is supplied from engine room 440V distribution board LGSP 3.

Maker : Korea Cathelco Ltd. Protection is achieved by passing low voltage DC current between the hull Forward System
Type: Impressed Current metal and anodes, insulated from the hull, but in contact with the sea water.
Power Supply: AC 440V, 60Hz, The electrical potential of the hull is maintained more negative than the The forward system has a power supply and control unit fitted in the bosun’s
anodes, i.e. cathodic. In this condition corrosion is minimised. Careful control store which feeds two 100A anodes, one port and one starboard. The control
The vessel is provided with an Impressed Current Cathodic Protection (ICCP) is necessary over the flow of impressed current, which will vary with the ship’s unit receives reference levels from two reference cells, one port and one
system. This method of corrosion protection automatically controls electro- speed, salinity and temperature of the sea water and the condition of the hull starboard.
chemical corrosion of the ship’s hull structure below the waterline. Cathodic paint work. If the potential of the hull is made too negative with respect to the
protection can be compared to a simple battery cell, consisting of two plates in anode, then damage to the paint film can occur electrolytically or through the The forward unit is supplied from P2 focsle 440V distribution board.
an electrolyte. One of the battery plates in the electrolyte will waste away evolution of hydrogen gas between hull steel and paint. The system on this
through the action of the flow of electrical current if the two battery electrodes vessel controls the impressed electrical current automatically to ensure Propeller and Rudder Stock Earthing
are connected electrically. When two metals are immersed in sea water, which optimum protection. Current is fed through 6 titanium electrodes situated
acts as the electrolyte, one of the metals acts as the anode and will waste away. forward and aft on the ship. The titanium prevents the anodes themselves from To avoid electrolytic corrosion of shaft bearings and rudder stock, brushes are
Which metal, in any pair, acts as the anode depends upon their relative corroding and the anode surfaces are streamlined into the hull. Fixed zinc fitted and bonded to the ship’s structure. In the case of the shaft, a slip ring is
positions in the electrochemical series but steel will act as an anode to copper, reference electrodes forward and aft are used to compare the potential of the clamped to the shaft and is earthed to the hull via brushes. A second set of
brass or bronze. The strength of the electric current generated in the corrosion hull with that normally found between unprotected steel and zinc electrodes. brushes, insulated from earth, monitors the shaft mV potential and this signal
cell, and hence the rate at which wastage takes place, depends upon the metals Sufficient current is impressed via the anodes to reduce this to a level of is fed to a millivolt meter. To ensure efficient bonding, the slip ring should be
involved and the strength of the electrolyte. between 150 and 250 mV. cleaned on a regular basis.
Operation
If a third electrode is added to the cell and a current is made to flow then the The rudder stock is earthed via a 70mm2 flexible earth cable between the
new third electrode acts as the cathode and the old anode will act as the new The system is completely automatic in normal use. The system can be deckhead and rudder stock to minimise any electrolytic potential across
cathode. This is how an impressed current cathodic protection system controlled by four pushbuttons on the power supply front panel. There are four bearings and bushes.
functions. When a vessel is fitted with ICCP the hull steel is maintained at an operating modes:
electrical potential more negative that the surrounding sea water. For this Routine checks
Standby: All output currents are zero
reason, loading and discharging terminals normally comply with the ISGOTT
Recommendation 20.6, Earthing, Bonding and Cathodic Protection, which Manual: Output currents at manually adjustable set values Record the output current and all voltages on a daily basis. If the
states, referring to IMO recommendations for the safe transport, handling and output current display is set to percentage, press ENTER to toggle
Automatic: Outputs vary to provide constant electrode potential
storage of dangerous substances in port areas, that ship shore bonding cables to amps.
should be discouraged. High currents that can occur in earthing cables and Configuration: To adjust controller set points
metallic connections are avoided. These are due to potential differences Check the reference electrode voltage on a daily basis. Pressing
between ship and terminal structure particularly due to the residual potential To change modes, press the CTRL button, the four modes are displayed and
up or down buttons toggles the display to read electrodes 1 and 2
difference that can exist for up to 24 hours after the shipboard ICCP has been the up/down arrows are used to scroll through them. When the desired mode is
or 3 and 4.
switched off. These terminals usually utilise insulating flanges on hose highlighted, the ENTER button is pressed. Configuration mode is only
connections to electrically isolate the ship and terminal structure. During accessible on entering an access code.
Check and clean the propeller shaft slip ring and brushes every
preparations for berthing at terminals where such insulation is not employed, week.
Electrical Installation
or where earth connections are mandatory by local regulation, or when bunker
barges come alongside, the ICCP should be switched off at least 24 hours in Inspect the rudder stock earth strap every month.
Two sub-systems consisting of a Controller Power Unit (CPU), reference
advance.
electrodes and anodes are installed, one forward and one aft, with a data
connection to a central remote monitoring unit mounted in the ECR. System Return completed log sheets to Cathelco for scrutiny.
Fresh Water Operation
status readings are available at the monitoring unit and these should be
inspected and logged each day. The control units are also equipped with an Inspect and clean the control unit cooling fans and grills every
When the vessel enters a river estuary the fresh or brackish water may limit the three months.
alarm to give warning of any system abnormalities.
spread of current from the anodes, due to the higher resistance of the water.
Normally this would cause the voltage output to increase to compensate for Sacrificial Anodes
Aft System
this. This would be accompanied by very low current levels and the reference
electrode potentials may indicate under protection. However, in this system, Sacrificial zinc anodes are provided within the water ballast tanks including
The aft system has a power supply and control unit fitted in the engine room
the output is taken care of by the computer and the system will automatically the fore peak tank. Aluminium anodes are fitted to the rudder and sea chests.
which feeds four 225A anodes, two port and two starboard. The control unit
return the hull to the optimum protective level when the vessel returns to sea
receives reference levels from two reference cells, one port and one starboard.
water.

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 Effie Maersk Machinery Operating Manual
Illustration 2.14.1a Domestic Fresh Water System
To Cold Fresh Water
Upper Deck S To Paint Store To Galley To Accommodation Service

To FW Exppansion Tank
To Purifier Room
Workbench
To IG Blower
D52V
To To
To Hot System For
Drinking Washing
Accommodation
From Fire Water Tube
Main Fountain D81V
Distilled Water Fresh Water Fresh Water
To Public
Tank Tank (S) Tank (P) To Boiler
Toilet Washing Water
(110.48 m3) (142.78 m) (253.26 m3) To
Hot Water
Wash Basin
Circulation D23V D45V
TI Pump
Exhaust Gas Ecomoniser
Fresh Water (2m3/h) CI Water Washing
Spray D56V To PI
Pump S Purifier D83V
D22V
(54 m3/h) Room PI
D80V D73V D74V D5V D3V D1V D6V D4V D2V To Purifier Room
CI PI
S To Port Calorifier
(300 litres) To Purifier Room Workbench
To Boiler Diesel D24V D51V
Feedwater D54V D55V Generator
Tank S Room D21V
D44V 2nd Deck Service
To Starboard
Diesel
PI
Generator
Steriliser Room D42V
PS
(1,500 l/h) To Boiler Sampling Cooler
D9V
D37V

D82V
D13V D10V D79V D53V To Boiler Chemical
Control Fresh Water
Dosing Unit
Panel D8V Hydrophore D40V
D43V D85V
Tank
Mineraliser To Foam Room
(1.0 m3)
(1,500 l/h) D11V
To No. 2 PI PI To No.1 To Generator Engine
S Main LO HFO Room (P)
Purifier Purifier
To Generator Engine
TI Fresh Water
Evaporator D58V D57V D12V Room (S)
From Sea Water PI 36 ton/day
Line
3rd Deck Service
D39V
To Generator Engine To No. 3
From LO Purifier HFO To Public Toilet
Distillate Purifier
Salinity Pump To Main Engine Charge Air
Panel Discharge Cooler Washing Plant
Distillate To No.1 To No. 2 To Main Engine Jacket Water
Pump Main LO HFO Feed and Drain Tank
PI SA Purifier Purifier
PI
FI 33V D38V
Stern Tube (Floor)
Cooling S
WaterTank Key To Oily Bilge Separation
Chemical
(82.79 m3) Dosing Tank
Domestic Fresh water To Vacuum Pump Unit
High Salinity
D7V Return to Evaporator Electrical Signal To Oil Vacuum Stripping Unit
Eductor Extraction
To ODME System

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 Effie Maersk Machinery Operating Manual
2.14 Accommodation Systems There are two domestic fresh water pumps which take suction from the Engine Room Services
domestic fresh water storage tanks. In an emergency it is possible to use the
2.14.1 Domestic Fresh Water System distilled water by removing the blank in the system. This system provides a hot water supply to all the services in the engine room
as below:
Domestic Fresh Water Pumps WARNING IG blower
No. of sets: 2 If the distilled water tank is to be used to supply the domestic system,
Fresh water expansion tank
Capacity: 5m3/h at 5.0kg/cm2 ensure no chemicals are present from the feed system and do not use as
drinking water. Boiler wash water
Hot Water Circulating Pumps:
Economiser water washing
Maker: Shinko The domestic fresh water system is pressurised at all times through a
No. of sets: 1 hydrophore tank. This tank is filled by the domestic fresh water pumps and Purifier room
Model: GHQ 100-2M pressurised by air supply to 5.5 kg/cm2. As the water is used, the tank pressure
Purifier room work bench
Capacity: 2m3/h at 5.0kg/m2 drops allowing one of the pumps to start automatically and refill the tank. As
the pressure increases, the pump will automatically stop. One pump is 2nd deck services
Ion Sterilizer: normally in use, with the second pump on standby. The pump cut-in pressure
is set at 4.5 kg/cm2 and the cut-out pressure at 5.5 kg/cm2. 3rd deck services
Maker: Jowa AB
No. of sets: 1 Boiler sample cooler
Model: Silver Ion Type From the hydrophore tank the water flows into three systems:
Boiler chemical dosing unit
Capacity: 0-1500 l/h
Drinking and cold water system
Foam room
Rehardening Filter: Domestic hot water system
Fresh water mist system
Maker Se-Won Industries
Engine room services
No. of sets: 1 Generator engine turbocharger cleaning
Model: SWM-2 Drinking/Domestic Cold Water System
Capacity: 1500 l/h Public toilet
This system covers the cold water supply to drinking fountains and accommo- Main engine air cooler cleaning
The FW generator can be used to fill the distilled water tank directly and it can dation.
also fill the two FW storage tanks via the mineraliser and the steriliser. The FW HT and LT FW expansion tanks
storage tanks can also be filled from shore through a deck filling connection. As water produced in the fresh water generator is distilled, this is not suitable Oily water separator
Normally one domestic tank is in use, with the second being filled or ready for use. for drinking, hence the use of sterilising and mineralising units before the fresh
Vacuum pump unit
water storage tanks. The pH of the water is increased to an acceptable level,
From the FW generator, the water delivery to the fresh water storage tanks between 7 - 10, making it fit for domestic use. As the distilled water is treated Cargo oil system vacuum stripping pump
passes through a silver ion type sterilising unit, in which the water is dosed before it enters the storage tanks the water sent from the hydrophore tank to all
with minute levels of silver ions. As the water passes between two electrodes Main engine turbocharger cleaning
cold water taps is acceptable for drinking.
through which a small current is passed, the ions are released and sterilise the Sewage treatment plant
water. Sterilisation by this method ensures that the water is maintained in a Domestic Hot Water System
good condition, even when stored in the tanks for a period of time. The General engine room services
sterilising with silver ions is harmless to humans nor do the ions have any This system supplies the hot water to the accommodation for domestic
effect on the chemical properties of the water. purposes.

The silver ion concentration in the water leaving the unit should be checked Cold water make-up is taken from the hydrophore outlet line and circulated
periodically, at least once each year, in order to ensure that the unit is having continuously throughout the system by the hot water circulating pump. All
the correct effect. The sterilising unit operates automatically and it changes the pipes in the hot water system are lagged to prevent heat loss. Make-up to the
direction of the current flowing between the electrodes every two minutes thus hot water system comes from the cold water system via a non-return valve,
each electrode acts as anode and cathode and wear on the electrodes is located after the hydrophore outlet, thus the hot water system is maintained at
equalised. The silver electrodes should be inspected and changed when all the the same pressure as the cold water system. The water is passed through a
silver coating has depleted. The unit will issue an alarm when the anodes are calorifier, which can be either steam or electrically heated to raise the water to
exhausted. The dosing of the water is automatic and is set depending on the the correct temperature.
flow of the water.

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 Effie Maersk Machinery Operating Manual
Illustration 2.14.1a Domestic Fresh Water System
To Cold Fresh Water
Upper Deck S To Paint Store To Galley To Accommodation Service

To FW Exppansion Tank
To Purifier Room
Workbench
To IG Blower
D52V
To To
To Hot System For
Drinking Washing
Accommodation
From Fire Water Tube
Main Fountain D81V
Distilled Water Fresh Water Fresh Water
To Public
Tank Tank (S) Tank (P) To Boiler
Toilet Washing Water
(110.48 m3) (142.78 m) (253.26 m3) To
Hot Water
Wash Basin
Circulation D23V D45V
TI Pump
Exhaust Gas Ecomoniser
Fresh Water (2m3/h) CI Water Washing
Spray D56V To PI
Pump S Purifier D83V
D22V
(54 m3/h) Room PI
D80V D73V D74V D5V D3V D1V D6V D4V D2V To Purifier Room
CI PI
S To Port Calorifier
(300 litres) To Purifier Room Workbench
To Boiler Diesel D24V D51V
Feedwater D54V D55V Generator
Tank S Room D21V
D44V 2nd Deck Service
To Starboard
Diesel
PI
Generator
Steriliser Room D42V
PS
(1,500 l/h) To Boiler Sampling Cooler
D9V
D37V

D82V
D13V D10V D79V D53V To Boiler Chemical
Control Fresh Water
Dosing Unit
Panel D8V Hydrophore D40V
D43V D85V
Tank
Mineraliser To Foam Room
(1.0 m3)
(1,500 l/h) D11V
To No. 2 PI PI To No.1 To Generator Engine
S Main LO HFO Room (P)
Purifier Purifier
To Generator Engine
TI Fresh Water
Evaporator D58V D57V D12V Room (S)
From Sea Water PI 36 ton/day
Line
3rd Deck Service
D39V
To Generator Engine To No. 3
From LO Purifier HFO To Public Toilet
Distillate Purifier
Salinity Pump To Main Engine Charge Air
Panel Discharge Cooler Washing Plant
Distillate To No.1 To No. 2 To Main Engine Jacket Water
Pump Main LO HFO Feed and Drain Tank
PI SA Purifier Purifier
PI
FI 33V D38V
Stern Tube (Floor)
Cooling S
WaterTank Key To Oily Bilge Separation
Chemical
(82.79 m3) Dosing Tank
Domestic Fresh water To Vacuum Pump Unit
High Salinity
D7V Return to Evaporator Electrical Signal To Oil Vacuum Stripping Unit
Eductor Extraction
To ODME System

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 Effie Maersk Machinery Operating Manual
Procedure for Filling the Fresh Water Tanks from the FW Generator Operation of the Drinking/Domestic Cold Water System Procedure for Operating the Ship Services Hot Water System

Filling the starboard tank. Operate the domestic FW system as in parts a) to e), then set valves as follows: Operate FW system as in parts a) to e) above then set valves as follows:

Set up the valves as follows: Position Description Valve Position Description Valve
Open Hydrophore tank outlet valve D10V Open Cold water outlet valve to ER services D85V
Position Description Valve
Open Flow back preventer inlet valve D79V Open Cold fresh water services supply valve D37V
Open FW generator outlet valve
Open Flow back preventer outlet valve D53V
Open Inlet three-way cock to mineraliser Operate the following valves as required:
Operational Flow back preventer D86V
Open Outlet three-way cock from mineraliser
Open Supply valve to cold FW system D37V Hot water to purifier room work bench D52V
Open Steriliser inlet valve
IG blower
Open Steriliser outlet valve f) Open inlet valves to all the cold water fountains.
Fresh water expansion tank
Closed Steriliser bypass valve D13V g) Water will now be automatically supplied to the cold water
Hot system for accommodation heating
Open Starboard FW tank inlet valve D1V system from the hydrophore tank.
Boiler wash water D81V
Closed Port FW tank inlet valve D2V Procedure for Operating the Hot Water System
Economiser water washing D45V
Operation of Domestic Water System to the Hydrophore Tank
Operate the FW system as in parts a) to e) and set the hot water system valves Purifier room D83V
(Starboard FW tank and No.1 FW pump in use)
as follows:
HFO purifier service air D57V
Set up the valves as follows:
(Hot water circulating pump in use) LO purifier service air D58V
Position Description Valve Purifier room work bench D51V
Position Description Valve
Open Starboard FW tank outlet valve D3V 2nd deck services D44V
Open Hot water system inlet valve from hydrophore D21V
Closed Port FW tank outlet valve D4V 3rd deck services D39V
Open Calorifier outlet valve D22V
Open No.1 domestic FW pump suction valve 9V Engine room floor services D38V
Open Hot water circulating pump inlet valve D23V
Open No.1 domestic FW pump discharge valve Boiler sample cooler D42V
Open Hot water circulating pump outlet valve D24V
Closed No.2 domestic FW pump suction valve D8V Boiler chemical dosing unit D82V
h) After opening the hot water system inlet valve D21V, allow the
Closed No.2 domestic FW pump discharge valve system to fill from the hydrophore tank. Foam room D40V

a) Open the valves as per above table. Generator engine room D11V and D12V
i) Ensure that the hot water circulating pump is primed.
Public toilet
b) Ensure that No.1 pump is primed with water.
j) Start the hot water circulating pump. Main engine air cooler cleaning
c) Start the pump, fill the hydrophore tank to approximately ¾ full HT and LT FW expansion tanks
k) Open the steam supply or switch on the electrical supply to the
and stop the pump.
calorifier and set the system temperature.
Oily water separator
d) Open the air supply valve to the hydrophore tank, raising the Vacuum pump unit
l) Check that the system is circulating correctly and that the
pressure to 5.5 kg/cm2.
temperature is maintained.
Cargo oil system vacuum stripping pump
e) Put the pump in auto mode at the control panel, in order that it will
cut in and cut out as required to maintain pressure in the system
and level in the tank.

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 Effie Maersk Machinery Operating Manual
Illustration 2.14.2a Domestic Refrigeration System

PI T T PI T Key

Refrigerant Gas

Refrigerant Liquid

LT Cooling Water
Meat Room Dairy Room
-20˚C 20 m3 + 2˚C 12 m3 Lubricating Oil

Instrumentation

1 Low Pressure Control

2 High Pressure Control

Evaporator Unit 3
Evaporator Unit Oil Pressure Control

T Thermostat

Thermostatic Expansion Valve

Oil Separator
Heat
Exchanger

DPS 1 2 PI PI 2 1 DPS

3 3
Refrigerant Refrigerant
No. 2 No. 1

Open To Open To
Release Air Release Air
PI TI TI PI

TT TT
To and From To and From
LT Cooling Condenser Condenser LT Cooling
System System

TI TI

Filter Filter
and and
Dryer Dryer
Charging Charging
Connection Connection

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 Effie Maersk Machinery Operating Manual
2.14.2 Domestic Refrigeration System A thermostat in each room enables a temperature regulating device to operate Compressor
the solenoid valves independently, so as to reduce the number of starts and
Introduction running time of the compressor. The solenoid valves control the amount of Maker: Sabroe
liquid refrigerant sent to the particular room`s evaporator coil. No. of sets: 2
Cooling for the meat (or freezing) and vegetable rooms is provided by a direct Model: BFO4
expansion R-134A system. The meat room has a volume of 26.6 m3 and an The evaporators accept the refrigerant as it expands into a super cooled vapour, Type: Four cylinder, V-type; 55 mm bore by 49 mm stroke
operating temperature of -20ºC whilst the vegetable room has a volume of under the control of the expansion valves. This vapour is then returned to the and 1,195 rpm
37.3m3 and an operating temperature of +2ºC. After cooling down the rooms compressor through the non-return valves. Circulating air flowing over the Drive motor: 5.5kW 1,755 rpm
to the specified temperatures, the plant is capable of maintaining the specified evaporator coil is reduced in temperature as it gives up heat to evaporated
temperatures with one compressor operating for approximately 18 to 24 hours liquid refrigerant. Condenser
per day and one compressor on standby.
When the solenoid valves at the evaporators are closed by the room Model: CRKF 221218
The compressor and condenser plant is situated at the second deck level on the thermostats, the pressure in the refrigerant gas return line will fall and the low Type: Horizontal shell and tube
port side of the engine room. The plant is automatic and consists of two pressure switches will stop the compressors. No. of sets: 2
compressors, two condensers and an evaporator coil in each of the two cold
rooms. The evaporators are situated in the cold rooms and air in these rooms A back pressure controlled constant pressure valve is included in the vegetable Operating Procedures
is circulated through the evaporator coils by electrically driven fans. room to prevent its temperature dropping too far below the normal set point.
This would otherwise damage the provisions, should the inlet solenoid valve To Start the Refrigeration Plant
The meat (or freezing) room evaporator is equipped with a timer controlled fail to close properly.
electrical defrosting element. The frequency of defrosting is chosen by means a) All stop valves in the refrigerant line should be opened and fully
of a timed defrosting relay built into the starter panel. Any leaks of refrigerant gas from the system will result in the system becoming back seated to prevent the pressure in the valve reaching the valve
undercharged. The symptoms of the system undercharge will be low suction gland. The compressor stop valve should be opened a few turns to
Under normal conditions one compressor/condenser unit is in operation, with and discharge pressures with the system eventually becoming ineffective. prevent excessive pressure reduction in the compressor on start-
the other on standby, but, following the loading of provisions, the two Bubbles will appear in the sight glass and the compressor(s) may not be able up; this could cause foaming of the crankcase oil.
compressor/condenser units may be required to work in parallel in order to to maintain the specified room temperatures.
bring the room temperatures down to specified levels. b) The crankcase heater on the compressor to be used should be
A side effect of low refrigerant gas charge is apparent low lubricating oil level switched on a least 6 - 8 hours prior to starting the compressor.
The compressor/condenser units are not designed for continuous parallel in the sump. A low charge level will result in excess oil being entrapped in the
operation and the oil level in both compressors must be carefully checked peri- circulating refrigerant, thus the level in the sump will drop. When the system c) Check that the oil level in the compressor sumps is correct.
odically when they are operating in such a mode. When the system is operating is charged to full capacity, the excess oil will be separated out and returned to
with one compressor on standby, the valves on that compressor must be shut the sump. d) Check the quantity of refrigerant charge; this can be viewed in the
so that it is blocked from the working system. If the system is not blocked the sight glasses at the condensers.
liquid refrigerant gas will accumulate in the standby condenser and the system During operation, the level as shown in the condenser level gauge will drop. If
will not be able to maintain the correct room temperatures. the system does become undercharged the whole system should be checked for e) Start cooling the condensers. Cooling is part of the low
leakage. temperature central cooling system.
The compressor draws R-134A vapour from the cold room cooling coils and
pumps it under pressure to the LT fresh water cooled condenser where the When required, additional refrigerant can be added through the charging line, f) Purge air completely from the cooling water cycle by opening the
vapour is condensed. after first venting the connection between the refrigerant bottle and the air purging valve on the pipeline. Check the compressor
charging connection. smoothness by manually turning over.
The liquid refrigerant is returned through a dryer unit and is filtered to the cold
room evaporators. The added refrigerant is dried before entering the system. Any trace of g) Check the compressor drive V belt tension.
moisture in the refrigerant system will lead to problems with the thermostatic
A heat exchanger is fitted between the evaporator and the compressor to expansion valve icing up and subsequent blockage. h) Start the compressor. Confirm correct direction and check the
remove some heat out of the vapour returning to the compressor, thereby suction and oil pressures.
assisting the efficiency of the overall system.
(Note ! If the oil separator at standstill is colder than the condenser, the valve
The compressors are protected by high pressure, low pressure, low lubricating in the oil return pipe must not be opened until the oil separator has warmed up.)
oil pressure and cooling water failure cut-out switches. Each unit is also fitted
with a crankcase heater. i) Adjust the suction stop valve gradually until fully open.

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 Effie Maersk Machinery Operating Manual
Illustration 2.14.2a Domestic Refrigeration System

PI T T PI T Key

Refrigerant Gas

Refrigerant Liquid

LT Cooling Water
Meat Room Dairy Room
-20˚C 20 m3 + 2˚C 12 m3 Lubricating Oil

Instrumentation

1 Low Pressure Control

2 High Pressure Control

Evaporator Unit 3
Evaporator Unit Oil Pressure Control

T Thermostat

Thermostatic Expansion Valve

Oil Separator
Heat
Exchanger

DPS 1 2 PI PI 2 1 DPS

3 3
Refrigerant Refrigerant
No. 2 No. 1

Open To Open To
Release Air Release Air
PI TI TI PI

TT TT
To and From To and From
LT Cooling Condenser Condenser LT Cooling
System System

TI TI

Filter Filter
and and
Dryer Dryer
Charging Charging
Connection Connection

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 Effie Maersk Machinery Operating Manual
(Note ! If the compressor starts making a knocking noise, close the suction e) The compressor starts. f) Examine the system for leaks.
valve immediately. When the noise stops open the valve again, repeat this
operation until the noises completely disappear.) f) When the coil surface temperature has gone below the freezing g) Balance the pressure in evaporators at 0.07 to 0.15kg/cm2 gauge
point, the fan in the meat room starts. maximum. This can be obtained by opening the liquid crossover
The compressor is now running. valve or the liquid line valves back to the condenser.
The system is now back on the refrigerating cycle again. If the defrosting is not
Whilst running: completed at the expiration of the defrosting period, the defrosting will be
restarted by the timer and a new cycle will commence.
a) Check the inlet and outlet pressure gauges.
System Running Checks at Regular Intervals
b) Check the oil level and oil pressure. Check the crankcase for
foaming. Check the lubricating oil levels in the crankcase

c) Check for leakages. Check the lubricating oil pressure

To Put the Cooler Rooms System into Operation Check the moisture indicators

a) Check that the fans are operating and that air is circulating freely Check the suction and discharge pressure and temperature and
through the evaporators. any unusual variations should be investigated

b) Open the refrigerant supply to one cooler room. Check all the room temperatures and evaporation coils for any
sign of frosting
c) Open the refrigerant returns from the cooler room. Repeat for the
cooler room. Stopping the Plant for a Short Period (about 2 -3 Days)

Defrosting a) Close the liquid supply line valve for the evaporator for 5 minutes
before stopping the plant.
The air cooler in the meat room is fitted with electrical defrosting equipment
i.e. the evaporator and drip trays are provided with electrical heating elements. b) When the compressor stops on low pressure, press STOP on
Defrosting is carried out automatically and the frequency of defrosting is control panel.
chosen by means of a defrosting relay built into the starter panel. The
defrosting sequence is as follows: c) When stopping for a short period it is not necessary to close the
suction and discharge stop valves. Close the oil return valve.
a) The compressor stops and all the solenoid valves in the system
close. Stopping the Plant for a Long Period (more than 2 - 3 Days)

b) The fan in the meat room stops working but the fan in the a) Close the main stop valve after the condenser. Evacuate the
vegetable room continues the circulation of the warm air over the evaporators.
coolers, in this way keeping the cooling surfaces free from ice.
b) Allow the temperature rise in the evaporators, repeat after
c) The electric heating elements in the meat room switches on. evacuation.

d) As long as the cooler is covered with ice, the melting takes nearly c) When the suction pressure is slightly over atmospheric, stop the
all of the heat supplied and the temperature of the cooler and the compressor, close the compressor suction and discharge stop
refrigerant is constantly kept near zero. When the ice has melted, valves and the oil return stop valve.
the refrigerant temperature rises in the meat room. When the
temperature reaches the set point (approximately +10°C) of the d) Stop the condenser cooling water and drain.
defrosting thermostat, the heating elements are switched off.
e) Switch off the main and control circuit electrical supplies.

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 Effie Maersk Machinery Operating Manual
Illustration 2.14.3a Accommodation Air Conditioning Plant
Key

Refrigerant Gas

Cooler No. 1 Cooler No. 2 Refrigerant Liquid

LT Cooling Water

TI TI Lubricating Oil

Instrumentation

1 Low Pressure Control

TI TI 2 High Pressure Control

3
Oil Pressure Control

T Thermostat

Thermostatic Expansion Valve

Oil Separator

Heat
1 1 DPS 2 PI Exchanger 1 1 DPS 2 PI

Heat
T T Exchanger
3 3
Refrigerant Refrigerant
No. 1 No. 2

T EVR10 T EVR10
Open To Open To
Release Air Open To Release Air Open To
Release Air BMSL12 Release Air BMSL12
PI 2 TI PI 2 TI

To and From To and From

LT Cooling Condenser LT Cooling Condenser
System Receiver System Receiver
TI TI

TI TI

Filter Filter
and and
Dryer Dryer

Charging Charging
Connection Connection

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 Effie Maersk Machinery Operating Manual
2.14.3 Accommodation Air Conditioning Plant Each condensing unit has 100% of the total capacity requirement and under Condensers
normal conditions, one compressor will be in use, each supplying its own No. of sets : 2
Introduction
evaporator. Cooling of the air is achieved by direct expansion coils. The coils Type: Horizontal shell and tube type
The air is supplied to the accommodation by two air handling units located in are fed with refrigerant from the air conditioning compressor. The refrigerant Model: COKF 271902; combined with liquid refrigerant
the air handling unit room situated on C deck starboard side. The air condi- gas discharges from the compressor as a superheated gas which is then passed receiver
tioning plant produces control of the air temperature through heating or through the condenser where it is condensed to a liquid. The liquid R-134A is
cooling, (regulation of relative humidity) and filtration to remove dust then fed from the condenser, via filter dryer units, to the cooling coils where it Operating the Air Conditioning System
particles. expands under the control of the expansion valves, before being returned to the
compressor as a gas. The air conditioning system is designed to run with one compressor at a time
The units consists of an electrically driven fan drawing air through the meeting the full air conditioning load of the accommodation. Capacity control
following sections: The gas compressor and condenser units, of which there are two, are located in is automatic, but for borderline temperatures capacity can be controlled
the engine room at A deck level on the starboard side.The compressor is fitted manually. The other condensing unit is on standby or available for
Filter
with an internal oil pressure activated unloading mechanism which affords maintenance.
Mixing chamber for fresh and recirculated air automatic starting and variable capacity control. It is protected by high and
low pressure cut-out switches, a high temperature control, a low lubricating oil To Start the Ventilation System
Heating coil (steam heated)
pressure trip, a cooling water pressure trip and a high pressure and oil supply
Evaporator coils (cooling) pressure differential trip. A crankcase heater and cooler are also fitted. a) Check that the air filters are clean.
Humidifier nozzles b) Set the air dampers to the outside position.
Any leakage of refrigerant gas from the system will result in the system
Water separator becoming undercharged. The symptoms of system undercharge will be low
suction and discharge pressure and the system eventually becoming c) Start the supply fans.
The air is forced into the distribution trunking which supplies the accommo-
ineffective.
dation. Air may be drawn into the system either from outside or from the To Start the Air Conditioning Compressor
accommodation via recirculation trunking.
A side effect of low refrigerant gas charge is an apparent low oil level in the
sump. A low charge level will result in excess oil being entrapped in the a) All stop valves, except the compressor suction, in the refrigerant
With heating or cooling coils in use, the unit will normally operate with a line should be opened and fully back seated to prevent the
circulating refrigerant gas, causing the level in the sump to drop. When the
percentage of recirculated air. The ratio of circulation air to fresh air may be pressure in the valve reaching the valve gland.
system is charged to full capacity, this excess oil will be separated out and
varied manually using the damper in the inlet trunking. Individual ventilation
returned to the sump. During operation, the level as shown in the condenser
air outlets in the accommodation spaces are provided with controls for air flow b) The crankcase heater on the compressor to be used should be
level gauge will drop. If the system does become undercharged, the whole
and for additional heating. The additional heating is provided by a small bore switched on at least 6 - 8 hours prior to starting the compressor.
system pipework should be checked for leakage.
pipe fresh water circulation system and this gives individual cabin temperature
control. Hot water for accommodation heating is provided by a separate system c) Check that the oil level is correct. If the compressor has been idle
When required, additional gas can be added through the charging line, after
described later. for a long time the pre-lubrication system must be operated. This
first venting the connection between the gas bottle and the charging
connection. The added refrigerant is dried before entering the system. Any requires the oil pump to be connected to the prelubrication valve
The plant is designed to give specified conditions during summer and winter and the hand prelubrication pump operated for about 35 strokes.
trace of moisture in the refrigerant will lead to problems with the thermostatic
with 100% fresh air.
expansion valve icing up and subsequent blockage.
d) Check the quantity of refrigerant charge. Set the capacity
Summer regulator to minimum and open the compressor suction valve a
Cooling water for the condenser is supplied from the low temperature fresh
Outside +32°C Dry Bulb and 70% Relative Humidity few turns.
water central cooling system.
Inside +25°C Dry Bulb and 50% Relative Humidity
Compressors e) Connect the air conditioning unit to the LT central cooling water
Winter system by opening the necessary valves.
Maker: Sabroe
Outside -20°C Dry Bulb and -% Relative Humidity
No.of sets: 2
Inside +20°C Dry Bulb and 50% Relative Humidity f) Purge air completely from the cooling water system by opening
Model: SMC 106 S
Type: Six cylinder single stage reciprocating piston the air purging valve on the pipe line. Check the compressor
The inlet filters are of the washable mat type and heating is provided by coils smoothness by manually turning it over. Check the settings on the
compressor
supplied by steam from the 7 kg/cm2 system. compressor safety automatic units.
Motor: 55 kW at 1,765 rpm
Cooling is provided by a direct expansion R-134A system. The plant is g) Check the V belt tension.
automatic and consists of two compressor/condenser units supplying the
evaporators contained in the accommodation air handling units.

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 Effie Maersk Machinery Operating Manual

Illustration 2.14.3b Accommodation Air Conditioning Plant Reheating System

Expansion
Tank
(In Funnel Casing
Top Level)

W168V

From To
Accommodation Accommodation

PI
W130V

FW Topping-Up
Line

From 7kg/cm2 W169V

TI
Steam System
T170V TCV

Heater
T171V T169V
W145V W146V

PI PI
Air Conditioning Plant Accommodation
T191V W170V Accommodation Heating
To Drains 1
FW Circulatng Pumps
2 Reheating Unit
Cooler TI
T184V T182V
PI PI

W139V W140V
Key

FW Heating System

Steam

Condensate

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 Effie Maersk Machinery Operating Manual
h) Start the compressor. Confirm the correct direction and check e) Close the inlet and outlet valves on the cooling water to the Accommodation Fresh Water Reheating System
suction and discharge pressures. condenser.
The unit is located on the 2nd deck at the forward end of the engine room.
i) Open the suction stop valve gradually until it is fully open; if the f) Close the inlet valves on the cooling water to the oil cooler. Steam is used to heat fresh water which is then circulated around the accom-
compressor starts making a knocking noise or the crankcase modation spaces. Small bore pipes are taken from the main pipes and supply
foams, throttle the valve immediately. Repeat the action until the g) Switch on the crankcase heater. heated fresh water to heat exchangers in the individual air outlet vents. A
noise stops or the foaming ceases and the valve can remain fully control at the vent activates the reheat exchanger unit at that air outlet vent.
open. The knocking and foaming are due to droplets of liquid To Shut Down the Compressor for a Prolonged Period (more than 2 -3
being fed into the suction with the gas. days) Two pumps are provided to circulate the heated water to the accommodation
spaces although only one would normally be required. A temperature control
j) Check that the time relay 3K13 keeps the solenoid valve in the oil If the cooling system is to be shut down for a prolonged period, it is advisable valve regulates the steam supply to the water heater, the temperature being
return line closed for 20-30 minutes after start-up of the to pump down the system and isolate the refrigerant gas charge in the preselected. The temperature control valve may be bypassed if necessary.
compressor. Check that oil is returning from the separator and that condenser.
the line is warm. Remain at the plant for the first 15 minutes of An expansion tank maintains the system pressure and allows for expansion of
operation or until it has stabilised whichever takes longer. Leaving the system with full refrigerant pressure in the lines increases the the system water. A valve connected to the domestic fresh water system allows
tendency to lose charge through the shaft seal. the level of water in the air reheating system to be maintained.
Checks Whilst Running
a) Shut the liquid outlet valve on the condenser and the outlet from Procedure for Operating the Accommodation Fresh Water Heating
Check inlet and outlet pressure gauges, the oil level, oil pressure the filter. System
and the crankcase for foaming.
b) Run the compressor until the low pressure cut-out operates; if a) Check the level of water in the expansion tank and replenish from
Check for leakages. necessary adjust the low pressure cut-out to a lower value to the domestic FW system if necessary.
ensure complete evacuation of the gas from the system.
Compressor Running Checks b) Set the system valves as in the following table:
c) After a period of time the suction pressure may rise, in which case
The lubricating oil pressure, crankcase oil level and liquid the compressor should be allowed to pump down again, until the Position Description Valve
refrigerant level should be checked at least daily. suction pressure remains low. Open Hot water circulation system isolating valve W169V
Open Hot water circulation system heater inlet valve W170V
The suction and discharge pressure should be checked regularly. d) Shut the compressor suction and discharge valves. The Open No.1 FW circulation pump inlet valve F139V
compressor will stop on the low pressure cut-out. Isolate the Open No.1 FW circulation pump outlet valve F145V
The temperature of oil, suction and discharge should be checked compressor electrically. Open No.2 FW circulation pump inlet valve F140V
regularly. A regular check on the motor bearing temperature Open No.2 FW circulation pump outlet valve F146V
should also be kept. e) Close the inlet and outlet valves on the cooling water to the Open Heater condensate drain outlet valve
condenser. Open Heater drain trap inlet valve T182V
A check should be kept on any undue leakage at the shaft seal. Open Heater drain trap outlet valve T184V
f) Close the inlet and outlet valves on the cooling water to the oil Closed Heater drain trap bypass valve T191V
To Stop the Compressor for Short Periods (about 2 - 3 days) cooler. Open Heater steam inlet valve T169V
Open Heater steam inlet valve to TCV T177V
a) Close the condenser liquid outlet valve to the evaporator and the g) The compressor discharge valve should be marked closed and the Operational Heater TCV
outlet from the filter a few minutes before stopping the compressor motor isolated, in order to prevent possible damage. Closed Heater TCV bypass valve T170V
compressor.
Heating System c) Turn on the power and select one of the pumps to operate
b) Allow the compressor to pump out the system so that the low
level pressure cut-out operates. Preheating is by means of a steam heated element in the air unit, the d) Set the desired temperature for the TCV and check that steam is
temperature of the air after the unit being set to the lowest temperature required admitted to the heater and that the water temperature rises to and
c) Isolate the compressor motor. in the conditioned spaces, usually 15°C. Reheating is controlled at individual is maintained at, the selected value.
cabins and other space ventilation air outlets. Each air outlet is fitted with a
d) Close the compressor suction and discharge valves. heat exchanger and this is brought into operation or turned off by means of a e) Open individual heating valves at cabin ventilation outlets as
switch at the individual air outlet. The reheated uses circulating hot water and required.
this water is piped to each air outlet unit.

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 Effie Maersk Machinery Operating Manual
2.14.4 Miscellaneous Air Conditioning Units Operation

The engine room workshop is equipped with ‘packaged’ type air conditioning Prior to operating the unit the cooling water inlet and outlet valves must be
units. These are stand alone units and they maintain a satisfactory environment opened.
in the engine control room and the workshop. The engine control room is
provided with two units, one at each side of the control room, and the The unit can be used as a heater or a cooler by operation of the COOL/HEAT
workshop with a single unit. changeover switch mounted on the front panel. The compressor does not
operate until the start operating sequence for cooling has taken place and this
Make: Kyung Won Century Ltd starts the fan to ensure that there is air circulation before the refrigeration
Cooling system: R404A direct expansion system operates. The heating sequence will not start until heating has been
Voltage: 440V, 3ph selected. A twist switch allows the level of cooling or heating to be selected
and the unit will operate to comply with the setting, operating the cooling or
Engine Control Room heating system according to demand and the temperature of the incoming air.
Type: MPG5HF3
Capacity: 15,000 kcal/h The unit is equipped with protection devices against high and low refrigerant
pressure and high compressor current. A fusible plug is located at the
Workshop condenser to protect against abnormal pressure rise should cooling fail. The
Type: MPG7.5HF3 plug is set to operate at approximately 72ºC.
Cooling capacity: 22,500 kcal/h
Maintenance of the unit under normal operation should be limited to a monthly
Although the workshop and engine control units are of different sizes they are check for refrigerant loss and cleaning of the air filter. Every three months the
identical in operation and the same description below applies to both types. condenser zinc anode condition should be checked. A more intensive
inspection should be carried out every year which should include a check of
The cooling system is regulated automatically by the thermostat sensing the the fan belt tension and condition.
intake air temperature. Automatic regulation is effected by an R404A high/low
pressure switch. More detailed information is available in the manufacturer’s handbook for this
equipment.
The compressor is of the hermetically sealed reciprocating type, where the
compressor and motor are encased in a single casing.

The condenser is a water cooled shell and finned tube type, the cooling water
coming from the LT central cooling system (see section 2.5.2). The pressurised
refrigerant is led into the steel body and transfers its heat into the water passing
through the cooling tubes.

The evaporator is of the multi-pass cross finned tube type consisting of

aluminium fins attached to copper tubes. Air is blown over the evaporator and
its temperature is reduced as it imparts heat to the evaporator. As the surface
temperature of the evaporator will normally be lower than the dew point
temperature of the air, part of the moisture in the air is condensed, lowering the
absolute humidity and thereby achieving dehumidification.

The air conditioner is also equipped with a circulating fan, filter and strainer.

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 Effie Maersk Machinery Operating Manual
Illustration 2.14.5a Sewage Treatment System Hospital
Sweat Waste Water (Starboard)
Sweat To Scupper Galley
Waste Waste
Scupper Funnel Drain Drain
Water Soil (Port) Soil Water Soil (Starboard)
(Port) Drain

From Fresh From Hot

Water Hydrophore Water
Unit Calorifer

Public
Toilet

P3V P4V
Basin Urinal

3rd Deck

P16V P18V
P12V
P11V
P14V To Bilge
Holding
PI
tank

P17V P6V
Compressor

Chlorinator

Screen
Sewage Treatment
P8V P7V LS
Plant
Aeration
Tank Chlorination LS P9V PI0V
Clarification
Tank
Tank
Air Diffuser
LS

PI CI
Key
1 P15V
P2V P1V To Bilge
Sewage Pipes Discharge
From Bilge/Fire Holding
PI CI Pump's
Air and Tank
2 General Service
P13V Pump

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 Effie Maersk Machinery Operating Manual
2.14.5 Sewage Treatment Clarification Compartment All compartments are fitted with vent pipes and these carry CO2 and other
gases to a vent discharge at the funnel.
Sewage Treatment Plant The mixed fluid passes into this compartment through a screen filter and settles
Maker: Sasakura Engineering Co out. The clarification compartment is of the hopper type and the activated (Note ! Discharge overboard should not take place within 12 nautical miles of
No of sets: 1 sludge settles to the bottom. A weir maintains the level in the compartment and the coast.)
Model: Super Trident ST-3A water flows over this weir into the chlorinator. Sludge which settles to the
Capacity: 2,310 litres/day (34 persons per day) bottom of the hopper returns to the aeration compartment, via the air lift, and The sewage treatment plant should not be shut down, except for maintenance,
carries with it bacteria to enable the action in the aeration compartment to as the bacteria will become inactive due to the absence of sewage to digest. If
Sewage Discharge Pump continue. this happens it can be difficult to reactivate the unit unless a fresh supply of
Maker: Sasakura Engineering Co activated bacteria is made available. Under no circumstances should biocide
No of sets: 2 Chlorination Compartment materials such as bleach be used for cleaning WC bowls as this will kill the
Model: BHNR-50 bacteria.
Capacity: 7 m3/h x 26 mth Pure water from the clarification section flows into the chlorinator where it
dissolves chlorination tablets. The chlorinated water flows into the chlorination The air compressor should operate at all times with air supplied to the plant
System operation compartment where the process of sterilisation by the chlorine is completed. through inlet valves to the aeration and clarification compartments and the air
At the side of the compartment are two float activated level switches which lift units. In an emergency soil waste from WC bowls, except the public toilet
Waste discharge from WC bowls flows, by means of gravity, to the common control the discharge pump operation. When the tank level rises to the ‘high’ WC bowl, can be discharged overboard, valve P12V is opened and valve P11V
collector pipe which enters the aeration tank of the sewage treatment plant. switch, the pump is started and the contents of the chlorination tank are to the sewage treatment plant is closed. It is possible for the plant discharge
The common soil pipe from the accommodation block enters the aeration tank pumped overboard. When the ‘low’ switch is activated the pump cuts out. pumps to pump the waste water ashore to connections on the port or starboard
via valve P11V. The public toilet WC bowl has a connection with the main soil There is an additional float operated switch placed above the ‘high’ switch and sides of the ship. To do this valve P3V to the overboard discharge line must be
pipe after this valve; there is a swing check valve P14V in this line from the this sounds an alarm should the level of the compartment become abnormally closed and valve P4V to the shore connections opened; the port or starboard
public toilet WC bowl. The public toilet is situated on the 3rd deck. The high. An emergency overflow pipe directs overflow water to the bilge holding shore discharge valves must be opened.
hospital waste water pipe has its own direct entry to the aeration tank via a tank. There are two discharge pumps, one operating on automatic and one on There are two overboard discharge valves for the waste water from the plant.
water sealing U-bend. standby and these discharge the treated water overboard. Valve P6V is at the load water line and would be used when the ship is in
loaded condition and valve P7V is at the ballast water line and would be used
Sewage Plant Operation Chlorination tablets are added to the chlorinator as required. when the ship is operating in ballast.

The unit consists of three compartments, an aeration compartment, a clarifica-

tion compartment and a chlorination compartment. The basic operating
principle is that of bacterial digestion of the sewage and so it is necessary to
ensure that bacteria is available to the incoming sewage. This is contained in
the activated sludge and there is an air supply as biological action requires
oxygen.

Incoming sewage enters the aeration compartment and passes through a screen
which separates any items which cannot effectively be treated by the unit. The
screen also breaks the sewage into smaller particles. The aeration compartment
is supplied with air from the compressor and there is also a return line from the
clarification tank. An air lift arrangement, supplied with compressed air,
encourages activated sludge from the clarification compartment to flow into
the aeration tank; this activated sludge containing the bacteria digests the
sewage. There is also a return from the surface of the clarification
compartment which brings back debris skimmed from the surface of that
compartment. The aeration compartment is provided with a vent to release the
carbon dioxide produced by the bacterial action. Incoming oxygenating air
ensures that the contents of the tank are mixed with the incoming sewage and
the activated sludge. Sewage under treatment remains in the aeration
compartment for about 24 hours before passing through to the clarification Sewage Treatment Plant
section.

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 Effie Maersk Machinery Operating Manual
Illustration 2.14.6a Garbage Management Plan..I

Garbage Management Plan For Maersk

Ship Operational Garbage Cabin Garbage & Public Room Galley & Messroom Garbage

Deck Engine Room Officers Crew Galley Stores Galley & Messroom
1.Plastic 1.Plastic 1.Plastic 1.Plastic 1.Plastic 1.Food waste
2.Floating dunnage 2.Floating dunnage 2.Paper, rags, glass, bottles, 2.Paper, rags, glass, bottles, 2.Packing material 2.Plastics
3.Lining/packing materials 3.Lining/packing materials metal, etc. metal, etc. 3.Paper, glass, bottles, 3.Packing material
4.Paper, rage, glass, metal, 4.Paper, rage, glass, metal, metal, etc. 4.Paper, glass, bottles,
bottles, etc. bottles, etc. metals, etc.
5.Oily rags 5.Oily rags
6.Solid oily waste 6.Solid oily waste
7.Waste oil 7.Waste oil Separation Separation
Generated garbage Generated garbage
separated at source into the separated at source into the
marked receptacles by the marked receptacles by the
Chief Cook Chief Cook & 2/Cook

Separation Separation Separation Separation

Generated garbage Generated garbage Generated garbage Generated garbage
Chief cook will check with
separated at source into the separated at source into the separated at source into the separated at source into the
the bridge if vessel is more
marked receptacles by the marked receptacles by the marked receptacles by the marked receptacles by the
than 12 miles from nearest
occupants/users occupants/users occupants/users occupants/users
land 12 miles

Yes No
Location of Location of Location of Location of Collected
Collected by Collected by Collected by
receptacles receptacles receptacles receptacles by
Bridge 4-8 GP1 Work shop Motorman Cabin 2/Cook Cabin Occupant
Radio room 4-8 GP1 E.C.R. Motorman Cleaning gear Cleaning gear Lk.
Location of Processing of Food Waste Location of
C.C.R. 4-8 GP1 Engine Store Motorman Lkr on A&C-Dk 2/Cook on upp.&B-Dk GP2 Collected by Collected by
receptacles Food waste will be processed receptacles
Laundry GP2 E/R Decks Motorman Conf. room 2/Cook Crew smoking GP2
Deck stores GP2 Off. smoking 2/Cook room Inside Store 2/Cook using chafe cutter or disposer Inside galley 2/Cook
room Suez room GP2 and will be disposed to the Officers mess 2/Cook
infirmary 2/Cook Gymnasium GP2 sea. Chief Cook is responsible Crew Mess GP2
for the operation of the
DISPOSER located in the
galley.

To Sea

Storage Storage
WATER TIGHT GARBAGE ROOM WATER TIGHT GARBAGE ROOM
LOCATED : ON UPP. DECK AFT LOCATED : ON UPP. DECK AFT
The collected garbage to be brought The collected garbage to be brought
every morning to the garbage room every morning & evening to the garbage
as per designated duties for storage. room as per designated duties for
storage.

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 Effie Maersk Machinery Operating Manual
Illustration 2.14.6b Garbage Management Plan..II

Storing Garbage In Garbage Room (Located On Upper Deck Aft Starboard Side)

Red Receptacle Blue Receptacle Yellow Receptacle Green Receptacle Black Receptacle
For incineration For sea disposal For sea disposal Food waste For landing ashore
Examples >25 nm >25 nm for sea disposal
Examples
1.Burnable dunnage outside special area outside special area >25 nm
2.Paper, rags, etc outside special area 1. Paint
Examples Examples
3.Oily rags 2. Chemicals
1.Floating dunnage 1.Paper, rags, glass, metal, Examples
4.Solid oily waste 3. Oil soaked material
2.Lining bottles, crockery & similar 1.Food waste 4. Plastic
5.Waste oil
3.Packing materials refuse
2.Incinerator ash

Collected By
GP2 & GP1
Under supervision
of C/O and taken Sea Disposal Disposal To Shore Facility
to incinerator 1.Under the supervision of 2/E 1.Under the supervision of 2/E
2.Obtained permission from Bridge 2.All Disposals to be recorded in the
3.All Disposals to be recorded in the garbage log
garbage log
Incineration
By 2/E By GP2 and assisted by GP1
Under supervision
of 2/E

To Sea To land ashore

Generated ash
brought to storage
area and kept in
yellow receptacle
for sea disposal by
2/E

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 Effie Maersk Machinery Operating Manual

Incinerator Unit

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 Effie Maersk Machinery Operating Manual
2.14.6 Incinerator and Garbage Disposal The special areas are as follows: Dry waste from the accommodation is collected, shredded and then transported
to the incinerator for burning. Dry waste from the engine room is taken directly
Incinerator The Mediterranean Sea
to the incinerator.
The Baltic Sea
Maker : Hyundai marine Machinery Co., Ltd. Non-Burnable Dry Waste
Type : Maxi 150 SL-1 E/S The Black Sea
The Red Sea Non-burnable dry waste production for approximately 50 people is given as
The incinerator can burn solid garbage waste and engine room waste oil. approximately 20kg per day or 80 to 100 litres per day without compacting.
Diesel oil can be burned to assist the total combustion when required. The unit The Persian Gulf
is capable of burning 82 litres of waste oil per hour and 150 kg/h of compacted Non-burnable waste from the accommodation is collected in the waste
solid waste per charge. Garbage Outside Special Areas
management room before overboard dumping or discharge ashore.

The incinerator has the following built-on main components: Disposal of plastics including plastic ropes and garbage bags is prohibited.
Other Waste
Primary blower for cooling and combustion air Floating dunnage, lining and packaging are allowed when over 25 miles
offshore. Oily rags may be burnt in the incinerator in small quantities.
Sludge burner
Sludge pump Paper, rags, glass, bottles, crockery and other similar materials are allowed Cans that have contained oils or chemicals must be stored before discharge
over 12 miles offshore. ashore.
Primary burner for primary combustion chamber
Control panel, CP-1 and CP-3 All other garbage including paper, rags etc. are allowed when over 3 miles Incinerator ash must be stored on board in a specially dedicated location site if
offshore. less than 12 miles offshore. Otherwise the ash can safely be dumped
Thermocouples for detecting temperatures and alarm in primary overboard.
combustion chamber
Food waste can be disposed of in all areas over 12 miles off shore.
Thermocouples for detecting high flue gas temperature and alarm Procedure for the Operation of the Incinerators
Due regard should also be taken of any local authority, coastal, or port
Automatic built-on non-flareback sluice Preparation for Start-up of the Incinerator
regulations regarding the disposal of waste. To ensure that the annex to Marpol
The combustion chamber is fitted with a feeding door, to admit garbage, and a 73/78 is complied with, waste is treated under the following cases:
a) Ensure that there is MDO in the tank and that the supply and
slag door to allow removal of ash and slag when incineration is completed. Food waste return valves to and from the MDO pump are open.
Flue gas from the incinerator is vented via the exhaust ducting/funnel to the
atmosphere. Burnable dry waste, plastic and others
b) Open the inlet and outlet valves on the sludge tank and the air
Non-burnable dry waste supply.
Control of the incinerator, the diesel oil pump, waste oil circulating pump and
flue gas fan are from the local control panel. Other waste, including oily rags and cans, chemical cans and c) Ensure that the air inlet to the primary blower is clear and that the
incinerator ash flue gas outlet is clear. The flue gas damper should always be
Provision is made for local indications of combustion chamber temperatures,
fully open and should only be used if there is too much draught in
together with a flue gas high temperature alarm. Garbage Disposal Procedures the funnel uptake; this is indicated by the negative pressure in the
combustion chamber dropping below 50 mmWG.
The unit is provided with its own MDO service tank, which can be filled from Food Waste
the MDO transfer pump. The incinerator’s own DO pump takes suction from
d) Ensure that there is a power supply to the incinerator and activate
this tank to the burner unit. The sludge burner is fitted with atomising air from Food waste production for approximately 50 people is given as 15 to 25kg per the main switch on the control panel.
the general service air system. day or 75 to 125 litres per day without compacting.
e) Reset the alarm lamps. Make sure that the lamps are working by
Summary of Regulations The daily food waste produced is collected in bags in the galley. activating the pushbutton for lamp test on each lamp.
Annex V of Marpol 73/78, the regulations for the prevention of Pollution by Burnable Dry Waste f) Check the rotational direction of the primary air blower by
Garbage from Ships, controls the way in which waste material is treated on
starting the incinerator for a short period.
board ships. Although it is permissible to discharge a wide variety of garbage Dry waste production for approximately 50 people is given as approximately
at sea, preference should be given to disposal by utilising shore facilities where 30kg per day or 1,000 to 1,500 litres per day. The volume can be reduced by a
available. A summary of the garbage disposal regulations are given below. factor of 5 by shredding the waste.

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 Effie Maersk Machinery Operating Manual

Incinerator Control Panel

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 Effie Maersk Machinery Operating Manual
g) Check the pressure in the combustion chamber by starting the Starting Up the Incinerator on Sludge The following conditions are indicated in the ECR:
incinerator for a short period of time. If no vacuum is obtained,
Sludge oil tank high level
adjust the damper in the flue gas mixing chamber a) Ensure that the switch is turned to SLUDGE-ON.
Sludge oil tank low level
Start Up the Incinerator on Solid Waste b) Activate the INCINERATOR START switch on control panel.
Sludge oil tank temperature high
The incinerator will start automatically and ignite the primary
a) Ensure that the switch is turned to SLUDGE-OFF. burner.

b) Activate the INCINERATOR START switch on the control panel. c) After a preheating period of about 13 minutes with the primary
The incinerator will start automatically and ignite the primary burner operating, the sludge burner starts automatically.
burner.
d) The incinerator will operate in the set temperature range, 850 to
c) The incinerator will operate in the set temperature range, 850 to 950ºC. If the incinerator goes out it must be reset by means of the
950ºC. If the incinerator goes out it must be reset by means of the RESET FLAME FAILURE BURNER.
RESET FLAME FAILURE BURNER.
e) When the DELAY PRIMARY BURNER is switched to
d) Add solid waste to the incinerator primary combustion chamber AUTOMATIC the primary burner operates for 25 seconds to
using the automatic non-flare-back sluice by activating the ignite the sludge burner automatically. If the DELAY PRIMARY
pushbutton on the control panel CP-3. Before adding more solid BURNER is switched to MANUAL the primary burner operates
waste ensure that the incinerator has sufficient capacity by continuously with the sludge burner.
looking through the sight glass. .
Stopping the Incinerator
! CAUTION
Do not put incombustible materials such as glass in the primary a) Activate the switch INCINERATOR STOP.
combustion chamber.
b) When the incinerator temperature drops below 145ºC the
Do not put wet solid material in the primary combustion chamber more incinerator stops automatically.
than one hour before starting.
c) When the incinerator has stopped, switch off the main switch on
When burning oily material do not add more than 15 litres of oily material the control panel.
per charge.
! CAUTION
Never add more than 10 kg of highly combustible material such as plastics Never stop the incinerator on the main switch during operation as this will
at each charge. cause melt-down of the burners.

Do not overload the incinerator. The following conditions trip the incinerator :
Power source failure
Ideally add waste materials in bags of no more than 10 kg per bag in order
to ensure optimum burning. Flue gas temperature high
Burner trip
Remove slag carefully and do not knock or hammer the sides of the
primary combustion chamber to dislodge slag. Sludge/steam pressure low
Fan trip
WARNING
Never put explosive material such as closed containers or aerosols in the DO pressure low
incinerator.
Burner and trash door open
Combustion chamber temperature high
Emergency stop

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 Part 3
Main Machinery Control

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 Effie Maersk Machinery Operating Manual
Illustration 3.1.1a Block Diagram of the ICMS System
Accommodation
Operator's DC 2000 PC Bridge Panel
Panel No.3 Watch Control Units
OPERATOR CONTROL PANEL

15" 15" Watch

Monitor Monitor X10 / X15 Bridge
Unit
CONTROL
WCU WCU A-WCU WCU WCU B-WCU WCU WCU WCU WCU

Chief Eng. 1st Eng. 2nd Eng. 3rd Eng. Officers' Officers' Duty Gymnasium Conference Control
Mess Room Saloon Mess Room Centre
Main
X16 WA / X16 WB
Computer
Unit No.3 BZ BZ BZ
Bridge Buzzers

Net A
Engine Control
Net B
Room

Emergency
Alarm Log
Supply
Printer Printer
21" 21"
1X 16.5 2X 16.5
Monitor Monitor

220V
AC A.C.
UPS Unit
220V
AC Operator's Operator's
Panel No.1 Panel No.2
OPERATOR CONTROL PANEL

Ext. Sound Off OPERATOR CONTROL PANEL

Ext. Sound Off
Main Main
Distribution Computer Computer
Unit No.1 Unit No.2
CONTROL
CONTROL

Net A

Net B
2X15
2X16.4
1X15 1X16.4

SAU SAU SAU SAU SAU SAU SAU SAU SAU SAU SAU SAU SAU
S.S.U. A.C. 4
No. 1 No. 2 No. 3 No. 4 No. 5 No. 6 No. 7 No. 8 No. 9 No. 10 No. 11 No. 12 No. 13

Signal Acquistion Units Signal Acquistion Units

RL

Rot. Light Klaxon

Engine Room

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 Effie Maersk Machinery Operating Manual
3.1 Control System General Description of System Functions and Operation Options allow individual acquisition units to provide centralised visual and
audible alarm signals, to indicate normal alarms if they become isolated.
3.1.1 Machinery Control and Alarm System Overview General Alarm Functions
The acquisition units can therefore be considered as a full back-up facility.
Maker: Kongsberg Norcontrol The Signal Acquisition Units (SAU) monitor machinery status sensors.
Type: DataChief 2000 In The Engine Control Room
Each acquisition unit contains a microprocessor and is programmed to detect
when the status of its monitored signals become unacceptable for the safe or As soon as an acquisition unit detects an alarm condition, the alarm is
Introduction
efficient operation of the ship’s machinery. It also inhibits unwanted alarms identified by a flashing indicator on the OCP. The alarm is then displayed at
The DataChief 2000 is microprocessor based alarm monitoring, data during, for example, start up and shutdown of the machinery. The DC 2000 the ECRT and a buzzer sounds. The alarm logging printer then automatically
acquisition and control system. Main Computer Unit (MCU) continuously monitors the status information via prints out the alarm details. By pressing the flashing indicator on the OCP,
a common communication loop. more detailed alarm information is displayed on the ECRT.
It is designed to provide the ship’s staff with all the basic alarm and status
information they require to maintain safe and efficient operation of the When an unacceptable condition is detected, the signal acquisition units and Detailed information related to any sensor connected to an acquisition unit,
machinery, especially when unmanned. the DC 2000 generate an alarm signal, which identifies the responsible concerning alarm or normal status data, can also be shown on the ECRT, or
machinery sensor and provides information about the condition. written out on the logging printer, on demand. Any analogue sensor may be
The Remote Operator Stations (ROS) feature full colour graphic displays and
presented as a bar graph or a trend curve.
functional operator’s panels. The data received by the MCU is filtered and selectively distributed to the
Engine Control Room Terminal (ECRT), printer, Operator Control Panel Selected sensors may be logged automatically at a fixed time interval on the
Description of System Units (OCP) and to the engineers’ accommodation (cabin, mess, dayroom). printer. The system is able to display a number of the latest alarms or all
currently active alarms.
Main Computer Unit (MCU) An alarm signal received by the MCU causes both visual and audible alarm
The main computer unit collects and processes data from the local process indications. The MCU automatically sends an alarm signal to the machinery The logging printer and ECRT record all status changes, such as ‘alarm
units, then distributes the presentation of the processed data to the Operator space and if the watch calling system is enabled, to the engineers’ accommo- acknowledgement’ and ‘alarm condition cleared’. The system will return to
Control Panel (OCP) and the logging printer. dation. This signal also generates both visual and audible alarm indications. normal when all alarm conditions have been cleared.

Remote Operator Station The alarm data available, which includes the general alarm signal, plus the Alarm limits and delays are adjustable from the OCP.
normal-status data and the system control facilities, are summarised below.
Operator Control Panel: OCP8810/SW Version 49
A counter function is provided to keep track of running hours for engines,
Available Data System Control Facilities pumps and other related items. This function is also capable of accumulating
The operator control panel, together with the colour graphic monitor, forms the
operator station. flow data. The counter values may be shown on the ECRT or printed at the
When an alarm occurs, the alarm signal is distributed as described above. The logging printer.
following text summarises the available data and the system control facilities
Signal Acquisition Unit (SAU)
provided at the various locations. Selection of engineers for watch-call duty is carried out at the OCP. All
The signal acquisition unit is a general purpose data acquisition unit. It has a
available engineers, whether on duty or not, may be called to the ECR in the
front panel where the operator can locally inspect the status of monitored In the Machinery Spaces case of an emergency by activation of the CALL ALL ENG key on the OCP.
signals.
Detailed information on the type of alarm and its source is available at the Machinery watch responsibility may be changed from the ECR to the bridge
Full monitoring and alarm facilities are provided in the Engine Control Room acquisition unit that originated the general alarm signal. In addition, detailed and back to the ECR.
(ECR). information about the normal status of the machinery monitored by the
acquisition unit is always available at the unit.
Sufficient facilities are also provided for a machinery watch on the bridge, with
a watch calling sub-system enabling engineers to be automatically called to the If an acquisition unit is isolated from the rest of the system by a communica-
ECR when they are on watch-call duty in the accommodation. Both the tion break-down, or if the MCU develops a serious fault, all the necessary
machinery and the ECR may safely be left unmanned while the machinery alarm and monitoring functions, normally associated with the machinery
watch is carried out on the bridge. monitored by the acquisition unit, are available locally at the acquisition unit.

An alarm is automatically generated if an acquisition unit becomes isolated.

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 Effie Maersk Machinery Operating Manual
Illustration 3.1.1a Block Diagram of the ICMS System
Accommodation
Operator's DC 2000 PC Bridge Panel
Panel No.3 Watch Control Units
OPERATOR CONTROL PANEL

15" 15" Watch

Monitor Monitor X10 / X15 Bridge
Unit
CONTROL
WCU WCU A-WCU WCU WCU B-WCU WCU WCU WCU WCU

Chief Eng. 1st Eng. 2nd Eng. 3rd Eng. Officers' Officers' Duty Gymnasium Conference Control
Mess Room Saloon Mess Room Centre
Main
X16 WA / X16 WB
Computer
Unit No.3 BZ BZ BZ
Bridge Buzzers

Net A
Engine Control
Net B
Room

Emergency
Alarm Log
Supply
Printer Printer
21" 21"
1X 16.5 2X 16.5
Monitor Monitor

220V
AC A.C.
UPS Unit
220V
AC Operator's Operator's
Panel No.1 Panel No.2
OPERATOR CONTROL PANEL

Ext. Sound Off OPERATOR CONTROL PANEL

Ext. Sound Off
Main Main
Distribution Computer Computer
Unit No.1 Unit No.2
CONTROL
CONTROL

Net A

Net B
2X15
2X16.4
1X15 1X16.4

SAU SAU SAU SAU SAU SAU SAU SAU SAU SAU SAU SAU SAU
S.S.U. A.C. 4
No. 1 No. 2 No. 3 No. 4 No. 5 No. 6 No. 7 No. 8 No. 9 No. 10 No. 11 No. 12 No. 13

Signal Acquistion Units Signal Acquistion Units

RL

Rot. Light Klaxon

Engine Room

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 Effie Maersk Machinery Operating Manual
On the Bridge Critical Alarm Indicators

Facilities are provided for indicating and accepting the transfer of machine These indicators are labelled to request deck officers to perform a correcting
watch responsibility to or from the bridge. action such as slowdown or shutdown of the propulsion engines.

When the bridge is on machinery watch, one or more engineers must be on Non-Critical Alarm Indicators
watch call duty. The machinery monitoring general alarm signal will call the
engineer to the ECR if an alarm condition arises. The visual alarm data on the These indicators are normally labelled, as for general alarm(s). These alarms
bridge panel consists of single or group alarm indicators. When an alarm is do not affect the normal operation of the ship and no action from the bridge
acknowledged or cleared in the ECR, appropriate indications are given on the will affect them.
bridge panel.
Extended Alarm and Watch Calling System Summary
(Note! The DC 2000 system prevents the bridge from assuming watch respon-
sibility if there are no engineers on watch call duty.) The purpose of this system is to transfer the responsibility from the engine
control room to the bridge, the duty engineer’s cabin and the mess room, when
The bridge personnel may call the duty engineer from their accommodation at the unmanned machinery period starts.
any time for consultation. An indication for the acknowledgement of such calls
is provided. The transfer of the responsibility is requested by the operator in the engine
control room and accepted by the operator on the bridge.
If the bridge personnel are not on machinery watch, alarm indications can still
be provided, with indicators showing when an alarm has been acknowledged One of the engineers must be selected as duty engineer.
in the ECR.
When the alarm system is in the bridge mode, the bridge panel, duty engineer
The operator’s control panel on the bridge differs from the ECR operator cabin unit and mess room units will be active and all alarms will be transferred
panels in that the watch buttons are not shown. to these units.

In The Engineers’ Accommodation ‘Call duty engineer’ is included in the watch calling system and has two
functions.
If an engineer has been assigned to on-call duty (from the ECR), the alarm
Call duty engineers from the bridge
signal will cause a buzzer to sound and an indicator lamp to illuminate, both in
the engineer’s cabin and in the general accommodation. The engineer would Call all engineers from the ECR
then normally go to the ECR to find the cause of the alarm. If the engineer does
not acknowledge the alarm within a specified time, the alarm signal is repeated The functions are independent of watch mode and may be used both in the
in the engineers’ accommodation and on the bridge until acknowledged. engine mode and the bridge mode.

Similar indications (buzzer and lamp) are provided to call an engineer to the
bridge or the ECR when no alarm conditions exist.

Extended Alarm and Watch Calling System

The Extended Alarm and Watch Call System comprises machinery alarm
indicators and communication between the ECR, engineers’ accommodation
and the bridge.

The following alarms are provided for both the bridge panel (WBU) and the
engineers’ accommodation panel (WCU). The alarm group indicators are
optional and have the same function for both bridge and engineers’ accommo-
dation panels.

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 Effie Maersk Machinery Operating Manual
Illustration 3.1.2a DataChief 2000 Operator Station

OPERATOR CONTROL PANEL

M/E M/E LO M/E M/E SCAV CHIEF CALL M/AE

POWER
CONTROL
SYSTEM
& SHAFT
SYSTEM
COOL W.
SYSTEM
AIR & EXH
GAS SYS
BRIDGE
WATCH
ENG.
WATCH
ENG.
ON DUTY
ALL
ENGINEERS
EXH GAS
TEMP
/ * - +
M/E No.1 G/E & No.2 G/E & No.3 G/E & IST 2ND 3ND CALL
FUEL OIL
SYSTEM
GENERATOR
SYSTEM
GENERATOR
SYSTEM
GENERATOR
SYSTEM
ENG.
ON DUTY
ENG.
ON DUTY
ENG.
ON DUTY
DUTY
ENG
7 8 9
GEN. COMMON No.1 No.1 BOILER COMM
ELEC PWR
SYSTEM
BOILER
SYSTEM
BOILER
SYSTEM
& ECON
SYSTEM
4 5 6
STEERING PUMP & E/R DEVIATION
BILGE
SYSTEM
GEAR CRTL
SYSTEM
MOTRO FAIL
SYSTEM
STROAGE
TANK SYS
PARAM.
CONFIG.
1 2 3
NAV & AUTO SELECTED INHIBIT
MISC. FIRE GROUP
SYSTEM SYSTEM
COMM
SYSTEM
LOG
CONFIG.
POINTS
LOG
LOG
POINTS
LOG 0 .
SET SELECTED SELECTED SELECTED
DATE & POINTS BARGR TREND
TIME CONFIG. CONFIG. CONFIG.

SYSTEM SELECTED SELECTED SELECTED

INHIBIT
FAILURE POINTS BARGR TREND
POINTS
DISPLAY DISPLAY DISPLAY
0 1
SYSTEM TAG MONITOR
SOUND ALARM ALARM ALARM GROUP GROUP
INFOR ALARM LAMP
OFF SUMMARY HISTORY ACK. DETAILS DISPLAY ALARM OCP
DISPLAY TEST TEST
DISPLAY

Cursor Control
Trackball

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 Effie Maersk Machinery Operating Manual
3.1.2 Operator Stations Alarm System (Red Buttons) Call All Engineers:
The button flashes when pressed and the indicators and horns on all watch call
Introduction The total number of alarms included in the system is divided into a number of panels in the engineers’ accommodation are activated. To deactivate this
alarm groups. Each group is represented on the OCP for alarm presentation. function the button is pressed again.
The remote operator station consists of three units:-
A main computer unit Alarms are divided into various groups. A button in the alarm section
Engineers on Duty:
represents each group.
Two operator control panels When one of the ENGINEERS ON DUTY buttons is illuminated, the engineer
on duty is in charge of the watch when the engine room is unattended. The cor-
Two graphic displays When an alarm occurs, the corresponding button starts flashing and the alarm
responding ON DUTY indicators in the accommodation are also illuminated.
buzzer is activated. To display an actual alarm group, press the corresponding
There are alarm and log printers in the ECR. button. The indicator stops flashing when all alarms in the group are acknowl-
Input Keypad
edged, but remains illuminated until all the alarm conditions are returned to
The station serves three different tasks in an alarm monitoring and control normal. Numeric Keys:
system:
Some of the alarms are conditional and have to be inhibited when a specified Ten buttons for numeric input.
1. Receiving and sending data from local acquisition units and condition is present. When the button is pressed, the VDU displays the
process control units on a serial instrument network. Delete:
inhibited points alarm list.
Delete numeric input during an input sequence.
2. Presentation and monitoring of alarm information with Alarm Functions and Displays (White Buttons) Space:
acknowledge functions.
When an alarm occurs, the alarm buzzer is activated. Used for passive settings for alarm limit etc.

3. Extension of the alarms to the bridge and to the engineer on By pressing the button, the buzzer will be deactivated.
Enter:
watch, while in the unmanned condition.
Alarm Summary: Ends a sequence of numeric input / activate editing.
Operator Control Panel (OCP) All active alarms, in all groups, are displayed on the VDU. Up to 20 alarms can
Description be displayed on each page. Previous:
To enable the user to operate the system, different functions are provided. The Displays the previous page of the selected page group.
interface between the operator and the remote operator station consists of An alarm is displayed only once. If the number of alarms fills more than one
graphic displays and control panels. page, turn the pages by activating the NEXT PAGE button. Next Page:
Alarm History: Displays the next page of the selected page group.
The operator control panel is a dedicated functional keyboard, with illuminated
pushbuttons for direct activation of functions. One push will normally activate Displays up to 200 alarms, 20 on each page, with time and date. The latest
one function together with one display. activated alarm is always added to the top of the list and the alarm at the Arrow Keys:
bottom of the list is deleted. To turn the pages, activate the NEXT PAGE Moves the cursor or the field highlighted.
The OCP buttons are grouped into the following sections: button. The page up and page down buttons allow for movement between
Alarm system pages. The unacknowledged active alarms are marked with an asterisk. Standard Functions

Alarm functions and displays System Config.:

Alarm Acknowledge:
Watch calling system System parameters and functions.
When the button is pressed, ‘New’ alarm status conditions in the above
Input keypad mentioned displays will change to ‘Ack’. If more than 21 new alarms have
occurred, the next page will be automatically displayed. Set Date and Time:
Standard functions
Adjustment of the date and time.
Log functions Watch Calling (Green Buttons)
Special functions Clear Screen:
Bridge Watch:
Initiates bridge watch. This means that the engine room is unattended. Clear screen when not in use.

Selected Trend Config.:

Engine Watch:
When the ENGINE WATCH is illuminated, the engine room is attended. Menu for selecting measuring points to be logged for trend display.

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 Effie Maersk Machinery Operating Manual
Illustration 3.1.2a DataChief 2000 Operator Station

OPERATOR CONTROL PANEL

M/E M/E LO M/E M/E SCAV CHIEF CALL M/AE

POWER
CONTROL
SYSTEM
& SHAFT
SYSTEM
COOL W.
SYSTEM
AIR & EXH
GAS SYS
BRIDGE
WATCH
ENG.
WATCH
ENG.
ON DUTY
ALL
ENGINEERS
EXH GAS
TEMP
/ * - +
M/E No.1 G/E & No.2 G/E & No.3 G/E & IST 2ND 3ND CALL
FUEL OIL
SYSTEM
GENERATOR
SYSTEM
GENERATOR
SYSTEM
GENERATOR
SYSTEM
ENG.
ON DUTY
ENG.
ON DUTY
ENG.
ON DUTY
DUTY
ENG
7 8 9
GEN. COMMON No.1 No.1 BOILER COMM
ELEC PWR
SYSTEM
BOILER
SYSTEM
BOILER
SYSTEM
& ECON
SYSTEM
4 5 6
STEERING PUMP & E/R DEVIATION
BILGE
SYSTEM
GEAR CRTL
SYSTEM
MOTRO FAIL
SYSTEM
STROAGE
TANK SYS
PARAM.
CONFIG.
1 2 3
NAV & AUTO SELECTED INHIBIT
MISC. FIRE GROUP
SYSTEM SYSTEM
COMM
SYSTEM
LOG
CONFIG.
POINTS
LOG
LOG
POINTS
LOG 0 .
SET SELECTED SELECTED SELECTED
DATE & POINTS BARGR TREND
TIME CONFIG. CONFIG. CONFIG.

SYSTEM SELECTED SELECTED SELECTED

INHIBIT
FAILURE POINTS BARGR TREND
POINTS
DISPLAY DISPLAY DISPLAY
0 1
SYSTEM TAG MONITOR
SOUND ALARM ALARM ALARM GROUP GROUP
INFOR ALARM LAMP
OFF SUMMARY HISTORY ACK. DETAILS DISPLAY ALARM OCP
DISPLAY TEST TEST
DISPLAY

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 Effie Maersk Machinery Operating Manual
Selected Trend Display: Lamp Test: Acknowledgement of Alarms when the Engine Room is Unattended
Display trends. When the button is pressed, all active light pushbuttons on the
Press SOUND OFF on the cabin unit: The buzzer is deactivated.
operator control panel will illuminate.
Selected Points Config.:
Press SOUND OFF on the bridge unit: The buzzer is deactivated.
Menu for selecting the measuring points to be displayed or the Procedure for the Operation of the Operator Control Panel
logged in selected points display. Press SOUND OFF and ALARM ACK. The buzzer is deactivated, and
Alarm Summary Display
on the OCP in the engine room: the alarm is acknowledged.
Selected Points Display:
Display selected trends. Action Result
If the engineer does not acknowledge the alarm within 3 minutes, the repeat
Press ALARM SUMMARY: Alarm summary is displayed
alarm is activated on the bridge.
Selected Bar Graphs Config.:
Group Display
Menu for selecting measuring points to be displayed as bar Call the Duty Engineer from the Bridge
Press GROUP DISPLAY: The prompt ‘Select group’ is
graphs. displayed in the lower left of the
Press CALL DUTY ENGINEER: The indicator ‘Call Duty Engineer’
screen.
Selected Bar Graph Display: illuminates.

Display selected bar graphs. Select group then enter or The group is displayed with the tag at The buzzer and the ‘Call from
press the desired group button: the top highlighted. Bridge’ indicator will flash in the
Tag Details: duty engineer’s cabin.
Group/Alarm Toggle Display
Menu for the input and display of alarm and measuring point Select GROUP DISPLAY: See Auto Log. Press SOUND OFF in the cabin: The buzzer is deactivated.
parameter values.
Press GROUP/ALARM: Each press toggles the display To Call all the Engineers
Group Display: between all tags and those in an alarm
Press CALL ALL ENGINEERS on The ‘Call all Engineers’ indicator
Display a group of measuring points. state.
the OCP panel: illuminates on the OCP.

Group/Alarm: Alarm History Display The ‘Call from Engine’ indicator will
Press ALARM HISTORY: The alarm history is displayed. flash on all cabins and mess/day
Toggle between all measuring points and the points currently in room panels and the buzzers sound.
alarm in a group. Change from Attended to Unattended Engine Room
The ‘Call from Engine’ indicator will
Log Functions flash in accommodation and cabins.
Press the button for the engineer The pushbutton illuminates at the
Group Log: on duty: OCP responsible for the watch. Press SOUND OFF: The buzzer is deactivated.
Prints a group of measuring points.
The indicator ‘On duty’ illuminates Change from Unattended to Attended Engine Room
Inhibit Points Log: at the engineer’s cabin.
Press the ‘Engine Watch’ button The pushbutton illuminates and the
Prints all inhibit source signals. The indicator ‘Eng. on duty’ at the OCP: buzzer is activated.
illuminates on the bridge panel.
Auto Log: Configure; The pushbutton ‘Engine Watch’ will
Menu for enabling and adjusting time for printout of auto log. Press BRIDGE WATCH at the OCP: The pushbutton illuminates and the flash on the bridge unit and the
buzzer in the engine room sounds. buzzer is activated.
Selected Points Log:
The pushbutton BRIDGE WATCH Press the ENGINE WATCH button The buzzer on the OCP and bridge
Printing of selected points. on the bridge unit: unit is deactivated.
illuminates on the bridge unit and the
Test Functions buzzer sounds.
Push 1st. ENG button on the OCP The pushbutton light is turned off
Alarm Test: in the engine room: on the OCP in the engine room, the
Press the BRIDGE WATCH button on The buzzers on the OCP and bridge
Alarm test on - press the button. Test off, press the button again. cabin unit and the bridge panel unit.
the bridge unit: unit are deactivated.

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 Effie Maersk Machinery Operating Manual

lustration 3.1.3a Screen Displays

Column Information Bar Page Title Date / Time

NORCONTROL 99-01-23
Automation ALARM SUMMARY PAGE 2 09:56:32

Date Time Tagname Tag Description Func Value Eng. Unit Alarm

1999/01/23 09:54:42.0 AG 001 AUX. G.E. OVERCURRENT LIAH LOW ALARM

1999/01/23 09:54:42.0 EX 005 M. E. EXH. CYL. 6 TEMPERATURE HIGH LIAH LOW ALARM
1999/01/23 09:54:42.0 CW 032 M.E. FUEL OIL PRESSURE HIGH LIHP OFFSC ALARM
1999/01/23 09:54:42.0 CW 031 M.E. FUEL OIL TEMP. HIGH PITH OFFSC ALARM
1999/01/23 09:54:42.0 CW 028 M.E OUTLET TEMP. LOW LITL ALM ALARM
1999/01/23 10:12:22.0 CW 012 M.E NOZZLE COOLING PRESSURE HIGH LIH OFFSC ALARM
1999/01/23 10:13:12.0 XA001 M.E. IN BRIDGE CONTROL LIAH OFFSC ALARM
1999/01/23 10:14:13.0 SIAH02 AUX. ENGINE 1 SHUTDOWN XI OFFSC ALARM
1999/01/23 08:54:42.0 WIAH01 M.E. RPM COMMAND XI OFFSC ALARM
1999/01/23 08:54:42.0 XA231 M.E. POWER LAL ERROR ALARM
1999/01/23 08:54:42.0 PIC001 FIRE ALARM 1 XI ERROR ALARM
1999/01/23 08:54:42.0 TIA033 M.E. START AIR PRESSURE LIAH LOW ALARM
1999/01/23 09:54:42.0 PIC005 M.E. LUB. OIL TEMPERATURE LIH LOW ALARM
1999/01/23 07:12:22.0 XA232 M.E. SERVICE AIR PRESSURE ALM LOW ALARM

Select Alarm No. Will be Displayed when Entering SELECTED ALARM No.

Message Area

Basic Display (Alarm Summary Display)

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 Effie Maersk Machinery Operating Manual
3.1.3 Screen Displays Alarm Detection for On/Off (Two State) Signals Auto Log

The basic screen displays are shown in illustration 3.1.3a. The following functions are included: This function will print all tags configured as auto log. The tag details function
High process alarms (open or closed) shows whether a tag is configured for inclusion in the auto log printout. The
Alarm and Monitoring Displays system will print the tags according to a user configurable timetable.
Return to normal detection
There are several display pages for presenting the alarms and monitored Inhibit Points Log
process values. Time delay of alarm triggering and return to normal messages

The alarm pages comprise the following: Alarm Detection for On/Off Signals with Line Check This function will print all the inhibited alarm/monitoring points

An alarm group display page The following functions are included: Group Log
An alarm summary page, containing a list of all active alarms High process alarms (open or closed)
This function will print a selected group.
An alarm history page, containing a list of time-stamped alarms Line broken alarm
Complete Log
The monitoring pages comprise the following: Line short alarm
A group display containing a list of all measuring points within an Return to normal detection The complete log function will print all measuring points in the system.
alarm group Alarm Summary Log
Time delay of alarm triggering and return to normal messages
A selected point display (and log)
Alarm Indication The alarm summary log prints all currently active alarms.
Tag details giving detailed information about each measuring point
in the system Any alarms detected by the system will be indicated in the lower right corner
Selected Points Configuration
of the VDU. The alarm tag, description and state will also be displayed.
Alarm Group To inspect tags from different groups simultaneously, use the selected points
The following states are used by the system: configuration (configure a text display with items from different groups). A
All alarms and monitored values are divided into alarm groups. maximum of 5 different displays (logs) with 20 measuring points each may be
Alarm States
configured. This display is called a log.
Each alarm can only be represented in one group.
To visually distinguish between the alarm states, different colours have been
used. The meaning of the different colours is listed below: Selected Points Display
Each group is dedicated to one button at the operator control panel (OCP). A
flashing (unacknowledged) or steady (acknowledged) light in the button will Normal state: Green This function will display the tags configured in the selected points
indicate active alarms. configuration.
Alarm state, not acknowledged: Red
Alarms State changed from not acknowledged alarm to normal: Red Selected Trend Configuration
Alarm for Analogue Signals Alarm state, acknowledged: Yellow This function will configure the selected tags for display as curves. A
Alarm state, inhibited: Blue maximum of 5 display screens (trend screens) with up to 8 tag parameters on
The following functions are included: each are available.
System Information Display
Instrument failure alarms
Each tag’s trend curve and data will have a different colour.
Low-low process alarms with action (Shutdown) Activate Logs
Printouts are activated from this menu. Selected Trend Display
Low process alarms
High process alarms Log Functions This function will display the tags configured in the selected trend
configuration.
High-high process alarms with action (Shutdown) The following log functions are available on the OCP:
Return to normal detection with dead-band to avoid fluctuations Selected Bar Graphs Configuration
Selected Points Log
Adjustable filter factors to filter fluctuations in the incoming signals
This function will display the tag values as bar graphs. A maximum of 5
This function will print the information in a selected points configuration. display screens with up to 6 parameter tags each are available.
Time delay of alarm triggering and return to normal messages

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Illustration 3.1.3a Screen Displays

Column Information Bar Page Title Date / Time

NORCONTROL 99-01-23
Automation ALARM SUMMARY PAGE 2 09:56:32

Date Time Tagname Tag Description Func Value Eng. Unit Alarm

1999/01/23 09:54:42.0 AG 001 AUX. G.E. OVERCURRENT LIAH LOW ALARM

1999/01/23 09:54:42.0 EX 005 M. E. EXH. CYL. 6 TEMPERATURE HIGH LIAH LOW ALARM
1999/01/23 09:54:42.0 CW 032 M.E. FUEL OIL PRESSURE HIGH LIHP OFFSC ALARM
1999/01/23 09:54:42.0 CW 031 M.E. FUEL OIL TEMP. HIGH PITH OFFSC ALARM
1999/01/23 09:54:42.0 CW 028 M.E OUTLET TEMP. LOW LITL ALM ALARM
1999/01/23 10:12:22.0 CW 012 M.E NOZZLE COOLING PRESSURE HIGH LIH OFFSC ALARM
1999/01/23 10:13:12.0 XA001 M.E. IN BRIDGE CONTROL LIAH OFFSC ALARM
1999/01/23 10:14:13.0 SIAH02 AUX. ENGINE 1 SHUTDOWN XI OFFSC ALARM
1999/01/23 08:54:42.0 WIAH01 M.E. RPM COMMAND XI OFFSC ALARM
1999/01/23 08:54:42.0 XA231 M.E. POWER LAL ERROR ALARM
1999/01/23 08:54:42.0 PIC001 FIRE ALARM 1 XI ERROR ALARM
1999/01/23 08:54:42.0 TIA033 M.E. START AIR PRESSURE LIAH LOW ALARM
1999/01/23 09:54:42.0 PIC005 M.E. LUB. OIL TEMPERATURE LIH LOW ALARM
1999/01/23 07:12:22.0 XA232 M.E. SERVICE AIR PRESSURE ALM LOW ALARM

Select Alarm No. Will be Displayed when Entering SELECTED ALARM No.

Message Area

Basic Display (Alarm Summary Display)

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Selected Bar Graphs Display 3.1.4 Alarms, Trips and Monitoring Points Main engine safety system power fail

The alarm and monitoring points are contained in the following groups and Main engine safety system abnormal
This function will display the tags configured in selected bar graph configura-
tion. their condition can be accessed via the operator station. Some alarms, such as Main engine bridge control power failure
‘situation abnormal’, give a general warning and require the operator to check
the local panel for precise information. Main engine power supply unit failure
Group Display
Main engine oil mist detection failure
Details of the alarms and monitoring system can be found in the manual `Final
This function is for inspecting one or several channels in a group. Values and DWG for ER Monitoring System`, item No IE-13-A in box 28 of the technical Main engine oil mist in crankcase high
alarm limits are displayed. library located in the ECR.
Main engine wrong way alarm
Group/Alarm Group List for the Monitor Display
Main engine auxiliary blower failure
Group 1 MC: Main engine control system
This function enables the display to be toggled between the group display (all Main engine shutdown activated
channels in the group) and the channels which are currently in alarm within Group 2 ML: Main engine LO and shaft system
this group. Main engine slowdown activated
Group 3 MW: Main engine cooling water system
Main engine rpm reduction
Special Functions Group 4 MA: Main engine scavenge air and exhaust gas system
Main engine start failure
Group 5 MF: Main engine fuel oil system
Deviation Parameter Configuration Main engine start air pressure low
Group 6 GA: No.1 generator engine and generator system
This function enables the setting of a low limit for alarm blocking. When a Main engine control air pressure low
Group 7 GB: No.2 generator engine and generator system
cylinder temperature is below the low limit there will be no deviation alarms. Main engine safety air pressure low
The high mean temperature and deviation both low and high may be set. Group 8 GC: No.3 generator engine and generator system
Main engine exhaust valve spring air pressure low
Profile correction is a function for correcting each cylinder temperature. As Group 9 EP: Generator common and electrical power system
Main engine remote control system abnormal
long as the average temperature is used as reference for the deviations, it is Group 10 BA: No.1 boiler system
necessary to correct each cylinder to get the same temperature in all cylinders. Main engine MAPEX/SIPWA unit abnormal
This correction is done during a full load period when all temperatures have Group 11 BB: No.2 boiler system
Load indicator
stabilised. The correction can be carried out automatically, the computer Group 12 BC: Boiler common and economiser system
calculates the value, or it can be done manually. Main engine rpm
Group 13 BS: Boiler system
Passive failure
Repose Groups Group 14 SG: Steering gear control system
Emergency lubrication on
Alarm points associated with a single item of machinery are inhibited as a Group 15 PP: Pump and motor failure system
Auxiliary blower failure
group when that item of machinery is shut down. Group 16 TK: Engine room storage tank system
Main engine slow turn failure
For example: Repose group IH05 is number one generator. When this Group 17 MS: Miscellaneous system
Main engine start blocked
generator is shut down any alarms initiated after the shutdown will be inhibited Group 18 FA: Fire system
until the generator is started again. However, any alarms due to equipment Main engine overspeed
malfunction, such as a wire break alarm, will be initiated. Group 19 NC: Navigation and communication system
Main engine emergency stop switches
Group 25 IH: Inhibit
Main engine shutdown cancelled
Group 28 SYS System
Main engine slowdown cancelled
Group 1 MC: Main Engine Control System
Main engine critical rpm
Main engine electric governor system abnormal
RPM detector failure
Main engine telegraph system power fail
Main engine loop failure emergency stop valves and switches
Main engine telegraph system abnormal

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Group 2 ML: Main Engine Lubricating Oil and Shaft System Stern tube aft bearing temperature high Slowdown Main engine jacket cooling buffer unit level low
Main engine piston cooling LO inlet pressure Intershaft bearing temperature Slowdown Main engine jacket feed and drain tank low level
Main bearing and piston LO inlet temperature Main LO sump tank low level Main engine jacket cooling buffer unit level high
Main engine crosshead LO inlet pressure Stern tube LO sump tank low level Main engine cylinder cooling water inlet pressure
Main engine crosshead LO inlet temperature Stern tube LO gravity high tank low level Main engine air cooler water pressure in
Main engine No.1 cylinder PCO outlet temperature Slowdown Stern tube LO gravity low tank low level Air spring oil leakage level high
Main engine No.2 cylinder PCO outlet temperature Slowdown Stern tube LO forward seal tank low level Main/COPT condenser CSW pump inlet temperature
Main engine No.3 cylinder PCO outlet temperature Slowdown Stern tube LO dosing pump fail Main cooling SW pump discharge pressure
Main engine No.4 cylinder PCO outlet temperature Slowdown Main engine axial detuner LO after side Group 4 MA:Main Engine Scavenge Air and Exhaust Gas System
Main engine No.5 cylinder PCO outlet temperature Slowdown Main engine axial detuner LO fore side Main engine No.1 piston US charge air temperature Slowdown
Main engine No.6 cylinder PCO outlet temperature Slowdown Main engine No.1 cylinder LO no flow Main engine No.2 piston US charge air temperature Slowdown
Main engine No.7 cylinder PCO outlet temperature Slowdown Main engine No.2 cylinder LO no flow Main engine No.3 piston US charge air temperature Slowdown
Main engine No.1 cylinder PCO no flow Slowdown Main engine No.3 cylinder LO no flow Main engine No.4 piston US charge air temperature Slowdown
Main engine No.2 cylinder PCO no flow Slowdown Main engine No.4 cylinder LO no flow Main engine No.5 piston US charge air temperature Slowdown
Main engine No.3 cylinder PCO no flow Slowdown Main engine No.5 cylinder LO no flow Main engine No.6 piston US charge air temperature Slowdown
Main engine No.4 cylinder PCO no flow Slowdown Main engine No.6 cylinder LO no flow Main engine No.7 piston US charge air temperature Slowdown
Main engine No.5 cylinder PCO no flow Slowdown Main engine No.7 cylinder LO no flow Main engine No.1 cylinder exhaust gas outlet temperature Slowdown
Main engine No.6 cylinder PCO no flow Slowdown Group 3 MW: Main Engine Cooling Water System Main engine No.2 cylinder exhaust gas outlet temperature Slowdown
Main engine No.7 cylinder PCO no flow Slowdown Main engine No.1 cylinder cooling FW outlet temperature Slowdown Main engine No.3 cylinder exhaust gas outlet temperature Slowdown
Main engine thrust bearing LO outlet temperature high Slowdown Main engine No.2 cylinder cooling FW outlet temperature Slowdown Main engine No.4 cylinder exhaust gas outlet temperature Slowdown
Main engine LO discharge filter differential pressure high Main engine No.3 cylinder cooling FW outlet temperature Slowdown Main engine No.5 cylinder exhaust gas outlet temperature Slowdown
No.1 LO purifier abnormal Main engine No.4 cylinder cooling FW outlet temperature Slowdown Main engine No.6 cylinder exhaust gas outlet temperature Slowdown
No.2 LO purifier abnormal Main engine No.5 cylinder cooling FW outlet temperature Slowdown Main engine No.7 cylinder exhaust gas outlet temperature Slowdown
Generator engine LO purifier abnormal Main engine No.6 cylinder cooling FW outlet temperature Slowdown Main engine No.1 exhaust gas turbocharger inlet temperature Slowdown
Sludge tank high level Main engine No.7 cylinder cooling FW outlet temperature Slowdown Main engine No.2 exhaust gas turbocharger inlet temperature Slowdown
Main engine turbocharger LO inlet pressure low Main engine cooling fresh water inlet temperature Main engine No.1 exhaust gas turbocharger outlet temperature
Main engine No.1 turbocharger bearing LO inlet temperature Charge air cooling water inlet temperature cooler No.1 Main engine No.2 exhaust gas turbocharger outlet temperature
Main engine No.2 turbocharger bearing LO inlet temperature Charge air cooling water outlet temperature cooler No.1 Charge air receiver pressure
Main engine No.1 turbocharger bearing LO outlet temperature Charge air cooling water inlet temperature cooler No.2 Main engine charge air receiver temperature
Main engine No.2 turbocharger bearing LO outlet temperature Charge air cooling water outlet temperature cooler No.2 Charge air temperature after air cooler No.1
Cylinder oil measuring tank low level Cooling fresh water expansion tank low level Charge air temperature after air cooler No.2
Main engine cylinder LO pump tank low level Main engine jacket cooling buffer unit level high Charge air condenser water level high
Stern tube forward bearing temperature high Slowdown

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Compensation temperature Group 6 GA: No.1 Generator Engine and Generator System No.2 auxiliary engine LO filter differential pressure high
Main engine No.1 cylinder exhaust gas deviation temperature No.1 auxiliary engine LO inlet temperature No.2 auxiliary engine FO leakage
Main engine No.2 cylinder exhaust gas deviation temperature No.1 auxiliary engine cooling fresh water outlet temperature No.2 alternator stator R winding temperature
Main engine No.3 cylinder exhaust gas deviation temperature No.1 auxiliary engine exhaust gas turbocharger inlet temperature No.2 alternator stator S winding temperature
Main engine No.4 cylinder exhaust gas deviation temperature No.1 auxiliary engine FO inlet pressure No.2 alternator stator T winding temperature
Main engine No.5 cylinder exhaust gas deviation temperature. No.1 auxiliary engine LO inlet pressure No.2 alternator bearing temperature
Main engine No.6 cylinder exhaust gas deviation temperature. No.1 auxiliary engine cooling fresh water inlet pressure No.2 alternator cooling fresh water outlet temperature
Main engine No.7 cylinder exhaust gas deviation temperature No.1 auxiliary engine starting air pressure low No.2 alternator air cooler water leakage
Main engine cylinders 1 to 7 exhaust gas mean temperature No.1 auxiliary engine start/tacho failure Group 8 GC: No.3 Generator Engine and Generator System
Group 5 MF: Main Engine Fuel Oil System No.1 auxiliary engine trip No.3 auxiliary engine LO inlet temperature
Main engine FO inlet pressure No.1 auxiliary engine LO priming pump abnormal No.3 auxiliary engine cooling fresh water outlet temperature
Main engine and generator engine FO inlet temperature No.1 auxiliary engine LO sump tank level high No.3 auxiliary engine exhaust gas turbocharger inlet temperature
Main engine FO inlet temperature No.1 auxiliary engine LO filter differential pressure high No.3 auxiliary engine FO inlet pressure
Main engine FO viscosity high No.1 auxiliary engine FO leakage No.3 auxiliary engine LO inlet pressure
Main engine FO viscosity low No.1 alternator stator R winding temperature No.3 auxiliary engine cooling fresh water inlet pressure
Main engine FO discharge filter differential pressure high No.1 alternator stator S winding temperature No.3 auxiliary engine starting air pressure low
HFO settling tank temperature No.1 alternator stator T winding temperature No.3 auxiliary engine start/tacho failure
No.1 HFO service tank temperature No.1 alternator bearing temperature No.3 auxiliary engine trip
No.2 HFO service tank temperature No.1 alternator cooling fresh water outlet temperature No.3 auxiliary engine LO priming pump abnormal
Aft HFO bunker tank (starboard) temperature No.1 alternator air cooler water leakage No.3 auxiliary engine LO sump tank level high
Fwd HFO bunker tank (starboard) temperature Group 7 GB: No.2 Generator Engine and Generator System No.3 auxiliary engine LO filter differential pressure high
Outer HFO bunker tank (starboard) temperature No.2 auxiliary engine LO inlet temperature No.3 auxiliary engine FO leakage
Outer HFO bunker tank (port) temperature No.2 auxiliary engine cooling fresh water outlet temperature No.3 alternator stator R winding temperature
Inner HFO bunker tank (port) temperature No.2 auxiliary engine exhaust gas turbocharger inlet temperature No.3 alternator stator S winding temperature
HFO overflow tank level high (25%) No.2 auxiliary engine FO inlet pressure No.3 alternator stator T winding temperature
HFO overflow tank level high (75%) No.2 auxiliary engine LO inlet pressure No.3 alternator bearing temperature
No. 1 HFO purifier abnormal No.2 auxiliary engine cooling fresh water inlet pressure No.3 alternator cooling fresh water outlet temperature
No. 2 HFO purifier abnormal No.2 auxiliary engine starting air pressure low No.3 alternator air cooler water leakage
No. 3 HFO purifier abnormal No.2 auxiliary engine start/tacho failure
Main engine FO leakage high No.2 auxiliary engine trip
Main engine residue tank level high No.2 auxiliary engine FO inlet pressure
Main engine safety filter differential pressure high No.2 auxiliary engine LO sump tank level high

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Group 9 EP: Generator Common and Electrical Power System Group 11 BB: No.2 Boiler System Bosun’s store bilge well (port) level high
Generator control system failure No.2 auxiliary boiler abnormal Chain locker bilge well (starboard) level high
No.1 generator ACB trip/non-closed No.2 auxiliary boiler steam main line pressure high Chain locker bilge well (port) level high
No.2 generator ACB trip/non-closed No.2 auxiliary boiler steam main line pressure low Pump room bilge well (port) level high
No.3 generator ACB trip/non-closed No.2 auxiliary boiler FO inlet temperature Pump room bilge well (starboard) level high
Emergency generator fail No.2 auxiliary boiler FO inlet pressure Forward void space bilge level high
E1 panel breaker open No.2 auxiliary boiler atomising steam pressure low Group 14 SG: Steering Gear Control System
E2 panel breaker open No.2 auxiliary boiler steam drum level high No.1 steering gear hydraulic oil pump stop
N1 panel breaker open No.2 auxiliary boiler steam drum level low No.1 steering gear motor supply failure
A1 panel breaker open No.2 auxiliary boiler exhaust gas uptake temperature No.1 steering gear motor overload
Main bus bar high/low voltage Group 12 BC: Boiler Common and Economiser System No.1 steering gear motor phase failure
Main bus bar high/low frequency Feed FLT observation tank oil detection high No.1 steering gear hydraulic filter differential pressure high
Main bus bar short circuit Boiler feed filter tank level high No.1 steering gear hydraulic oil tank low level
Main switchboard 440V AC low insulation Boiler feed filter tank level low No.2 steering gear hydraulic oil pump stop
Main switchboard 220V AC low insulation Boiler FO viscosity high No.2 steering gear motor supply failure
Emergency switchboard 440V AC low insulation Boiler FO viscosity low No.2 steering gear motor overload
Emergency switchboard 220V AC low insulation Exhaust gas economiser outlet No.1 temperature high No.2 steering gear motor phase failure
Focsle distribution board low insulation Exhaust gas economiser outlet No.2 temperature high No.2 steering gear hydraulic filter differential pressure high
Preference trip Exhaust gas economiser outlet No.3 temperature high No.2 steering gear hydraulic oil tank low level
Emergency stop system power failure Exhaust gas economiser outlet No.4 temperature high Steering gear isolated control system power fail
Generator engine jacket FW preheater abnormal Boiler FO pump changeover Steering gear standby unit auto cut-in
E2A panel breaker open Group 13 BS: Bilge System Steering gear torque reduce
Group 10 BA: No.1 Boiler System Engine room forward bilge well (port) level high Steering gear grease pump failure
No.1 auxiliary boiler abnormal Engine room forward bilge well (starboard) level high Steering gear hydraulic lock alarm
No.1 auxiliary boiler steam main line pressure high Engine room aft bilge well level high Group 15 PP: Pump and Motor Failure System
No.1 auxiliary boiler steam main line pressure low Fire main line pressure No.1 main COPT CSW pump fail
No.1 auxiliary boiler FO inlet temperature Oily bilge tank (dirty side) level high No.2 main COPT CSW pump fail
No.1 auxiliary boiler FO inlet pressure Oily bilge tank (clean side) level high No.3 main COPT CSW pump fail
No.1 auxiliary boiler atomising steam pressure low Engine room recess bilge level high Main engine No.1 jacket CFW pump fail
No.1 auxiliary boiler steam drum level high Bilge holding tank level high Main engine No.2 jacket CFW pump fail
No.1 auxiliary boiler steam drum level low Oily bilge separator abnormal Main engine No.1 main LO pump fail
No.1 auxiliary boiler exhaust gas uptake temperature Steering gear room bilge well level high Main engine No.2 main LO pump fail
Bosun’s store bilge well (starboard) level high Main engine No.1 crosshead LO pump fail

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 Effie Maersk Machinery Operating Manual
Main engine No.2 crosshead LO pump fail Group 16 TK: Engine Room Storage Tank System Fire detection system abnormal
No.1 stern tube LO pump fail No.1 HFO service tank low level DC battery charger abnormal
No.2 stern tube LO pump fail No.1 HFO service tank high level Bridge console AC power failure
No.1 FO booster pump fail No.1 HFO service tank low level Bridge console DC power failure
No.2 FO booster pump fail No.2 HFO service tank high level ECR unit cooler 1 abnormal
No.1 FO feed pump fail HFO settling tank level high ECR unit cooler 2 abnormal
No.2 FO feed pump fail HFO settling tank level low CO2 room exhaust fan power failure
No.1 central CFW pump fail MDO service tank level high CO2 manifold pressure high
No.2 central CFW pump fail MDO service tank level low CO2 alarm system fan power failure
Boiler No.1 feedwater pump fail Outer HFO bunker tank (port) level high Elevator call and abnormal
Boiler No.2 feedwater pump fail Fore HFO bunker tank (starboard) level high Quick closing valve air pressure low
Boiler No.3 feedwater pump fail Inner HFO bunker tank (port) level high FW generator salinity high
Economiser No.1 feedwater pump fail After HFO bunker tank (starboard) level high Sewage plant abnormal
Economiser No.2 feedwater pump fail Outer HFO bunker tank (starboard) level high Cargo oil stripping pump abnormal
No.1 boiler water circulating pump fail MDO storage tank (port) level high COPT vacuum condenser level high
No.2 boiler water circulating pump fail MDO storage tank (starboard) level high COPT vacuum condenser level low
No.1 boiler water circulating pump fail Group 17 MS: Miscellaneous Systems COPT vacuum condenser pressure high
No.1 COPT condensate pump fail No.1 main air compressor abnormal No.1 COPT abnormal
No.2 COPT. condensate pump fail No.2 main air compressor abnormal No.1 COPT trip
No.1 IG deck seal pump fail No.3 main air compressor abnormal No.2 COPT abnormal
No.2 IG deck seal pump fail No.1 control air compressor abnormal No.2 COPT trip
Generator No.1 MDO service pump fail No.2 control air compressor abnormal No.3 COPT abnormal
Generator No.2 MDO service pump fail Control air dryer abnormal No.3 COPT trip
No.1 vacuum pump for COPT condenser fail Air conditioning plant abnormal WBPT trip
No.2 vacuum pump for COPT condenser fail Provision refrigeration compressor abnormal WBPT abnormal
No.1 stern tube LO circulating pump fail Meat room temperature high WB pump motor abnormal
No.2 stern tube LO circulating pump fail Vegetable room temperature high WB pump motor trip
Main engine No.1 turbocharger LO pump fail Steriliser abnormal Inert gas system abnormal
Main engine No.2 turbocharger LO pump fail Boiler feed filter tank salinity high Remote valve control system abnormal
Port use CFW pump fail Incinerator abnormal Cargo tank level gauge system abnormal
Auxiliary CFW pump fail Waste oil service tank level high Cargo tank level H - H system fail
ECR console AC power failure Oil discharge monitor system abnormal
ECR console DC power failure Forward deck machinery abnormal

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Aft deck machinery abnormal Sea/harbour mode selector Communication error MCU No.2 - SAU No.7
Fresh water spray system abnormal Group 28 SYS: System Communication error MCU No.2 - SAU No.8
Forward ICCP system abnormal Alarm test (MCU No.1) Communication error MCU No.2 - SAU No.9
Gas sampling system power failure Alarm test (MCU No.2) Communication error MCU No.2 - SAU No.10
Aft ICCP system abnormal Alarm test (MCU No.3) Communication error MCU No.2 - SAU No.11
Provision refrigerated chamber alarm Net A Communication error (MCU No.1) Communication error MCU No.2 - SAU No.12
Group 18 FA: Fire System Net A Communication error (MCU No.2) Communication error MCU No.2 - SAU No.13
Fire Net A Communication error (MCU No.3) Communication error MCU No.2 - AC4 No.1
Group 19 NC: Navigation and Communication System Net B Communication error (MCU No.1) Communication error MCU No.2 - SAU No.1
Auto pilot supply failure Net B Communication error (MCU No.2) Communication watch call MCU No.1
Gyro compass failure Communication error MCU No.1 - OCP No.1 Communication watch call MCU No.2
NFU/FU power failure Communication error MCU No.2 - OCP no.2 Chief Engineer office WCU
Auto pilot abnormal Communication error MCU No.3 - OCP No.3 First Engineer day room WCU
Navigation light system abnormal Communication error MCU No.1 - SAU No.1 Second Engineer room WCU
Radio battery charger failure Communication error MCU No.1 - SAU No.2 Third Engineer room WCU
Echo sounder shallow alarm Communication error MCU No.1 - SAU No.3 Officer smoking room WCU
Speed log system power failure Communication error MCU No.1 - SAU No.4 Officer dining room WCU
Radar No.1 failure Communication error MCU No.1 - SAU No.5 Duty mess room WCU
Radar No.2 failure Communication error MCU No.1 - SAU No.6 Gymnasium WCU
Group 20 IH: Inhibit Communication error MCU No.1 - SAU No.7 Conference room WCU
Main engine FWE Communication error MCU No.1 - SAU No.8 Ship control centre WCU
Main engine low load condition Communication error MCU No.1 - SAU No.9 Alarm printer 90% full MCU No.1
Main engine DO used Communication error MCU No.1 - SAU No.10 Alarm printer paper out MCU No.1
Main engine stop Communication error MCU No.1 - SAU No.11 Alarm printer no contact MCU No.1
No.1 generator stop Communication error MCU No.1 - SAU No.12 Log printer 90% full MCU No.2
No.2 generator stop Communication error MCU No.1 - SAU No.13 Log printer paper out MCU No.2
No.3 generator stop Communication error MCU No.1 - SAU No.1 Log printer no contact MCU No.2
Telegraph stop (repose) Communication error MCU No.2 - A.C.4. No.1 Bridge watch status
No.1 auxiliary boiler stop Communication error MCU No.2 - SAU No.1 Main engine exhaust gas mean temperature
Auxiliary boiler 18 kg/cm2 mode Communication error MCU No.2 - SAU No.2 Main engine turbocharger channels temperature high or low
Auxiliary boiler 7 kg/cm2 mode Communication error MCU No.2 - SAU No.3 Main engine exhaust gas channels temperature high
No.2 auxiliary boiler stop Communication error MCU No.2 - SAU No.4 Main engine No.1 cylinder exhaust gas outlet temperature
Auxiliary boiler DO use Communication error MCU No.2 - SAU No.5 Main engine No.2 cylinder exhaust gas outlet temperature
Defrost signal (meat room) Communication error MCU No.2 - SAU No.6 Main engine No.3 cylinder exhaust gas outlet temperature

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 Effie Maersk Machinery Operating Manual
Main engine No.4 cylinder exhaust gas outlet temperature
Main engine No.5 cylinder exhaust gas outlet temperature
Main engine No.6 cylinder exhaust gas outlet temperature
Main engine No.7 cylinder exhaust gas outlet temperature
Main engine No.1 turbocharger exhaust gas inlet temperature
Main engine No.2 turbocharger exhaust gas inlet temperature
Main engine No.1 turbocharger exhaust gas outlet temperature
Main engine No.2 turbocharger exhaust gas outlet temperature

Repose Groups
IH01: Main engine: Finished with engines
IH02: Main engine: Low load condition
IH03: Main engine: Diesel oil used
IH04: Main engine stop
IH05: No.1 generator stop
IH06: No.2 generator stop
IH07: No.3 generator stop
IH08: Generator diesel oil used
IH09: No.1 boiler stop
IH010: No.1 boiler HP mode
IH011: No.1 boiler LP mode
IH012: No.2 boiler stop
IH013: No.2 boiler HP mode
IH014: No.2 boiler LP mode
IH015: Boiler diesel oil used
IH016: No.1 steering gear stop
IH017: No.2 steering gear stop
IH018: Defrosting
IH019: Spare group 1
IH020: Spare group 2

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 Effie Maersk Machinery Operating Manual

Illustration 3.1.5a Trending Display

Page Title Date / Time

NORCONTROL 99-01-23
Column Information Bar Automation SEL. POINTS TRENDS 1 09:56:32

CA008 STARTING AIR M.E. 1 6.7 MO1 - P15 MAIN ENGINE LOAD 20356
CA014 CHARGE AIR M.E. 1 1.12
CA018 CHARGE AIR TEMP. M. E. 1 143
CA034 SERVICE AIR RESERVOIR PRESSURE 86 Process Values

BAR BAR DEG.C DEG.C SHP

40.0 04.0 186 186 25000

33.0 03.0 155 155 21000

20.0 02.0 124 124 17000

4
13.3 01.5 108 108 13000
3

2
08.0 01.0 095 85 9000 Scale Values
1
5

00.0 00.5 00.0 00.0 5000

Trending Colour Scheme

00.0 00.0 00.0 00.0 00.0
1) Yellow
Sampling Rate Time -60 -50 -40 -30 -20 -10 0
2) Light Cyan
3) Light Green
Sampling Rate 30s Scale (min) 4) White
Message Area 5) Light Red
6) Light Magenta
Enter Trend display time 'hhh' Will be displayed when entering SELECTED TREND DISPLAY twice 7) Orange
Enter Trend display time 'min' Will be displayed when entering SELECTED TREND DISPLAY three times 8) Light Blue

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 Effie Maersk Machinery Operating Manual
3.1.5 Trending Delete function will be as for the ‘Add’, but it will be necessary to start from Clear Screen.
the first operation point. Push CLEAR SCREEN. The screen is cleared.
Displays of the history of selected processes are available for the previous 120
hours. It is possible to change the time line of the display. If a shorter time line Select Trend Display Tag Details Display
is selected then data for that shorter period will be displayed immediately. If a Action Result With this function it is possible to change alarm limits, delays etc.
longer time line is selected then data will be added to the current data display Press selected trend display. The prompt ‘Log no:’ is displayed in
until the new time line period is complete from the reset time. the lower left of the screen.

Bar graphs can be configured to display values. Press 1 then press enter. The trend curves will then be
displayed. The sampling interval is
Up to 5 trend curve screens can be displayed with 8 parameter tags displayed 30 seconds.
simultaneously on the screen. Press SELECTED TREND DISPLAY Enter trend display time: will be
twice for changing sample displayed in the bottom left of the
Up to 5 bar graph screens can be displayed with 6 parameter tags displayed time window. screen.
simultaneously on each screen.

There are two CRT displays and two selector panels so it is possible to have Set the new sample time The display will be updated and sampling
two sets of data selected at any one time from display or trending. Both CRT starts
displays may be programmed in the same way using their dedicated
programme and display selection panels. The two displays may select from the Select Bar Graph Configuration
same menu of engine and auxiliary machinery data. Action Result
Press SELECT BARGRAPH The prompt ‘Log no:’ is displayed
Data is normally sampled every 30 seconds from each sensor point and the configuration. at the lower left.
display is automatically updated after 30 seconds; the sampling time may be
changed. Trending graphs enable changes in operating conditions to be Press LOG No. and ENTER Add Delete: is displayed at the top
observed over long and short periods of time and if the two displays are used of the screen.
together long and short term trending may be observed. It should be
remembered that if the trending selection time is reduced the data collected Use the arrow key to highlight Select group: is displayed in the
over the longer time will be lost. ADD then press ENTER. lower left of the screen.

Procedure for the Operation of the Trend and Bargraph Functions Press one of the groups to The tags of the selected group are
Action Result configure. displayed on the right hand side. Use
Select Trend Configuration. NEXT PAGE to scroll if necessary.
Press Select Trend Configuration The prompt ‘Log no:’ will be
displayed in the lower left of the Use the arrow key to highlight The tag is displayed in the left side
screen. the tag and then press ENTER. of the screen.

Press LOG No and then Add Delete: is displayed at the Delete function will be as for the ‘Add’, starting from first operation point.
press enter top of the screen.

Use the arrow key to highlight Select group is displayed in the lower Tag Details Display
ADD then press ENTER left of the display.
Action Result
Press one of the groups to The tags of the selected group are Push GROUP DISPLAY. Select group: will be displayed on the
configure displayed on the right hand side. Use lower left side of the display.
NEXT PAGE to scroll when necessary.
Select a group, then ENTER or The group is displayed with the tag
Use the arrow key to highlight The tag will be displayed on the left press a GROUP button. at the top highlighted.
the tag and then press ENTER. side.
Push Tag details. The display is shown opposite.

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 Effie Maersk Machinery Operating Manual

Illustration 3.1.6a UMS System

Bridge
Watch
X10 / X15 Bridge
Unit

X16 WA / X16 WB
WBU AUTOMATION
Watch Bridge Unit

M.E. M.E. REDUCE BRIDGE COMMON

SHUTDOWN SLOWDOWN RPM ALARM MACHINERY Accommodation
SYSTEM SYSTEM M.E. SIGNAL ALARM

M.E. REPEAT
BRIDGE COMMON
LOW LOAD
SYSTEM MACHINERY
CONDITION ALARM
WCU WCU A-WCU WCU WCU
BRIDGE
WATCH Chief Eng. 1st Eng. 2nd Eng. 3rd Eng. Officers'
Mess Room
CONTROL
SYSTEM
ROOM
FAILURE
WATCH BZ BZ BZ
Buzzers

CHIEF IST 2ND 3RD

ENG. ENG. ENG. ENG.
ON DUTY ON DUTY ON DUTY ON DUTY B-WCU WCU WCU WCU WCU
M.E. M.E. CHIEF CALL
SHUTDOWN SLOWDOWN VITAL NON VITAL ENG. FROM Officers' Duty Gymnasium Conference Control
SYSTEM SYSTEM ON DUTY BRIDGE Saloon Mess Room Centre
IST CALL
BILGE FIRE DEAD
ENG. FROM
SYSTEM SYSTEM MAN Watch Control Units
ON DUTY ENGINE

2ND
CALL ENG.
ALL ON DUTY
ENGINEERS Engine Control Room
3RD
SYSTEM ETO COMM.
ENG.
FAILURE ON DUTY ERROR
ON DUTY

SOUND
OFF
TEST
FAIL
SAFE
CALL
DUTY
CABIN
ACK.
WCU AUTOMATION
1X 16.5 1X 16.5
ENGINEERS Watch Call Unit

ON COMMON FAIL SOUND

TEST
DUTY ALARM SAFE OFF

Main Main
Computer Computer
Unit No.1 Unit No.2

Watch Bridge Unit Panel Cabin and Mess Areas Watch Call Unit Panel Watch Call System Overview

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 Effie Maersk Machinery Operating Manual
3.1.6 UMS - Manned Handover g) The duty engineer informs the senior engineer of any plant
defects. The senior engineer then decides if they should be
The engine room may have to go to a manned situation in the event of included in the present day’s work list.
malfunction in the monitoring and control system or for some other reason. It
must be understood that the adoption of a manned watchkeeping condition h) The senior engineer delegates the work list and discusses
means that the monitoring/control/alarm system may be defective and the
relevant safety practices.
watchkeeping engineer must be fully aware of the consequences of this failure
in maintaining a routine watch.
i) The duty engineer should be aware of all the maintenance being
The following procedure is followed when changing to manned operation: carried out and should also be informed of any changes to the
day’s schedule.
Due to Alarm Initiation

a) When summoned by the extension alarm system, the duty j) The duty engineer proceeds with the normal inspection.
engineer proceeds to the Engine Control Room.
(Note ! It is essential that the duty engineer imparts as much information as
b) The duty engineer ensures that the patrol man alarm system has possible to the relieving engineer if the ship is to continue in manned engine
been activated. room mode. Verbal and written information should be presented and the duty
engineer must be satisfied that the relieving engineer is fully aware of the
c) The duty engineer informs the bridge of manned condition and engine room situation before the engineer going off duty leaves the engine
the alarm cause. room.)

d) The duty engineer switches watchkeeping control to the ECR. The keynote to the safe operation of the ship is information transfer and any
matter relating to the operation of the engine room must be recorded for
e) The duty engineer rectifies any alarm conditions and if imparting to a relieving engineer. The bridge must be kept informed as to
necessary, calls for assistance. changes in engine room manning personnel.

Normal Handover

a) The duty engineer proceeds to the ECR.

b) The patrol man alarm should be in use until the arrival of other
members of the ER personnel.
.
c) The duty engineer informs the bridge of manned condition.

d) The duty engineer switches watchkeeping control to the ECR.

e) The duty engineer examines the data logger printouts generated

during the UMS period.

f) The duty engineer hands over to the oncoming duty engineer,

discussing any irregularities. Ideally the hand over should be
with the assistance of written notes so that as much information
as possible is available to the new duty/watchkeeping engineer.
What information needs to be written down depends upon
which parts of the monitoring and control systems have failed;
eg. if the trending system is still functioning, operational history
information will be available to the new duty engineer.

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 Effie Maersk Machinery Operating Manual
Illustration 3.2a Engine Control Room and Console
Notice
Board
Louver
Fire Plan
Elevator
Trunk

Filing Fire
Cabinet Water Mist Notice Extinguisher
Control Panel Board
Blackboard Tank Sounding
Unit Board
Cooler Mapex
Pipe Computer
Table Engine Control Console Cabinet
Cover Desk
Unit Cooler Pipe Cover
With Lifejacket Box
Unit
Cooler Smoke
Detector Unit
Cooler
Smoke
Air Air
Detector
Diffuser Diffuser

Main Switchboard

Escape
Thermal
Filing Cabinet Trunk
Detector

REGULATOR ACTUATOR
CHANGE

DGU 8800e
DIGITAL GOVERNOR UNIT
CONTROL

CONTROL MODES TEST

CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV

CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV

CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV

CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV

CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV
ERGENC

EM

Y
CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV CMD RPM PITCH SCAV

STATUS WARNING
STOP

CONTROL CONTROL

ETU
AutoChief 4 CONTROL
CONTROL

REMOTE CONTROL SYSTEM

REGULATOR ACTUATOR

AUTOMATION

DGU 8800e
DIGITAL GOVERNOR UNIT
CONTROL

CONTROL

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 Effie Maersk Machinery Operating Manual
3.2 Engine Control Room, Console and Panels Machinery Gauges: Aft HFO bunker tank (starboard)
No.1 and 2 boiler steam line pressure Fresh water tank (port)
Engine Control Room
Main engine starting air pressure Fresh water tank (starboard)
The engine control room is situated in the engine room on the third level,
where all the necessary equipment and controls are located to permit the Main engine scavenge air pressure
centralised supervision of machinery operations. Automatic and remote Main engine control air inlet pressure
control systems are provided to allow the machinery spaces to run unattended
at sea and in port during cargo operations. Main engine charging air pressure
Main engine crosshead LO inlet pressure
The engine control room contains the following equipment
Main engine jacket cooling fresh water pressure
Main electrical switchboard
Main engine fuel oil inlet pressure
Engine control console
Main engine lubricating oil inlet pressure
Harbour speed table
Main engine rpm indicator and counter
Inert gas system sub-panel
Main engine load indicator
ICCP remote data panel
Main engine shaft horsepower indicator
Water mist control panel
Main engine running hours
Tank sounding board
Main engine turbocharger rpm indicators
Inclinometer
Rudder angle indicator
Engine Control Console COPT No.1, 2, 3 and No.1 WBPT tachometers

The engine control console contains the following equipment: Main engine standby rpm indicators

Main engine control, telegraph, safety and governor units Main engine fuel pump mark (load) indicator

Main engine manoeuvring handle Electric clock

Main engine auxiliary blower control Indicator lamps

Speed log indication Tank Gauges

Rudder angle indicator HFO settling tank
Main engine back-up control panel No.1 and 2 HFO service tanks
No.1 and 2 boiler smoke density MDO service tank
No.1 and 2 boiler drum level indication MDO storage tank (port)
Main engine revolution counter and running hour meter MDO storage tank (starboard)
No.1 and 2 boiler emergency stops Outer HFO bunker tank (port)
Fire alarm repeater panel Outer HFO bunker tank (starboard)
Automatic, sound powered and Inmarsat telephones Inner HFO bunker tank (port)
Operator control stations for the ICMS system Forward HFO bunker tank (starboard)
Alarm and log printers for the ICMS system Distillation water tank

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 Part 4
Emergency Systems

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 Effie Maersk Machinery Operating Manual
Illustration 4.1a Fire Hydrants

To Deck Foam To Upper

System Fire Main

Upper Deck
BF34 BF33 BF67 BF68 Nav. Deck
Cable Washers
BF35 BF65 BF66 E Deck To (P&S)
Bosun
From Bilge
Store
Engine BF63 BF64 D Deck Eductor
In
Room Void
Chain
PI BF61 BF62 C Deck Space Locker
Void
BF59 BF60 B Deck Space

BF57 BF58 A Deck

To Swimming Bilge
BF36 Foam Water
Pool BF54 BF55
Room BF34
BF33 To Foam
BF36 System Fore Peak
BF52 Swimming PI Tank
BF40 Paint
Pool S
Store BF35 Foam BF69
Tank Room
Steering Gear BF72
Room & Rope
BF41 Store BF51
BF50 BF71
To Steering Gear
Aft Peak Engine Room BF70
To Accommodation Room
Tank BF48 BF49
BF42
BF46 BF43
BF47
BF44
BF53 General
Bilge & Fire Service BF45
Pump Pump
Pump
Emergency Room
S.C Fire Pump

Key

Fire Deck Water

Hydraulic Oil

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 Effie Maersk Machinery Operating Manual
4.1 Fire Hydrant System Both bilge, fire and GS pumps can be set up for foam and fire main service (Note ! Either the high or low sea suction will be open and the other closed
with the suction and discharge three-way valves being capable of remote depending upon whether in ballast or loaded condition.)
General Description actuation by means of a hydraulic actuator unit located near the pumps.
One of the bilge, fire and GS pumps is started and the fire main is pressurised.
See section 4.1 in Deck Operating Manual for a description of the foam and The pump suction three-way valve may quickly be changed to allow suction Hoses are attached to the fire hydrants at the locations required and the hydrant
deck fire hydrant system. from the sea suction main or bilge main whilst the discharge three-way valve valves opened.
allows discharge into the fire and wash deck line or the overboard
The whole engine room is covered by a sea water fire hydrant system which discharge/tank filling line. The pumps can be started from the bridge and the In the paint store and in the bosun’s store there are drenching heads fitted in
can be pressurised by the following pumps: valves can be actuated from there, thus fulfiling a fire control requirement. the fire line, opening the valves to these store rooms provides a water spray
With this facility provided for the bilge, fire and GS pumps it is not necessary from the heads thus no hose is necessary.
Bilge, Fire and General Service Pumps to provide a dedicated fire pump in the engine room.
Maker: Shinko For operation of the Emergency Fire Pump see section 5.4.
Model: RVP 200-2MS: with self-priming: electric motor driven Both pumps can be independently set up for water supply to the fire main and
No. of sets: 2 foam system, thus one pump can be dedicated to the fire main and foam system
Capacity: 350/290m3/h x 20/110 mth whilst the other is operated as necessary on general service and bilge duties.
Both pumps take suction from the common SW suction main which has a high
Emergency Fire Pump suction sea chest on the port side of the ship and a low suction sea chest on the
Maker: Ellehammer starboard side. One of the sea suction valves remains open at all times enabling
Model: T6D-035-1R03-A1: the pump connected for fire duty to draw water from the sea whenever
Type: Electro-hydraulic vertical centrifugal required.
No. of sets: 1
Capacity: 75m3/h Hydrant connections are situated so that at least two hoses can be directed at a
fire anywhere in the engine room.
This pump unit is located in the pump room with hydraulic power pack located
in the steering gear room. The bilge fire and GS pumps are capable of high and low duty supply. They
should be set up for high duty when used on the fire main and low duty for
Sea water is supplied to the fire hydrant and wash deck system by the above bilge and ballast operations.
pumps. Hydrants served are:
When operating on fire duty pump and fire main valves should be set up as
Fire hydrants in the engine room follows:
Fire hydrants on deck
Position Description Valve
Fire hydrants in the accommodation block
Bridge control No.1 bilge fire and GS pump suction valve B82V
Fire hydrants in the pump room
Bridge control No.1 bilge fire and GS pump discharge valve B84V
Fire hydrants in the forward area of the ship
Bridge control No.2 bilge fire and GS pump suction valve B83V
Fire hydrant in the steering flat
Bridge control No 2.bilge fire and GS pump discharge valve B85V
In addition, sea water under pressure is supplied to: Open No.1 bilge fire and GS pump sea main suction valve B2V
The foam room Open No.2 bilge fire and GS pump sea main suction valve B1V
Forward bilge eductor Open No.1 bilge fire and GS pump discharge valve to fire main B18V
Hawse pipes Open No.2 bilge fire and GS pump discharge valve to fire main B17V
Fresh water spray system Open/closed High sea chest suction valves S2V & S4V
Central cooling system emergency service Open/closed Low sea chest suction valves S1V & S3V
Sewage plant

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 Effie Maersk Machinery Operating Manual
Illustration 4.2.a CO2 Flooding System
Open Air Wheel House
CO2 Room

To Alarm Monitor In
Engine Control Room
P P P P P P

PS PI Vent Vent
M M Stop M M Stop

Engine Pump
Room Room

244 Bottles

P P P P P P

P P

Power Supply
83 Bottles AC 220V
Required Quantity Of Cylinders
To CO2 Alarm
Total: 327 Bottles
Engine Room: 327 Bottles
Key
Pump Room: 83 Bottles
CO2 Cylinder
Vent Vent
Engine Room M M Stop M M Stop
Pilot Cylinder
Steering Gear A
Room
Instruction
Chart
Workshop A

Key Box

Engine Control A
Console Room Electrical Signal

Purifier Room A
Accommodation Space Pilot Line

2nd Deck Aft E Pump Room

Caution Plate
S
E
A
3rd Deck Aft
Liquid Level Indicator

Floor E
Relay Box
7kg/cm2
No.1 Diesel E Air Supply
Generator Room

No.2 Diesel E
Generator Room

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 Effie Maersk Machinery Operating Manual
4.2 CO2 Flooding System In the Event of Fire in the Engine Room o) Do not enter the engine room without breathing apparatus until
the engine room has been thoroughly ventilated and the
The main CO2 flooding system protects the following spaces: a) Go to the master control cabinet located at the CO2 room or fire atmosphere proved safe i.e. 21% oxygen content.
control station.
Calculations based upon CO2 density of 0.56 kg/m3. Pump Room CO2 Flooding System
In the event of failure to release CO2 charge at the fire control station, go
Mixing ratio of CO2 based upon volume of protected spaces as follows: immediately to the CO2 room release cabinet. Maker : NK Fire Protection Ltd
Type : High pressure
Gross volume of engine room space including casing = 35% b) Break the key box glass and take the key. Capacity : 83 cylinders each containing 45kg
Gross volume of engine room space excluding casing = 40% Discharge time: 2 minutes
c) Unlock the cabinet and open the door.
Gross volume of pump room space = 40% WARNING
d) The rotating lights and air horns will operate in the engine room. Release of CO2 into any space must only be considered when all other
(Note ! The free air volume of the starting air reservoirs in the engine room is
options have failed and then only on the direct instructions of the Chief
not included in the calculations as the outlet from the safety valve is led to
e) The engine room ventilation fans will stop. Engineer who will have consulted the Master.
atmosphere.)
f) Ensure that all personnel have evacuated the engine room spaces In the Event of Fire in the Pump Room
Mass of CO2 required = Gross volume x Mixing Ratio/0.56
and have been accounted for.
a) Go to the master control cabinet located in the CO2 room or fire
CO2 supplied in 45 kg cylinders
g) Check that all doors, hatches and fire flaps are shut. control station.
Space Volume (m3) CO2 reqd. (kg) No of 45kg h) Stop the main engine, generating engines and boiler. b) Break the key box glass and take the key.
cyls. reqd.
Engine room 20,600 14,714 327 i) Operate the FO, DO and LO quick-closing valves. c) Unlock the cabinet and open the door.
excl. casing
j) Open one pilot cylinder valve. d) The single air horn will operate in the pump room.
Engine room 22,519 14,074 313
incl. casing k) Open valve No.1, which opens the main isolation valve. e) The pump room vent fans will stop.

Pump room 5,180 3,700 83 l) Open valve No.2 which operates the gang release system. f) Ensure that all personnel have evacuated the pump room and have
been accounted for.
The main system consists of a rack of 327 high pressure cylinders each of 45kg m) All cylinders will release after a short time delay and discharge
capacity. into the engine room. If the system fails to operate, the main valve g) Close all doors, hatches and fire flaps.
can be opened manually from the CO2 room and the cylinders
Main Engine Room CO2 Flooding System released by hand. To open manually, turn the main handle as h) Open one pilot cylinder valve.
marked on the valve handle, remove the safety pin on the actuator
Maker: NK Fire Protection Ltd and pull the lever downwards. i) Open valve No.1, which opens the main isolation valve.
Type: High pressure
Capacity: 327 cylinders each containing 45kg n) Do not re-open the engine room for at least 24 hours. Do not re- j) Open valve No.2 which operates the gang release system.
Discharge time: 90% of CO2 charge in 2 minutes open the space until all reasonable precautions have been taken.
Maintain boundary inspections, noting cooling down rates and/or k) All cylinders will release after a short time delay and discharge
WARNING any hot spots which may have been found. After this period, an into the pump room. In the event of failure to release CO2 charge
Release of CO2 into any space must only be considered when all other assessment party donning breathing apparatus can enter the space at the fire control station go immediately to the CO2 room release
options have failed and then only on the direct instructions of the Chief quickly through a door which is then shut behind them. Check cabinet.
Engineer who will have consulted the Master. that the fire is extinguished and that all surfaces have cooled prior
to ventilating the engine room. Premature opening could cause re- l) Allow time for the CO2 to extinguish the fire and the space to cool
ignition if oxygen contacts hot combustible material. down.

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 Effie Maersk Machinery Operating Manual

Isolating Valve to
the Pump Room

Local CO2 Control

Cabinet for the
Pump Room

Local CO2 Control

Cabinet for the
Engine Room

Isolating Valve to
the Engine Room

CO2 Room

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 Effie Maersk Machinery Operating Manual
WARNING
Do not reopen the space until all reasonable precautions have been taken
to ascertain that the fire is out. Premature opening could cause re-ignition Fire Control Centre Fire Control Centre
if oxygen contacts hot combustible material. Fire Control Centre CO2 Control Cabinet CO2 Control Cabinet
Emergency Pump Stops for the Engine Room for the Pump Room
WARNING
When the fire is out, ventilate the space thoroughly. Do not enter the room
without breathing apparatus until the room has been thoroughly
ventilated and the atmosphere proved safe.

Alarms for Engine Room and Pump Room System

Should any cylinder discharge accidentally, it will pressurise the main line up
to the stop valve. This line is monitored by a pressure switch which will
activate the CO2 alarms. Overpressure of the main line is prevented by a safety
valve, which will vent the gas to atmosphere.

The pressure of the control air in the release cabinets is monitored by a

pressure switch. A drop in pressure will activate the PILOT AIR PRESSURE
LOW alarm in the control room.

Should the system power supply fail, the CO2 POWER FAILURE alarm will
operate in the control room.

(Note ! All the ship’s officers must be familiar with the operation of the CO2
system and understand fully the steps required to be taken before release of
CO2 into the engine room or pump room. All ship’s personnel must be familiar
with the alarms which indicate that the CO2 system is about to operate.)

After the CO2 system has been activated the charge will have been used and
there is then no CO2 smothering system available until the system is recharged
as soon as possible after use.

Fire Control Centre

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 Effie Maersk Machinery Operating Manual
Illustration 4.3a Quick Closing and Remote Closing Valve System

Air Bottle For Emergency Shut-Off Valves

Situated Outside Engine Room

To Safety
Area
Generator Engine Generator Engine Incinerator Incinerator Incinerator
PAL Lubricating Oil Lubricating Oil Marine Waste Oil Waste Oil
PS Settling Tank Storage Tank Diesel Oil Service Tank Settling Tank
MC Generator Engine
Group No.1
PI Air
Bottle Main Engine And Other Groups
for Group No.2 L-79V L-17V F-293V F-292V F-291V
Emergency
N.O. Shut-Off
Valve

Engine Room Ventilation Damper

Near Engine Casing

Entrance Door Outside Turbine Main Main Cylinder Oil No.2 No.1
Lubricating Oil Lubricating Oil Lubricating Oil Measuring Cylinder Oil Cylinder Oil
Storage Tank Storage Tank Settling Tank Tank Storage Storage
Tank Tank
M36V OP51 OF18

General Engine L-10V L-3V L-4V L-118V L-116V L-150V

From 8kg/cm2 Welding Area
Exhaust Fan Room Exhaust Fan
Air Line

MDO
M25V M30V Service Tank
Engine Room
Fan (Starboard) Purifier Room
Exhaust Fan

HFO No.2 HFO No.1 HFO

F-103V F-108V F-33V Settling Tank Service Tank Service Tank
Engine Room M26V M31V
Fan (Starboard) Engine Room
Fan (Port)

F-32V F-306V F-102V F-30V F-305V F-304V F-101V F-31V

M27V M32V
Funnel Louvre Engine Room
(Starboard) Fan (Port)

M28V M33V
Funnel Louvre
Funnel Louvre (Port)
(Starboard)
Inner Outer Outer Aft Forward
Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil
Bunker Tank Bunker Tank Bunker Tank Bunker Tank Bunker Tank
M29V M34V (Port) (Port) (Starboard) (Starboard) (Starboard)
Funnel Louvre
(Port)

F-17V F-2V F-1V F-16V F-85V

M35V

Key
Engine Room Ventilation Damper
Air

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 Effie Maersk Machinery Operating Manual
4.3 Quick-Closing and Remote Closing Valve System Oil Tank Quick-Closing Valves Position Description Valve
No.1 HFO service tank Outlet to main engine and generator engine F101V
Introduction Group 1 Main Engine Valves
No.2 HFO service tank Outlet to main engine and generator engine F102V
All the outlet valves from the fuel oil and lubricating oil tanks, from which oil Tank Valve Description Valve
could flow to feed a fire, are equipped with air operated quick-closing valves. Generator engine DO Outlet valve L103V
Waste oil service tank Outlet valve F292V storage tank
Actuation of the quick-closing valves is from the fire control station located in
the Ship’s Control Centre on A deck. Air for actuating the valves is supplied Waste oil settling tank Outlet valve F291V
from an air reservoir situated in the quick closing valve control box at the fire Fire Damper Control Panel
Incinerator DO service tank Outlet valve F293V
control station. Pressure in this air reservoir is maintained by a supply
connection from the engine room 8 kg/cm2 pressure system, the air inlet to the Main engine LO storage tank Outlet valve L3V Position Description Valve
reservoir being via a non-return valve. The reservoir is fitted with a low Open Main air line master valve to dampers
Main engine LO settling tank Outlet valve L4V
pressure alarm transmitter. A branch off the air supply line to the reservoir is
taken to the engine room ventilation damper actuators. Turbine LO storage tank Outlet valve L10V Open Three-way vent cock to damper line M36V

Cylinder oil measuring tank Outlet valve L118V Open Line valve to funnel louvers (starboard lower) M29V
The tanks are grouped into two systems with a single control three-way valve
operating each system. In normal conditions the control valve is set so that the Cylinder oil storage tank No.2 Outlet valve L116V Open Line valve to funnel louvers (starboard upper) M28V
line connecting to the valves in that group is vented to atmosphere. However, Open Line valve to engine room fan (starboard aft) M27V
Cylinder oil storage tank No.1 Outlet valve L150V
when the valve is opened, air is supplied to the group line and to a piston on
each valve in the group causing collapse of the bridge of the valve which MDO storage tank Outlet to MDO purifier pump F33V Open Line valve to engine room fan (starboard fwd) M27V
results in its immediate closure. Open Line valve to welding area exhaust fan M25V
MDO storage tank Outlet to IG generator and boiler F108V
The valves are reset by venting the valve group air supply line and operating No.1 HFO service tank Outlet to boiler F304V Open Line valve to funnel louvers (port upper) M34V
each valve handwheel in a close direction to reset the bridge mechanism and Open Line valve to funnel louvers (port lower) M35V
then opening the valve in the normal way. No.1 HFO service tank Outlet to purifier pump F31V
No.2 HFO service tank Outlet to boiler F305V Open Line valve to engine room fan (port aft) M33V
The fire dampers fitted to various rooms are kept open by means of air pressure Open Line valve to engine room fan (port fwd) M32V
acting on the damper cylinder. The pneumatic cylinders are supplied through a No.2 HFO service tank Outlet to purifier pump F30V
three-way control valve directly from the air inlet line to the quick-closing HFO settling tank Outlet to boiler F306V Open Line valve to purifier room exhaust fan M31V
valve air reservoir. The control valve is set so that that the air supply line to the Open Line valve to generator engine room exhaust fan M30V
damper cylinders is normally pressurised. Venting the damper air line removes HFO settling tank Outlet to purifier pump F32V
air pressure from the damper cylinders and allows the balance weights to close Fore HFO bunker Outlet Valve F85V a) Open the air line master valve. Open the line cock 36V. This will
the dampers. Dampers may be closed by operating the damper control valve in immediately open the exhaust and supply fan dampers.
Aft HFO bunker Outlet valve F16V
the fire control station or by operating the damper control valve, M36V located
tank Starboard
just outside the engine room casing door on the upper deck. Dampers have b) Close the individual line cocks as required.
individual three-way valves which may be operated individually to close Outer HFO bunker Outlet valve F1V
particular dampers. tank Starboard Remote Opening and Closing Valves
Outer HFO bunker Outlet valve F2V
The main sea water suction and overboard valves are opened and closed Hydraulically operated sea valves operated remotely from deck stands.
tank port
remotely from their hydraulic control deck stands, on the 2nd deck for the
suction valves and the 3rd deck for the overboard discharge valves. Inner HFO bunker Outlet valve F17V Valve Description Valve Location of Remote
tank port Control
The emergency generator diesel oil tank quick-closing valve is operated by a
directly connected wire from outside the emergency generator room. Group 2 Generator Engine Valves High sea chest (port) SW suction S2V 2nd Deck
Low sea chest (starboard) SW suction S1V 2nd Deck
Generator engine LO Outlet valve L17V
storage tank Vacuum condenser SW overboard S69V 3rd Deck
Generator engine LO Outlet valve L79V Atmospheric condenser SW overboard S21V 3rd Deck
settling tank

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 Effie Maersk Machinery Operating Manual
Illustration 4.4a Fresh Water Spray Extinguishing System

To Paint Store

Fresh Water Tank Fresh Water Tank

(Starboard) (Port)
(142.78m3) (253.26m3)

CI PI
D3V D4V

D54V D55V S S S
D56V
Fresh Water Spray Pump
(54m3/h)

To Purifier Room To Starboard

Diesel Generator
Room

From Fire Main

To Port Diesel
Generator Room
Paint Store Water Fog Solenoid
To Fresh Water and Spray Pump Start
Pumps

Stern Tube Cooling Water Key

Tank
(82.78m3)
Fresh Water

Fire Water
D7V

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 Effie Maersk Machinery Operating Manual
4.4 Fresh Water Spray Extinguishing System e) Open the supply valve D54V and discharge valve D55V on the
pump.
Introduction
f) Select the solenoid valve to the compartment on fire.
Fresh Water Spray Pump
No of sets: 1 The system is now in operation and fresh water will be sprayed onto the fire at
Capacity: 54m3/h a rate of 54m3/h.
Services: Dedicated FW fire spray extinguishing

A dedicated fresh water fire extinguishing spray system is employed to cover

the following areas:
Paint locker
Purifier room
Port generator area
Starboard generator area

The fire spray pump takes its supply from the domestic FW tanks (port
253.26m3, starboard 142.78m3) or if necessary the stern tube cooling water
tank (82.78m3). Fine spray nozzles are strategically placed around the
protected areas, giving a water mist blanket. Due to the potential hazard
involved in using this system in the purifier and generator areas, it is
imperative that all the appropriate electrical supplies have been shut down
prior to use.

The discharge branch lines to the protected areas are each isolated by
individual solenoid valves which are operated from the fire control station or
the control panel in the ECR. The spray pump is fed from the emergency 440V
switchboard and is started from the fire control station or bridge.

If necessary it is possible to supply the spray system from the SW fire main
system via isolating valve D56V.

Operation

Should a fire occur in any of the above spaces, the procedure is as follows:
Spray Pump and Discharge Mainfold
a) Ensure all personnel are clear of the area.
Spray Pump Start and Valve Selection Panel in the
b) Shut down the machinery and electrically isolate the area in the Engine Control Room
compartment on fire.

c) Close all doors and flaps.

d) Check that power supply is available to the fresh water spray

pump.

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 Effie Maersk Machinery Operating Manual
Illustration 4.5a Foam Fire Fighting System

Located On A
Deck

FM08

No.5 Water Ballast Tank No.4 Water Ballast Tank No.3 Water Ballast Tank No.2 Water Ballast Tank No.1 Water Ballast Tank
(P&S) (P&S) (P&S) (P&S) (P&S)

Slop
Tank
No.5 Wing COT No.4 Wing COT No.3 Wing COT No.2 Wing COT No.1 Wing COT
(P)
(P&S) (P&S) (P&S) (P&S) (P&S)
For Fresh
Water
Flushing FM29 FM27 FM25 FM23 FM21 FM19 FM17
Foam Tank
FM38 FM34

FM37 FM35
FM31
Filter
To FM36
Accommodation
Foam
Bosun's
Pump Void Store
FM33 FM07 FM06 FM05 FM04 FM03 FM02 FM01
BF36 BF34 Proportionator FM16
Pump

To Steering FM15 FM14 FM13 FM12 FM11 FM10

Gear Room & FM39
PI PI
Rope Store To Upper
Deck
PI BF33 FM32
Fire Main

BF35 FM30 FM28 FM26 FM24 FM22 FM20 FM18

Slop
B18V B17V Tank Foam
Bilge, Fire (S) Applicator
and GS Pump No.1 No.2 Bilge, Fire
and GS Pump

FM09

Key

Fire Water

Foam Liquid
Located On A
Deck
Foam Mixture

FW Flushing

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 Effie Maersk Machinery Operating Manual
4.5 Foam Fire Fighting System e) Open the foam pump discharge valve FM33.

Description f) Start the foam pump.

Foam for fire fighting purposes is supplied to the main deck, when required, g) Open the monitor or hydrant valves as required and fight the fire.
from a single 6,000 litre foam tank situated in the foam room located on the
Fighting Oil Fires on Deck
starboard side of the accommodation at the upper deck level. Foam compound
is supplied from the tank, via a foam liquid pump, to an automatic proportion-
Never direct the foam mixture directly on to the burning oil as this will cause
er, where it is automatically mixed with the correct proportion of sea water and
the oil to splash and spread the fire.
then supplied to the deck foam main.
Direct the foam mixture to flow over the surface of the burning oil, so that it
The proportioner mixes the foam compound and sea water in the ratio of 3% gradually covers and smothers the fire. Use the prevailing wind or slope of the
foam compound to 97% sea water. deck to assist the flow wherever possible.

The sea water is supplied from the fire main. The foam main runs the length of Use one monitor and/or two applicators to fight the fire. If more are used, the
the main deck and supplies nine foam monitors sited so that the entire deck effectiveness of each unit will be reduced.
area can be covered. Seven of the monitors are on the centre line on the deck
itself and two are at the forward corners of the accommodation block. Foam Stopping the System
hydrants are fitted to the foam supply pipes branched off before each monitor
for use with hoses. They are situated at both sides of the vessel. Isolating a) Stop the fire pump and foam pump.
valves, which are normally open, are fitted to the foam main just forward of
each monitor to enable damaged sections of the main to be isolated, so b) Close foam tank outlet valve FM34 and sea water supply valve
allowing the system aft of the damaged section to operate normally. BF34 to the foam main.

The foam hydrants are used with hoses and foam nozzles when required. The c) Open flushing valves FM37 and FM35, and connect the fresh Foam Pump
foam mixture is aerated at the foam monitors and nozzles to give the required water supply hose from valve FM38.
consistency. The hoses and nozzles can be used to supply foam to the cargo
tanks if required. Sets of portable foam making branch pipes are stored in d) Start up the fresh water and foam pumps, operate the forward
labelled cabinets along the main deck for use with the foam if required. monitor on the deck until clear fresh water is discharged. Then
operate all other monitors for a few seconds.
The capacity of the deck foam system is designed to give 20 minutes operation
of one monitor supplying 9,042 litre/min of foam mixture. The selected e) Stop the fresh water and foam pumps.
monitors have a capacity of 7,000 litre/min with a throw of 62 metres in still
f) Revert all valves to the standby position, ensuring that flushing
air at an inlet pressure of 5 bar.
valves FM35 and FM37 are closed. All valves in the foam room,
monitor inlet valves and hydrant valves should be closed. All
Operation of the Main Deck Foam System
intermediate valves between the monitors and the pressure gauge
cock in the foam room should be open.
Procedure for Fighting a Fire, after First Raising the Alarm
g) Refill the foam tank as soon as possible.
a) Supply sea water to fire main.

b) Open the sea water inlet valve BF34 to the foam main.

c) Confirm that the flushing valves FM35 and FM37 to the foam
pump are closed.

d) Open the outlet valve FM34 from the foam tank.

Foam Pump Starter Panel

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 Part 5
Emergency Procedures

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 Effie Maersk Machinery Operating Manual
5.1 Flooding in the Engine Room Oily Water Separator
Takes suction from the bilge holding tank.
Flooding in the engine room may occur due to a defect in the hull structure,
possibly due to grounding, berthing or collision damage, or, more likely, due High and low sea suction valves for the auxiliary cooling SW circulating
to a defect in the sea water pipeline system. pumps are locally operated hydraulic valves. They can be operated from floor
plate level or the second deck level. Similarly the main overboard valve from
The following steps can prevent or alleviate flooding problems: the vacuum condenser can be operated from the floor plate level or the third
deck level.
Maintain pipelines externally, tighten slack supports and replace broken ‘U’
bolts on pipe brackets to minimise fretting in way of supports. Each month
check for signs of corrosion, particularly on pipes which are not obviously
visible during daily inspections.

Operate all ship’s side valves regularly, so that they can be operated easily
when required. Valves such as fire pump suction valves, which are normally
open, should be closed regularly to prevent a build up of marine growth.
Ensure that hydraulic valve actuation systems function correctly. Check valve
packing and ensure that there is no leakage.

Before opening sea water filters for cleaning, make sure the shut-off valves are
shut tight by opening the vent in the filter box cover. In any case break the
cover joint before removing all cover bolts. The same applies when opening
coolers and pipelines anywhere in the system. If a valve is not fully closed
there will be appreciable leakage and because the bolts/nuts are still in place it
is possible to retighten the cover.

Personnel should be familiar with the position of bilge suctions and the pumps
that can be utilised for bilge pumping duties. They should also be familiar with
the position of main sea suction and overboard discharge valves and know
which main suction is currently in use.

The emergency bilge suction valve should be operated on a regular basis.

Double bottom sounding pipe cocks and caps should be secured after use.

Pumps Available for Bilge Pumping Duties

No.1 Bilge Fire and General Service Pump

Can take suction from the bilge main and has its own direct suction in the port
forward bilge well.

No.2 Bilge Fire and General Service Pump

Takes suction from the bilge main.

No.3 Main/ COPT Cooling Sea Water Pump

Takes suction from its own emergency bilge suction, which is operated by an
extended spindle from floor plate level.

Engine Room Oily Bilge Pump

Takes suction from the bilge main and the bilge holding tank.

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 Effie Maersk Machinery Operating Manual
Illustration 5.2a Emergency Operation of the Main Engine

REMOTE CONTROL

10
START A
H 9
E
A 8

0
RUN D

2 1
7 AUX BLOWERS SAFETY SYSTEM
Fuel Rack

3
No 1 No 2 No 3

4
6 Regulating Rod

5
RUN AFT FWD SHUT
OVER
SLOW

6
DOWN DOWN
RUNNING RUNNING SPEED

7
REMOTE ACTIVE ACTIVE
5

8
CONTROL

9
10
4 PRE PRE
SHUT EMERG RESET
Load Indicator SELECT SELECT
DOWN
CANCEL
STOP SAFETY
-LED ACTIVE SYSTEM
3
RUN A
S 2 SHUT EMERG LAMP
T OFF OFF DOWN
CANCEL STOP TEST
E
R 1
START N
0
STOP
REMOTE
CONTROL
ETU EMERGENCY SYSTEM NOR
Connecting Rod Engine Telegraph Unit CONTROL
EMERGENCY REMOTE
SUBTELEGRAPH MODE CONTROL
Detail of Plate TELEGRAPH

STAND
FWE FAOP FULL
BY
A
H HALF

E
A SLOW

D DEAD
SLOW
NOR
ETU EMERGENCY SYSTEM CONTROL
Engine Telegraph Unit
CONTROL LOCATION
FULL STOP
EMER
A Fuel Control GENCY
NORMAL
DECREASE INCREASE
Lever (3.12)
H HALF
TELEGRAPH STATUS
E
DEAD
A SLOW NEW
COMMAND
A SLOW
MANUAL
FEED
CONTROL
D DEAD Manoeuvring Control S
SLOW SLOW
Lever (5.03) T
E
HALF
CONTROL LOCATION SYSTEM
R
EMER STOP
LAMP SOUND INTERNAL
N
NORMAL FULL
GENCY TEST OFF FAILURE

TELEGRAPH STATUS
Stop / Run
Lever (5.07)
NOR
CONTROL
NEW DEAD
COMMAND
A SLOW

S
SLOW
T
E
HALF
SYSTEM
R
LAMP SOUND INTERNAL
N
FULL
TEST OFF FAILURE

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 Effie Maersk Machinery Operating Manual
5.2 Emergency Operation of the Main Engine Stopping a) The fuel lever 3.12 must be disengaged from the position
REMOTE CONTROL and engaged into the fuel pump regulating
Emergency Control from the Engine Side a) Reduce the local control speed setting. linkage. This is achieved by moving the lever until the button at
the base engages with the hole in the regulating linkage; the
In the event of the breakdown of the normal pneumatic manoeuvring system, b) Move the stop lever 5.07 to the STOP position. locking screw must then be tightened.
the governor or its electronics, or if, for other reasons, direct index-control is
required, the engine can be operated from the local manoeuvring stand which c) If manoeuvring has finished, switch off the auxiliary blowers by b) Ensure that temperatures and pressures are correct as for local
is located at the middle platform aft on the port side of the engine. A telegraph moving the manoeuvring lever 5.03 to the REMOTE CONTROL control and preselect the auxiliary blowers.
relay indicator is provided at this location together with start facilities for the position.
auxiliary blowers, alarm information and governor speed setting control if the c) Move the manoeuvring lever 5.03 to the RUN AHEAD or RUN
governor still functions. Reversing ASTERN position.
The same procedure as for starting is adopted except that the manoeuvring
(Note ! The local control lever designation numbers 3.12, 5.03 and 5.07 lever 5.03 is moved in the opposite direction, AHEAD or ASTERN. d) Move the fuel lever 3.12 to position 3 or 4.
referred to in this section are the item numbers used in the engine builder`s
manual.) Taking Over from Remote Control to Local Control with the Engine e) Move the manoeuvring lever 5.03 to the START position
Running AHEAD or ASTERN, until the engine is observed to fire on fuel.
Local Control with the Governor Operational
a) Adjust the local control speed setting pressure at the local control f) Slowly increase the fuel control lever until the engine runs at the
As soon as the manoeuvring lever 5.03 on the local manoeuvring stand is panel which is on the right of the emergency control stand, to the required speed.
moved from the remote control position the engine local control is activated. It same level as for remote control.
can be moved to the run ahead or run astern position. The gauge panel behind Stopping
the emergency manoeuvring stand indicates the current values of the important b) Move the manoeuvring lever 5.03 to the RUN AHEAD or RUN
engine services and the engine speed. ASTERN position; the same direction as the engine is already a) Move the fuel lever 3.12 to position 0.
running.
a) Ensure that the jacket temperature, fuel oil temperature and b) If manoeuvring has finished, switch off the auxiliary blowers by
lubrication pressures are correct as for normal running and that The engine is now on local control. moving the manoeuvring lever 5.03 to the REMOTE CONTROL
the turning gear is disengaged. position.
Taking Over from Local Control to Remote Control with the Engine
b) Pre-select the auxiliary blowers. Running c) If another movement is required in the same direction the
manoeuvring lever may stay in the RUN position for that
c) Move the manoeuvring lever 5.03 to the RUN AHEAD or RUN a) Move the manoeuvring lever 5.03 to the REMOTE CONTROL direction until the start is requested and then it is moved to the
ASTERN position and set the stop lever 5.07 to the RUN position. START position until the engine fires on fuel as described above.
position.
b) Push the REMOTE CONTROL button at the local control panel. Reversing
d) Set the local control speed setting to the START position with a The same procedure as for starting except that the manoeuvring lever 5.03 is
pneumatic pressure of about 2 kg/cm2. This is done by means of c) In the control room the definitive take-over must be called for by moved to the position for running in the opposite direction.
the dial on the local control panel located to the right of the pressing the corresponding button, i.e. TAKE-OVER IN THE
emergency control stand. CONTROL ROOM. Take-Over from Remote Control to Emergency Local Control with the
Engine Running
e) Move the manoeuvring lever 5.03 to the START position, Emergency Control with the Governor Not Operational
AHEAD or ASTERN until the engine is observed to fire on fuel a) Quickly bring the fuel lever 3.12 into the same position as the fuel
and speed is seen to increase. When firing is achieved, move the This system is for emergency operation only and should be used for a limited linkage and link them together.
manoeuvring lever back to the RUN position. time only.
b) Move the manoeuvring lever 5.03 to the corresponding position,
f) Slowly increase the speed setting pressure until the engine runs at The operation of the overspeed monitoring system must be verified. The RUN AHEAD or RUN ASTERN.
the required speed. operator must not leave the local control station and must keep a constant
watch on the engine tachometer and be prepared to make fuel adjustments in c) Check the engine speed.
order to keep the engine speed within specified limits; this is particularly
important when in ballast during rough weather.

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 Effie Maersk Machinery Operating Manual

Pump Control
Knob

Unloading Control Valves with Lock Ring Steering Gear Pump Control Knob Mounted on Torque Motor

Issue: 1 5.3 Emergency Steering Page 1 of 2

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 Effie Maersk Machinery Operating Manual
5.3. Emergency Steering

General Description

The steering gear consists of a tiller turned by a 4 cylinder hydraulic system;

hydraulic power is produced by two electric motor driven variable delivery
pumps. In accordance with IMO regulations the pumps, hydraulic power
circuits and rams can operate as two isolated systems (see section 2.11).

The steering gear is fitted with an automatic safety system. This system is used
to isolate the hydraulic power circuits in the event of a hydraulic oil loss from
the oil tanks or other part of the hydraulic system.

In accordance with IMO regulations, the hydraulic pumps used in the steering
gear are supplied with power from two independent sources. In the event of
power failure from the main switchboard both pumps can be supplied from the
Emergency Switchboard.

Operation of the Steering Gear on Loss of Bridge Control

a) On loss of steering gear control from the bridge, establish com-

munication between the bridge and steering gear compartment via
the telephone system. A telephone is located in the steering gear
compartment for this purpose. There is also a rudder angle
indicator and compass repeater in the steering gear compartment.

b) At the rudder servo unit, located on the port side of the steering
gear compartment, turn the switch to the LOCAL position.

c) At the pump unit to be operated, push in the MANUAL button of

the unloading device and lock it by means of the lock nut.

d) Operate the steering gear by turning the pump control knob to

give the required oil flow for the direction of rudder movement
requested by the bridge. The control knob for each pump is
mounted on the top of the control section of the associated oil
tank. When the rudder reaches the required angle, release the
control knob. The knob and hydraulic pump will return to the
neutral position.

! CAUTION
When operating under local control the rudder angle limiter does not
function and so the rudder must not be worked over its maximum angle
of 35º.

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 Effie Maersk Machinery Operating Manual
Illustration 5.4a Emergency Fire Pump
Return Filter

Hydraulic Oil Tank

with Hydraulic Pump
Power Unit in the Steering Gear Room

Electric Motor

AUS Stripping Pump System Entrance to the Emergency

Drain Tank Fire Pump Spsce

3In Sea Water Pipe

Maximum Pressure 12 Bar

1½In Hydraulic Oil Pipe

Maximum Pressure 135 Bar

1½In Hydraulic Oil Pipe

Maximum Pressure 6 Bar

Entrance Hatch to the Emergency Fire Pump

Hydraulic Oil Cooler

Non-Return Valve

Fire Pump
Unit

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 Effie Maersk Machinery Operating Manual
5.4 Emergency Fire Pump Operation
Ellehammers Emergency Fire Pump Plant Pump Room Bilge Suction
Deck Stand Hydraulic
Actuator, Valve OP263V
Fire Pump
Manufacturer: IRON Marine Pumps
Model: CNLB 80-80/250
Type: Vertical centrifugal with hydraulic drive
Capacity: 75 m3/h x 90 mth
Emergency Fire Pump
Discharge Line Isolating Valve,
Electric Motor Line Joining Into the Fire
Manufacturer: V.E.M. Germany Main in the Foam Room.
BF69V
Model: K21R 225M4
Emergency Fire Pump Sea
Continuous output: 51kW Suction Deck Stand Hydraulic
Actuator, Valve BF45V
Hydraulic Pump
Manufacturer: Denison S.A.
Model: T6D-035-1RO3-A1
Working Pressure: 130 bar

Hydraulic Motor
Manufacturer: IMO, Sweden
Model: D4F 038N-LRBE-A070
AUS Stripping Pump System Emergency Fire Pump Discharge Line
Drain Tank

The emergency fire pump is located in the pump room at bottom plate level,
its drive coming from the directly mounted hydraulic motor. The location of
the pump ensures that there is always a positive suction head even under light
ship conditions. Hydraulic pressure to drive the pump motor comes from the
electrically driven hydraulic pump unit mounted in the steering gear room. A
cooler is provided for the hydraulic system, cooling water being taken from the Emergency Fire Pump Sea
pump discharge. Suction Isolating Valve BF45V

The pump is fed from the emergency switchboard 440V feeder panel located
in the emergency generator room.

Starting and stopping the pump can take place from three locations; Emergency Fire Pump Sea Suction
Weed Blow Valve A20V
Locally at the hydraulic pump unit in the steering gear compartment.

In the fire control room (Ship’s Control Centre), on the emergency

stop control panel

The bridge, at the central control module

The emergency fire pump draws from an independent sea water chest, in which
the pump suction valve and discharge valve are always maintained in an open
position. The pump discharges into the fire main.
Emergency Fire Pump Sea Suction and Weed Blow
The pump and suction valves should be operated and lubricated weekly. The
pump suction line can be proved clear by use of the steam blowing line.

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 Effie Maersk Machinery Operating Manual
Illustration 5.5a Fire Control Station

Fireman's Fireman's
Outfits Outfits
Locker Locker

Box For
International
Shore
Connection
CO2 Release
Cabinets,
Engine Room Cargo Control
and Console
Pump Room

Fire Alarm Fire Dampers and Quick-Closing Air Receiver

Indicator
Panel and Operation Levers Emergency Stops Switch Box
Fire
Bilge, Fire Control Station
and GS,
Emergency
Fire Pump
Start/Stop

Emergency
Stop
Buttons

Emergency Shut-Off
Valve Control Box Ships Control
Centre

Fire Control Station

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 Effie Maersk Machinery Operating Manual
5.5 Fire in the Engine Room m) If personnel are missing, consider the possibility of searching in h) Close all doors to the inert gas plant and the engine room.
the fire area.
If a fire should occur in the engine room: i) Start the emergency fire pump and pressurise the fire main.
n) Close all accessible openings and hatches to prevent the fire
WARNING spreading. j) Operate the CO2 system.
Under no circumstances should anybody attempt to tackle the fire alone.
o) Prepare to disconnect the cargo hoses, if required. The Water Spray System
(Note ! Fire plans are housed in red cylindrical containers at the port and
starboard accommodation entrances on the upper deck. These are there to p) Prepare to vacate the berth, if required and inform the authorities A dedicated fresh water fire extinguishing spray system (see section 4.4) is
assist outside parties to deal with a fire on board and should in no circum- immediately if there might be problems in vacating the berth. employed to cover the following engine room areas:
stances be removed.)
q) If there is a danger of the release of poisonous gases or of Purifier room
General explosion, consider part or total ship abandonment. Ship Port generator area
drawings, cargo plans etc. should be taken ashore. A crew check
is to be carried out. Starboard generator area
a) Immediately sound the fire alarm and muster the crew.
The paint store on deck is also covered by the water spray system
b) If personnel are missing, consider the possibility of searching in r) Consider using the fixed extinguishing systems, depending on the
the fire area. extent of the fire.
The fire spray pump takes its supply from the domestic FW tanks (port
c) Determine the location of the fire, what is burning, the direction s) On the arrival of the fire brigade, inform the Chief Fire Officer of: 253.26m3, starboard 142.78m3) or if necessary the stern tube cooling water
of spread and the possibility of controlling the fire. tank (82.78m3). Fine spray nozzles are strategically placed around the
Any personnel missing protected areas, giving a water mist blanket. Due to the potential hazard
d) If there is the least doubt whether the fire can be controlled by Assumed location of fire involved in using this system in the purifier and generator areas, it is
ship’s crew, warn of the situation on the distress frequencies. imperative that all the appropriate electrical supplies have been shut down
What is assumed to be burning prior to use.
e) If the fire fighting capacity is limited, give priority to fire Any conditions that may constitute a hazard
limitation until the situation is clarified. The discharge branch lines to the protected areas are each isolated by
t) Assist the Chief Fire Officer with information and orientation, by individual solenoid valves which are operated from the engine control room.
f) If substances which are on fire, or close to a fire, may emit means of drawings and plans. The spray pump is fed from the emergency 440V switchboard and is started
poisonous gases or explode, direct the crew to a safe position from the engine control room and localy at the entrance to the pint store.
before actions are organised. If the fixed fire extinguishing system is to be used, take the following action:
If necessary it is possible to supply the spray system from the SW fire main
g) Establish the vessel’s position and update the communication Battening Down of the Engine Room system via isolating valve D56V.
centre.
a) Stop the main engines and shut down the boilers. If a fire occurs in one of these compartments the water spray system should be
h) If any person is seriously injured, request assistance from the used to extinguish the fire instead of the engine room CO2 system.
nearest rescue centre. b) Sound the evacuation alarm.

In Port c) Stop all the ventilation fans.

i) Activate the emergency shutdown system in agreement with the d) Start the emergency generator and put on load.
terminal duty personnel.
e) Trip the quick-closing valves and the engine room auxiliary
j) Conduct a crew check. machinery from the fire control centre.

k) Organise the crew for fighting the fire. f) Count all personnel and ensure that none are in the engine room.

l) Inform the local fire brigade even though the fire appears to be g) Close all fire flaps and funnel doors.
under control.

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 Part 6
Communications

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 Effie Maersk Machinery Operating Manual
Illustration 6.1a Telephone Systems

I.S. Power
Power Source (AC 220V)
Supply

Cargo Pump
Turbine Area
Wall Type Flush Type Wall Type Desk Type Telephone and Alarms

Bell

Cargo Pump
Satcom Turbine Area
Selector
For Shore Connection

Remote Alarm
Cargo Control
Automatic
AC 110/220V Room Telephone
Telephone Exchange
Power
Source DC 24V Cargo Control
Room Selector
To Public
Address System
Pump Room
Wall Type Wall Type (Hazardous Area)
Beacon
Bell Bell

Air Horn S
Air
(8kg/cm2)

Call Pilot Lamp

Junction
I.S. Selector
Box
I.S. Telephone
Generator Handle Wall Type
Emergency Terminal Box
Bell Rotary
Light Horn Pump Room Entrance
Headset
Relay
Box

Rotary I.S. Selector

Selector Switch
I.S. Telephone
I.S Relay
Headset/Handset
Beacon Unit Box
Selector Switch Power

From Sound Powered Telephone

Air Horn
S
Air
(8kg/cm2)

Sound Powered Telephone Automatic Telephone System Intrinsically Safe Telephone System

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 Effie Maersk Machinery Operating Manual
Part 6 Communications Automatic Telephone System

6.1 Telephone Systems Manufacturer: Marine Radio Co.

Type: MCX 2064
Sound Powered Telephone System
The automatic telephone system is an electronic telephone switching system
Manufacturer: Marine Radio Co. with integrated circuit components which ensure high quality transmission. It
Type: LC 800 is fitted to provide communication throughout the vessel. Alongside each
extension is a directory of all extensions in the system. Telephones are situated
The sound powered telephone system is designed for safe and clear communi- in all officer and crew cabins, including separate bedrooms, public rooms,
cation. The aim of this system is to provide communication independent of the galley, emergency generator room, fire control station, engine room workshop,
ship’s power supplies thereby providing emergency communication. main engine manoeuvring stations and engine room floor. A three-digit
numbering system is used.
To Make a Call
The exchange is supplied by the 220V system and in the event of power
a) Pick up the handset. failure, from the 24V emergency battery system.

Rotating lights and horns are activated in the machinery spaces when the
b) Set the station selector to the required extension number.
engine room telephones are accessed.
c) Turn the call generator handle until a loud beep is heard at the
Telephones on the vessel are divided into four classes of service:
user’s own station (approximately 10 turns).
‘A’ class telephones have the following facilities:
d) Duplex communication is now possible for approximately 15
minutes. Speech time may be extended by winding the call
Extension to extension calling
generator handle again.
Paging facility via the PA system
Stations within machinery spaces are fitted with headsets to provide commu-
nication within the noisy environment. The headsets are selected by operating Priority
the headset/handset toggle switch on the telephone unit. Trunk access

Intrinsically Safe Telephone System ‘B’ class telephones have the following facilities:

Manufacturer: Seun Electric Co. Extension to extension calling

Type: SU-IS Paging facility via the PA system
The intrinsically safe telephone system is designed to provide communications Priority
from and to the ship’s pump room.
‘C’ class telephones have the following facilities:
All the telephones and fittings within the pump room are explosion proof. Air
horns and rotating lights are fitted within the pump room to alert personnel on Extension to extension calling
the reception of a telephone call. Paging facility via the PA system

The two telephones in the pump room (one in the entrance area) can call and ‘D’ class telephones have the following facility:
receive from the cargo control room and the cargo pump turbine area.
Extension to extension calling

Classes of service can be re-programmed at the telephone exchange if required.

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 Effie Maersk Machinery Operating Manual

Illustration 6.2a Public Address System

Port Bridge Wing Starboard Bridge Wing

M M

Upper Deck Forward

Compass Deck

M Bridge PA Control Unit

To AM
Antenna

M
M Microphone

Aft Mooring Deck Public Address System Central Control Unit G/A

Alarm Emergency
Out General
Alarm Stop

M Ship's Control Centre PA Controller Unit AC 220V In

DC 24V In

From BK (DC 24V)

From Automatic
Telephone
Exchange

Steering Gear

Public Areas, Cabins etc

Engine Room Speakers

M
Galley
Engine Control Room

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 Effie Maersk Machinery Operating Manual
6.2 Public Address System Emergency Broadcasting Paging

Manufacturer: Marine Radio Co. When the SPEAKER SELECTOR button is set to the EMERG position, the The public address system can be activated from the telephone system for
Type: MPA-2100A emergency announcement is made through all cabins, passages and machinery paging purposes if required.
spaces. In this case the volume setting is neglected and the maximum setting
The public address system is provided to communicate important announce- is automatically used.
ments throughout the vessel. Speakers are provided in the accommodation
alleyways, public rooms, working spaces and outside decks. There is a facility Illustration 6.2b Public Address Unit
to play a radio tuner or a cassette from the unit in the wheelhouse. The system
is supplied from the main 220V system with back up from the emergency 24V
system. EJECTOR

MRC 12 BANDS RADIO

Operation POWER DIMMER
ON/OFF

Public announcements may be carried out from the control panels installed in
the wheelhouse and ship’s control centre. Broadcasting is selected from the UP VOLUME
AUTO REVERSE 100:C CASSETTE
M1 M2 M3
selection switch mounted on the control panel. TUNE POWER
M4 M5 BAND DOWN

There is a talkback facility to allow the system to be used for communication SCAN BAND ENTER
during docking etc. The forward and aft mooring decks have microphones and ENTER ALARM TIME

speakers to allow communication with the bridge and bridge wings.

To Make a Broadcast: BUSY

MIC
MIC VOL DIMMER SPEAKER SELECTION
At the main PA control station in the wheelhouse: POWER
ALARM COMP. FORE/
OFF CABIN EMERG
DK AFT E/R PASS
a) Switch on the power by pressing the POWER button.

b) Select the speaker network required using the SPEAKER

SELECTOR buttons.

c) Set the monitor volume using the ‘Moni. Vol’ control.

(If the monitor volume is set too high feedback noise may be
induced).
VU

d) Activate the alarm pushbutton if required.

The alarm signal consists of an 800Hz oscillating tone.

e) Press the microphone PRESS-TO-TALK switch and speak into

the microphone.

f) On completion, de-select speakers and turn off the power at the

power button.
MONI-VOL
For talk back operation follow the instructions as above, except in step b),
when the selection should be set to FCSLE/POOP.
PUBLIC ADDRESER
MODEL
BAND
DATE

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 Effie Maersk Machinery Operating Manual
6.3 Shipboard Management System

The shipboard management system exists to ensure that the vessel is managed
safely and efficiently.

Meetings are held at regular intervals to ensure all personnel are aware of the
objectives of the system.

Weekly meetings are held to discuss the vessels forthcoming operations

schedule, as well as mechanical or fabric maintenance due to be completed.

A safety meeting is held each month, with a minimum of one meeting every 3
months.

The object of the safety meeting is to discuss safety at sea, prevention of

human injury or loss of life and avoidance of damage to the marine
environment and property.

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 Effie Maersk Machinery Operating Manual
Principal Particulars Stern tube Distillate Pump
Type: Simplex compact type Maker: Sasakura
Main Engine Material: Type: PVVP-2040: MDHC
Maker: Hyundai-Sulzer Aft ring: Viton Capacity: 2.1 m3/h
Model: 7RTA84T-B Aft liner: Chrome steel
Type: Two stroke, single acting, reversible, Fwd ring: Viton Ejector Pump
crosshead diesel engine, operating on uniflow Fwd liner: Special cast iron Maker: Shinko
scavenging with two constant pressure Type: SVA-125-2M: MDHC
turbochargers and air coolers Steering Gear Capacity: 75 m3/h
Number of cylinders: 7 Maker: Tong Myung Heavy Industries Co. Ltd. Ion Sterilizer
Cylinder bore: 840 mm Type: FE21 560-T050 electro-hydraulic, 2 ram 4 Maker: Jowa AB
Stroke: 3,150 mm cylinder Model: Silver Ion Type
Output (MCR): 36,927 bhp (27,160kW) at 74 rpm Rating: 560 ton/m at maximum torque at 35° Capacity: 0-1500 l/h
Direction of rotation: Clockwise looking from aft working pressure; 240kg/cm2
Specific fuel oil consumption: 127.1 g/bhp per hour Rehardening Filter
Auxiliary Boiler Maker Se-Won Industries
Turbocharger Maker: Hyundai Heavy Industries Ltd Model: SWM-2
Maker: Mitsubishi Model: HMT-50 Capacity: 1500 l/h
Type: MET71SE Type: Top fired rectangular water tube marine boiler
Evaporation: 50,000 kg/h Domestic Hydrophore Tank
Main Generators (3 Sets) Steam condition: 18 kg/cm2 saturated steam. Type: UH102-40M
Engine Fuel oil: HFO up to 700 cSt at 50ºC Pumps
Type: 5L28/32H Safety valve setting: 20 kg/cm2 Capacity: 5m3/h at 5.0kg/cm2
Maker: HHI-B&W Fuel oil consumption: 3,850 kg/h at 100% evaporation
Rating: 1,423 bhp at 720 rpm Calorifier
Specific fuel oil consumption: 143.8 g/bhp per hour at optimised rating Auxiliary Boiler Sootblowers Type: Steam and electric heated
Maker : Diamond Power Specialty Ltd Rating: 10-70°C
Alternator Model : Diamond G9B (Mk.2) 15kW electric heater
Type: HFJ6 566-14K-EB Capacity: 300 litres
Rating: 1,225KVA, 450V AC, 60Hz, 0.8pf Economiser
Maker: KangRim Industries Co., Ltd Hot Water Circulating Pumps
Emergency Diesel Generator Model: Mono steam pressure exhaust gas economise Maker: Shinko
Engine Evaporation: 2,000 kg/h Model: GHQ 100-2M
Maker: DEMP (MAN-B&W Holeby) Steam condition: 7kg/cm2 saturated steam at 169.6ºC Capacity: 2m3/h at 5.0kg/m2
Model: D2866 LXE30
Output: 295kW at a continuous speed of 1,800 rpm Economiser Sootblowers Domestic Refrigeration Systems
Maker: KangRim Industries Ltd Compressor
Generator Model: KR18 Maker: Sabroe
Maker: Stamford Model: BFO4
Model: HCM 434 E2 Fresh Water Generator Type: Four cylinder, V-type; 55 mm bore by 49 mm
Output: 312.5 kVA at p.f. 0.8, 260kW Maker: Alfa Laval stroke and 1,195 rpm
Type: JWP-26-C80/100 Drive motor: 5.5kW 1,755 rpm
Propeller Capacity: 36 tons/day
Type: FPP/Keyless, Ni - AL- bronze Maximum salinity: 10ppm Condenser
No. of blades: 4 Model: CRKF 221218
Diameter: 10m Type: Horizontal shell and tube
Pitch (mean): 7,015.62mm
Expanded area ration: 0.4823
Weight: 66.334 tonnes

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 Effie Maersk Machinery Operating Manual
Air Conditioning Plant Waste oil pump: Self-priming positive displacement, 120 litres/h LO Purifier Heater
Compressors Primary burner: Type: MX10T 16 shell and tube
Maker: Sabroe Type: DH 160 E2 Rating: 0.5m3/h, temperature range, 45/90°C
Model: SMC 106 S Capacity: 17 litres/h Heating surface area: 0.24m2
Type: Six cylinder single stage reciprocating piston Rating: 0.125kW
compressor Mill pump: FO Discharge Filter
Motor: 55 kW at 1,765 rpm Model: PU-5 Type: AF551TP auto filter
Capacity: 26m3/h Capacity: 7.8m3/h at 10µ
Condensers Rating: 4.5kW
Type: Horizontal shell and tube type Main Engine FO Duplex Filter
Model: COKF 271902; combined with liquid Main Air Compressor Type: AF4450RMX manual filter
refrigerant receiver Maker: Jonghap Maritime Inc. Capacity: 15.2m3/h at 50µ
Model: HC-277A., reciprocating
Miscellaneous Air Conditioning Units Capacity: 280 m3/h at a pressure of 30 kg/cm2 FO Heater
Make: Kyung Won Century Ltd Type: MX25T 16 shell and tube
Cooling system: R404A direct expansion Control Air Compressor Rating: 15.2m3/h, temperature range, 100/150°C
Maker: Tamrotor Heating surface area: 13.04m2
Engine Control Room Model: EMS 15-18; screw type
Type: MPG5HF3 Capacity: 150 m3/h at a pressure of 8 kg/cm2 Main LO Discharge Filter
Capacity: 15,000 kcal/h Type: AL950RP auto filter
Air Dryer Capacity: 411m3/h at 50µ
Workshop Maker: Kyung Nam
Type: MPG7.5HF3 Model: KAD-101, refrigifilter; with outlet filter Cathodic Protection System
Cooling capacity: 22,500 kcal/h Capacity: 150 m3/h free air delivery at a pressure of Maker : Korea Cathelco Ltd.
8 kg/cm2 Type: Impressed current
Sewage Treatment Plant Power supply: AC 440V, 60Hz,
Maker: Sasakura Engineering Co Fuel Oil Purifying System
Model: Super Trident ST-3A Maker: Westfalia Engine Room Crane
Capacity: 2,310 litres/day (34 persons per day) Model: OSC50-0136-066 Maker: Oriental Precision Co., Ltd
Capacity: 4,000 litres/h (each) Type: MD 2 speed, hoisting
Sewage Discharge Pump Rating: SWL 9.5 tonne
Maker: Sasakura Engineering Co FO Purifier Heater Span: 8,150mm
Model: BHNR-50 Type: MX15T 16 shell and tube
Capacity: 7m3/h x 26 mth Rating: 4m3/h, temperature range, 55/98°C Vacuum Unit for COPT Condenser
Heating surface area: 1.81m2 Maker: Naniwa Pump
Oily Water Separator Type: NE2S-40
Maker: Blohm & Voss Main LO Purifiers Capacity (Vacuum): 80m3/h at 550mmHg
Model: Turbulo TCS-5-HDS Maker: Westfalia
Capacity: 5m3/h Model: OSA 30-02-066 COPT Condenser
Capacity: 3,700 litres/h Maker: Dong-Wha
Oily Bilge Pump Type: Shell and tube
Maker: Allweiler LO Purifier Heater Capacity (Flow): 68,340 (steam), 4,644kg/h
Model: Shinko VPS-30 MDV, piston type Type: MX10T 16 shell and tube Inlet enthahphy: 564/600kcal/kg
Capacity: 50m3/h at 4kg/cm2 Rating: 3.7m3/h, temperature range, 45/90°C Outlet temperature: 65°C
Heating surface area: 0.64m2 SW flow: 2,020m3/h
Incinerator Inlet/outlet temp.: 27/47.6°C
Maker: Hyundai Marine Machinery Co., Ltd. Generator Engine LO Purifier Surface area: 630m3
Type: Maxi 150 SL-1 E/S Maker: Westfalia
Capacity (Waste oil): 700,00kcal/h Model: OSC 5-91-066
Waste oil burner: 82kg/h Capacity: 500 litres/h

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Atmospheric Condenser Main Engine Crosshead LO Pump Generator Engine MDO Service Pump
Maker: Dong-Wha Maker: Allweiler Maker: Allweiler
Type: Shell and tube Type: SLF 1300ER42 U12.1 screw type Type: SPF 10R56 G8.3 screw type
Capacity (Flow): 2,461kg/h Capacity: 70m3/h at 12 mth Capacity: 1.5m3/h at 7 mth
Inlet enthahphy: 661kcal/kg Rating: 36kW at 1,750 rpm Rating: 1.8kW at 3,360 rpm
SW flow: 650m3/h
Inlet/outlet temp.: 47.1/49.4°C Stern Tube LO Pump HFO Transfer Pump
Surface area: 47m3 Maker: Allweiler Maker: Allweiler
Type: SPF 10R28 G8.3 screw Type: 231.105/052. 100-50-1BB two spindle screw
Main Engine Jacket FW Cooler Capacity: 0.5m3/h at 3 mth type
Maker: SWEP Rating: 0.9kW at 3,360 rpm Capacity: 60m3/h at 4 mth
Type: GC51P stainless steel plate Rating: 24kW at 1,740 rpm
Capacity: (JCW) 220m3/h LO Transfer Pump
In/outlet temp. 90/72.7°C Maker: Allweiler MDO Transfer Pump
(FWC) 220m3/h Type: V16 80R46 U18USV screw type Maker: Allweiler
In/outlet temp. 46.8/64.1°C Capacity: 10m3/h at 4 mth Type: V16 80R46 U18USV screw type
Surface area: 28.08m3 Rating: 5.5kW at 3,396 rpm Capacity: 10m3/h at 4 mth
Rating: 5.5kW at 3,396 rpm
Main Engine Jacket FW Pre-Heater Main LO Purifier Supply Pump
Maker: Dong-Wha Maker: Allweiler HFO Purifier Supply Pump
Type: Shell and tube Type: SPF 20R56 G8.3 screw type Maker: Allweiler
Capacity: (Steam) 2,811kg/h at 7kg/cm2 Capacity: 3.7m3/h at 3 mth Type: SPF 20R56 G8.3 screw type
(JFW) 130m3/h Rating: 1.8kW at 3,360 rpm Capacity: 4m3/h at 3 mth
In/outlet temp. 84.42/95°C Rating: 1.8kW at 3,360 rpm
Surface area: 9m3 Main Engine Cylinder LO Shift Pump
Maker: Allweiler Generator Engine MDO Flushing Pump
Main Engine LO Cooler Type: SPF 10R38 G8.3 screw type Maker: Hyundai Heavy Industries
Maker: SWEP Capacity: 1m3/h at 0.5 mth Type: Air driven
Type: GX-145N stainless steel plate Rating: 1.3kW at 3,360 rpm Capacity: 1.3m3/h at 6 mth
Capacity: (LO) 387m3/h
In/outlet temp. 51.4/45°C Generator Engine LO Priming Pump Boiler FO Supply Pump
(FWC) 220m3/h Maker: Hyundai Heavy Industries Maker: Hyundai Heavy Industries
In/outlet temp. 36/46.8°C Type: ACD 025N6/VBP Type: 3-RF 3B
Surface area: 555.39m3 Capacity: 2.6m3/h at 0.5 mth Capacity: 9.9m3/h at 26 mth
Rating: 0.63kW, 3,420 rpm Rating: 15kW at 1,760 rpm
Central FW Cooler
Maker: SWEP
FO Booster Pump Sludge Pump
Type: GX-145N titanium plate
Maker: Allweiler Maker: Shinko
Capacity: (FW) 545m3/h
Type: SNF 80R54 E6.7 screw type Type: VPS-30 piston type
In/outlet temp. 53.4/36°C
Capacity: 15.2m3/h at 12 mth Capacity: 30m3/h at 4 mth
(SW) 650m3/h
Rating: 9kW at 3,440 rpm Rating: 11kW at 1,150 rpm
In/outlet temp. 32/46.8°C
Surface area: 356.49m3
FO Feed Pump
Main Engine LO Pump Maker: Allweiler
Maker: Shinko Type: TRL 80R36 U18USV screw type
Type: SAE 250-2 deepwell Capacity: 7.8m3/h at 5 mth
Capacity: 411m3/h at 50 mth Rating: 3.6kW at 3,360 rpm
Rating: 132kW at 1,800 rpm

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Central Cooling Fresh Water Pump Boiler Feedwater Pump
Maker: Shinko Maker: Shinko
Type: SVAQ 350M Type: GHQ 100-2M
Capacity: 1,090m3/h at 25 mth Capacity: 63m3/h at 240 mth
Rating: 110kW at 1,800 rpm Rating: 90kW at 3,600 rpm

Port Use Cooling Fresh Water Pump Economiser Feedwater Pump

Maker: Shinko Maker: Shinko
Type: SVA 200M Type: SHQ 50M
Capacity: 360m3/h at 25 mth Capacity: 4m3/h at 110 mth
Rating: 73.7kW at 1,800 rpm Rating: 7.5kW at 3,600 rpm

Main Engine Jacket Cooling Fresh Water Pump Boiler Water Circulating Pump
Maker: Shinko Maker: Shinko
Type: SVA 200M Type: BT 40-5
Capacity: 262m3/h at 30 mth Capacity: 16m3/h at 40 mth
Rating: 37kW at 1,800 rpm Rating: 5.5kW at 3,600 rpm

Hot Water Circulating Pump Fire, Bilge and GS Pump

Maker: Shinko Maker: Shinko
Type: HJ 40 Type: RVP 200-2MS
Capacity: 2m3/h at 5 mth Capacity: 290/350m3/h at 110/30 mth
Rating: 0.4kW at 1,800 rpm Rating: 150kW at 1,800 rpm

Main/COPT Condenser Sea Water Pump COPT Condensate Pump

Maker: Shinko Maker: Shinko
Type: SVA 350MS Type: RVE 130M
Capacity: 650/1,010m3/h at 23/9 mth Capacity: 100m3/h at 25 mth
Rating: 75kW at 1,200 rpm Rating: 15kW at 1,800 rpm

Auxiliary Sea Water Cooling Pump Main Engine HT Circuit Feeding Pump
Maker: Shinko Maker: Shinko
Type: SVA 250M Type: GJ40-25M
Capacity: 400m3/h at 23 mth Capacity: 0.5m3/h at 75 mth
Rating: 37kW at 1,800 rpm Rating: 5.5kW at 3,600 rpm

Scrubber Cooling Sea Water Pump

Maker: Shinko
Type: RVP 250M
Capacity: 310m3/h at 55 mth
Rating: 75kW at 1,800 rpm

Inert Gas Deck Seal Sea Water Pump

Maker: Shinko
Type: HJ 50
Capacity: 9m3/h at 50 mth
Rating: 3.7kW at 3,600 rpm

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