Machinery Operating Manual Transfer

LNGC GRACE ACACIA Machinery Operating Manual

1 Index

Symbols and Colour Scheme ............................................................................. 2

Electrical Symbol List ........................................................................................ 3

Abbreviation ....................................................................................................... 4

Part 1 : Engineering Data for Main Equipment

1.1 Main Turbine..................................................................................... 1 - 1

1.1.1 Manufacturing Specification................................................... 1 - 5

1.1.2 Main Turbine Operation Instructions...................................... 1 - 7

1.2 Main Boilers.................................................................................... 1 - 10

1.2.1 Main Boilers Planning Data.................................................. 1 - 10

1.2.2 Instructions for Main Boiler Operation................................. 1 - 13

1.3 Generator Turbine ........................................................................... 1 - 19

1.4 Main Feed Water Pump Turbine ..................................................... 1 - 25

1.4.1 Operating Procedure ............................................................. 1 - 26

1.5 Diesel Generator Engine ................................................................. 1 - 27

1.6 Fresh Water Generator .................................................................... 1 - 30

1.7 Bow Thruster................................................................................... 1 - 32

Illustrations

1.1a Main Turbine General Arrangement................................................ 1 - 4 1.3.1a Governing System .................................................................... 1 - 20

1.3.1b Control Oil Press. Adjusting Valve ........................................... 1 - 22 1.3.1c Time Schedule for Starting of Turbine Generator .................... 1 - 23 1.6.1a Fresh Water Generator................................................................ 1 - 29

1.7.1a Bow Thruster Control System.................................................... 1 - 31

Part 2 : Machinery System

2.1 Steam Systems ................................................................................ 2 - 2

2.1.1 Superheated Steam System................................................... 2 - 2

2.1.2 Desuperheated Steam & Steam Dump Systems ................... 2 - 4

2.1.3 Bleed System ........................................................................ 2 - 6

2.1.4 0.6MPa Steam System .......................................................... 2 - 8

2.2 Condensate and Feed Water Systems ............................................ 2 - 10

2.2.1 Main Condensate System.................................................... 2 - 10

2.2.2 Aux.Condensate Water System .......................................... 2 - 14

2.2.3 Boiler Feed Water System .................................................. 2 - 18

2.3 Sea Water Systems........................................................................ 2 - 22

2.3.1 Main Sea Water Circulating Systems ................................. 2 - 22

2.3.2 Cooling Sea Water Service System .................................... 2 - 26

2.3.3 Marine Growth Preventing System..................................... 2 - 28

2.4 Centralised Fresh Water Cooling System...................................... 2 - 30

2.5 Boiler Water Sampling and Treatment Systems ............................ 2 - 32

2.6 Fuel Oil and Fuel Gas Service Systems ........................................ 2 - 36

2.6.1 Fuel Oil Bunkering and Transfer Systems.......................... 2 - 36

2.6.2 DO Purifying and G/E Fuel Oil System ............................. 2 - 40

2.6.3 Boiler Fuel Oil Service Systems ......................................... 2 - 42

2.6.4 Boiler Fuel Gas Service System ......................................... 2 - 46

2.6.5 IGG and Incinerator Fuel Oil System ................................. 2 - 48

2.7 Lubricating Oil Systems................................................................ 2 - 50

2.7.1 Main Turbine Lubricating Oil System................................ 2 - 50

2.7.2 Stern Tube Lubricating Oil System.....................................2 - 54

2.7.3 Lubricating Oil Transfer and Purifying System..................2 - 56

2.8 Bilge System .................................................................................2 - 60

2.9 Compressed Air Systems...............................................................2 - 64

2.9.1 Control Air Systems............................................................2 - 64

2.9.2 Starting Air Systems ...........................................................2 - 66

2.9.3 Working Air Systems..........................................................2 - 68

2.9.4 Emergency Shut Off Air System.........................................2 - 70

2.10 Steering Gear...............................................................................2 - 72

2.11 Electrical Power Generators ........................................................2 - 74

2.11.1 Turbine Generator .............................................................2 - 74

2.11.2 Diesel Generator Engine ...................................................2 - 78

2.11.3 Emergency Diesel Generator ............................................2 - 82

2.12 Electrical Power Distribution ......................................................2 - 84

2.12.1 Distribution and Loading ..................................................2 - 84

2.12.2 Turbine Generators ...........................................................2 - 87

2.12.3 Diesel Generator ...............................................................2 - 88

2.12.4 Batteries & Battery Charger..............................................2 - 90

2.12.5 Un-Interruptible Power Supplies.......................................2 - 91

2.13 Accommodation Services ............................................................2 - 94

2.13.1 Provision Refrigeration System ........................................2 - 94

2.13.2 Accommodation and Air Conditioning Plant....................2 - 98

2.13.3 Package Air Conditioner.................................................2 - 102

2.14 Fresh Water General Service Systems .......................................2 - 104

2.14.1 Fresh Water General Service System..............................2 - 104

2.14.2 Distilled Water Filling Service System...........................2 - 104

2.14.3 Sanitary Discharge System .............................................2 - 106

Illustration

2.1.1a Superheated Steam System.........................................................2 - 1

2.1.2a Desuperheated Steam & Steam Dump System ...........................2 - 3

2.1.3a Bleed System ..............................................................................2 - 5

2.1.4a 0.6MPa Steam System................................................................2 - 7

2.2.1a Main Condensate System ...........................................................2 - 9

2.2.2a Aux. Condensate Water System................................................2 - 13

2.2.3a Boiler Feed Water System........................................................2 - 17

2.3.1a Main Sea Water Circulating System.........................................2 - 21

2.3.2a Cooling Sea Water Service System ..........................................2 - 25

2.3.3a MGPS System ..........................................................................2 - 27

2.4a Centralised Fresh Water System..................................................2 - 29

2.5a Boiler Water Sampling and Treatment System ...........................2 - 31

2.6.1a Fuel Oil Bunkering and Transfer System .................................2 - 35

2.6.2a Diesel Oil Purifying and G/E Fuel Oil System.........................2 - 39

2.6.3a Boiler Fuel Oil & Fuel Gas Service System .............................2 - 41

2.6.5a IGG and Incinerator Fuel Oil System .......................................2 - 47

2.7.1a Main Turbine Lubrication Oil System......................................2 - 49

2.7.2a Stern Tube Lubricating Oil System ..........................................2 - 53

2.7.3a Lubricating Oil Transfer System ..............................................2 - 55

2.7.3b Lubricating Oil Purifying System.............................................2 - 57

2.8a Engine Room Bilge System.........................................................2 - 59

2.8b Oily Bilge Separator ....................................................................2 - 61

2.9.1a Control Air System ...................................................................2 - 63

2.9.2a Starting Air System...................................................................2 - 65

2.9.3a Working Air System .................................................................2 - 67

2.9.4a Emergency Shut-Off Air System ..............................................2 - 69

2.10a Steering Gear Hydraulic Diagram..............................................2 - 71

2.11.1a Turbine Generators Control Oil System..................................2 - 73

2.11.1b Turbine Exhaust Steam System ..............................................2 - 75

2.11.2a Diesel Generator Engine .........................................................2 - 77

2.11.3a Em’cy Generator Engine.........................................................2 - 81

2.12.1a Distribution and Loading ........................................................2 - 83

2.12.2a Turbine Generators .................................................................2 - 87

2.12.3a Diesel Generator .....................................................................2 - 88

2.12.4a Battery Charger Alarm Display Monitor ................................2 - 89

2.13.1a Provision Refrigeration System ..............................................2 - 93

2.13.2a Aux. Air Conditioning Plant ...................................................2 - 97

2.13.2b Main Air Conditioning Plant ..................................................2 - 99

2.13.3a Package Air Conditioner .......................................................2 - 101

2.14.1a Fresh Water General Service System....................................2 - 103

2.14.3a Sanitary Discharge System ...................................................2 - 105

Part 3 Integrated Automation System (IAS)

3.1 IAS for general.................................................................................. 3 - 4

3.2 DEO Open Supervisory Station (DOSS)......................................... 3 - 4

3.3 DOHS (DEO Open History Station) ................................................. 3 - 8

3.4 DOGS (DEO Open Gateway Station) ............................................... 3 - 8

3.5 DOPC ІІ (DEO Process Controller ІІ) .............................................. 3 - 8

3.6 Alarm Management........................................................................... 3 - 9

3.6.1 Classification of Alarm .......................................................... 3 - 9

3.6.2 Alarm Acceptance Procedure ................................................. 3 - 9

3.7 Alarm Printout................................................................................. 3 - 10

3.8 Fast Alarm Function........................................................................ 3 - 10

3.9 Data Logging................................................................................... 3 - 10

3.10 Extension Alarm and Engineer’s Alarm........................................ 3 - 11

3.10.1 Extension Alarm................................................................. 3 - 12

3.10.2 Engineer’s Alarm and Patrolman System........................... 3 - 15

Illustration

3.1.1a IAS Overview (System Configuration) ........................................ 3 - 1

3.1.1b IAS Overview (System Connection)............................................ 3 - 2

3.1.1c IAS Overview (Power Supply Concept) ...................................... 3 - 3

3.6a Alarm Acceptance Procedure .......................................................... 3 - 9

3.7a Alarm Printer Configuration.......................................................... 3 - 10

3.7b Example of Alarm Printout ........................................................... 3 - 10

3.8a Example of Alarm Printout............................................................ 3 - 10

3.10a Extension Alarm and Engineer Call System................................ 3 - 11

3.10.1a Layout of Group Alarm Indication ........................................... 3 - 12

3.10.1b Alarm Annunciation Sequence for Machinery System............. 3 - 13

3.10.1c Alarm Annunciation Sequence for Cargo System .................... 3 - 14

3.10.1d Duty Selector Indication for Machinery................................... 3 - 14


2 Index

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

Part 4 : Main Boiler Control System

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

4.4.1 Burner Management System Logic Diagram.......................... 4 - 7 4.4.2 Automatic Boiler Control System Diagram.......................... 4 - 23

Part 5 : Main Turbine Remote Control System

5.1 Main Turbine Remote Control Specification ....................................5 - 2 5.2 Control Function ...............................................................................5 - 4 5.3 Transfter of Control Location ..........................................................5 - 4 5.4 Telegraph...........................................................................................5 - 8 5.5 Function and Interlock ......................................................................5 - 9

5.5.1 Program Control .........................................................................5 - 9 5.5.2 Auto Slow Down and Preventing Alarm.....................................5 - 9 5.5.3 Auto Spinning ...........................................................................5 - 10

Illustration

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

Part 6 : Description of Critical Operation

6.1 Flooding in the Engine Room ........................................................... 6 - 1

6.2 Main Boiler Emergency Operation ................................................... 6 - 2

6.2.1 One-Boiler Operation ............................................................. 6 - 2

6.2.2 Operation of Stand by FDF..................................................... 6 - 4

6.2.3 Emergency Operationl ............................................................ 6 - 6

6.3 H.P. and L.P. Turbine Solo Running Operation................................. 6 - 8

6.4 Restore Engine Room Plant from Dead Ship Condition ................... 6 - 9

Illustrations

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

Part 7 : Steam Plant Heat Balance System

7.1 100% MCR FO Burning Condition................................................. 7 - 1

7.2 100% MCR DUAL Burning Condition........................................... 7 - 2

7.3 100% MCR BOIL OFF GAS Burning Condition ........................... 7 - 3

7.4 90% MCR FO Burning Condition (Guarantee Condition).............. 7 - 4

7.5 90% MCR FO Burning Condition .................................................. 7 - 5

7.6 90% MCR DUAL Burning Condition............................................. 7 - 6

7.7 90% MCR BOIL OFF GAS Burning Condition ............................. 7 - 7


7.9 30% MCR FO Burning Condition................................................... 7 - 9

7.10 Cargo Unloading Condition (FO)................................................ 7 - 10

7.11 Cargo Loading Condition (FO) ................................................... 7 - 11

7.12 Hotel Load Condition (FO) ......................................................... 7 - 12

Part 8 : General Information

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


3 Symbols and Colour Scheme

Symbols and Colour Scheme

DescriptionSymbolDescriptionSymbol DescriptionSymbol DescriptionSymbol

Sliding Type Expansion Joint

Crossing Pipe, Not Connected

Crossing Pipe, Connected

Sleeve Type Expansion Joint

Expansion Bend

Bellows type Expansion Joint

Blank Flange

Spectacle Flange

Orifice

Center Flange

Reducer

Spool Piece

Globe Angle

Flexible Hose

Angle Valve

Three Way Valve

Y-type Strainer

Steam Trap

Three Way Cock

Ball Valve

Solenoid Valve

Lift Check Valve (Globe)

Lift Check Valve (Angle)

Swing Check Valve

Flap Check Valve

Relief Valve (Globe)

Screw Down Non-return Valve (Globe)

Screw Down Non-return Valve (Angle)

Relief Valve (Angle)

Self Closing Valve (Globe)

Hose Globe Valve

Hose Angle Valve

Pressure Reducing Valve

Self Closing Valve (Angle)

Gate Valve (Sluice)

S

Air Motor Operated ValveA

Electric Motor Operated Valve

Pressure Control Valve

Manual Operated Butterfly Valve

Hydraulic Remote Operated Butterfly Valve

Hydraulic Cylinder Type Actuator

M

Pneumatic Cylinder Type Actuator

Intermediate Position Control Valve Actuator

Auto Control Valve Actuator

Surface Valve

Vapour Control Valve

Hand Operated

Deck Stand

Goose Neck Air Vent Pipe

Filling Cap

Rose Box

Pneumatic Remote Operated Butterfly Valve

A A

Box Type Strainer

Cast Steel or Duct Cast Iron

Mud Box

Manual Hydraulic Operated Deck Stand

Float Type Air Vent Head Without Fire Screen

Float Type Air Vent Head With Fire Screen

Sounding Head With Cap (Deck Stand Type)

Sounding Head with Self Closing Valve

※

Steam Trap With Strainer

Hand Pump

Ejector, Eductor

Drain Hold With Plug

Oil Coaming

Suction Bellmouth

Open Scupper

Scupper for Indoor Part

Electric Motor Driven Pump

Pressure Gauge

Compound Gauge

Flow Meter

Sight Glass

Three Way Control Valve

Colour

LNG Liquid

Description

LNG Spray

LNG Vapour

Superheated Steam

Inert Gas

Compressed Air

Nitrogen

Lubricating Oil

Heavy Fuel Oil

Glycol Water

Sea Water

Fresh Water

Hydraulic Oil

Diesel Oil

Condensate/Distilled Water

Sludge & Waste Oil

Bilge

Fire Sea Water

De-superheated Steam


4 Electric symbol List

Electrical Symbol List

GSP

CP

LD

L

LD

DG

EG

M

GM

PD

LD

IP

PI

RPM

IS

ZBK

LM

VR

J

J J

HS

WT

AMS

IO

SIGR B

GJB/XX

10A

RL

D-D

BZ

BL

Trip

STARTER (DIRECT ON LINE)

M

LOCAL GROUPSTARTER PANEL

CONTROL PANEL

440V DIST. BOARD

220V POWER DIST. BOARD

LIGHTING DIST. BOARD

AIR CIRCUIT BREAKER

MCCB 1 PHASE

MCCB 3 PHASE

BATTERY CHARGER

BATTERY

SPACE HEATER(ELEMENT TYPE)

DIESEL GENERATOR

EMERGENCY GENERATOR

AC INDUCTION MOTOR

GOVERNOR MOTOR

EARTH

SHIELD WIRE

TRANSFORMER

LIQUID SENSOR

CURRENT TO PRESSCONVERTER

PRESS TO CURRENTCONVERTER

RPM PICK-UP

GAUGE

INTRINSICALLY SAFECIRCUIT

POWER SUPPLY UNIT

ZENER BARRIER BOX

LIMIT SWITCH

SOLENOID VALVE

VOLTAGE REFERENCESELECTOR

RECEPTACLE

NWT JOINT BOX

WT JOINT BOX2 GLANDS (4 GLANDS)

HUMIDISTAT

WATER TRANSDUCER

ALARM MONITORINGSYSTEM

OVERCURRENT RELAY

I/O CABINET (ALARMMONITORING SYSTEM)

WHISTLE RELAY BOX

RESISTOR

GROUP JUNCTION BOX XX(XX=LOCATION)

VARIABLE RESISTOR

DIMMER

DIODE

CAPACITOR

FUSE

FUSE

DISCONNECTION SWITCH

SNAP SWITCH

CHANGEOVER SWITCH(CAM SWITCH)

INDICATOR LAMPWITH TRANSFORMER

INDICATOR LAMP

RELAY COIL

BUZZER

BELL

RECTIFIER EQUIPMENT

MAKING CONTACT

BREAKING

MAKING CONTACT

BREAKING

MAKING CONTACT

BREAKING

MAKING CONTACT

BREAKING

AUXILIARYRELAYCONTRACT

WITH TIMELIMIT INCLOSING

WITH TIMELIMIT INOPENING

FLICKERRELAY

PUSHBUTTON SWITCH(ALTERNATIVE)

PUSHBUTTON SWITCH(ALTERNATIVE)

PUSHBUTTON (START/STOP)

PUSHBUTTON(START/STOP/RUNNING)

EMERGENCY STOPPUSHBUTTON BOX

CP COMPOUND GAUGE

DPI DIFFERENTIAL PRESSURE INDICATOR

DPS DIFFERENTIAL PRESSURE SWITCH

DPT DIFFERENTIAL PRESSURE TRANSMITTER

FD FLOW DETECTOR

FS FLOW SWITCH

FT FLOW TRANSMITTER

IL INDICATION LAMP

LAH LEVEL ALARM HIGH

LAL LEVEL ALARM LOW

LI LEVEL INDICATOR

LIC LEVEL INDICATING CONTROLLER

LS LEVEL SWITCH

LT LEVEL TRANSMITTER

PAH PRESSURE ALARM HIGH

PAL PRESSURE ALARM LOW

PI PRESSURE INDICATOR

PIC PRESSURE INDICATING CONTROLLER

PIAH PRESSURE INDICATOR ALARM HIGH

PIAL PRESSURE INDICATOR ALARM LOW

PIAHL PRESSURE INDICATOR ALARM HIGH LOW

PS PRESSURE SWITCH

PT PRESSURE TRANSMITTER

SAH SALINITY ALARM HIGH

SD SALINITY DETECTOR

SI SALINITY INDICATOR

SV SOLENOID VALVE

TAH TEMPERATURE ALARM HIGH

TAL TEMPERATURE ALARM LOW

TI TEMPERATURE INDICATOR

TIC TEMPERATURE INDICATING CONTROLLER

TIAH TEMPERATURE INDICATOR ALARM HIGH

TIAL TEMPERATURE INDICATOR ALARM LOW

TIAHL TEMPERATURE INDICATOR ALARM HIGH LOW

TS TEMPERATURE SWITCH

TT TEMPERATURE TRANSMITTER

VAH VISCOSITY ALARM HIGH

VAL VISCOSITY ALARM LOW

VCA VACUUM ALARM

VCI VACUUM INDICATOR

VCT VACUUM TRANSMITTER

XS AUXILIARY UNSPECIFIED SWITCH

ZI POSITION INDICATOR

ZS LIMIT SWITCH

XXX

XXXXXXX

LOCALLY MOUNTEDINSTRUMENT

REMOTELY MOUNTEDINSTRUMENT

AUTOMATIC TRIP


5 Abbreviation

Abbreviation A AIR ABNOR ABNORMAL ABP AFTER BOTTOM PORT ABS ABSOLUTE ABS AFTER BOTTOM STBD AC ALTERNATING CURRENT A/C AIR CONDITIONER ACB AIR CIRCUIT BREAKER ACC AUTOMATIC COMBUSTION CONTROL ACCOM ACCOMMODATION ACCU ACCUMULATOR ACK ACKNOWLEDGE ACM AFTER CENTRAL MIDDLE ACT ACTIVATE ADJ ADJUSTING ADV ADVANCE AE AUXILIARY ENGINE AFT AFT AHD AHEAD AHU AIR HANDLING UNIT AIM ADVANCED INTEGRATED MULTIFUNCION

SYSTEM ALM ALARM ALS AFTER LOWER STBD AMP AMPERE APT AFT PEAK TANK AST ASTERN ATOM ATOMIZING AUS AFTER UPPER STBD AUTO AUTOMATIC AUX AUXILIARY AVAIL AVAILABLE B BASE B/ATOM BURNER ATOMIZING B/L BALLAST / LADEN B/THR BOW THRUSTER BALL BALLAST BATT BATTERY BC BOTTOM CENTRAL BGB BOILER GAUGE BOARD BH TK BILGE HOLDING TANK BHD BULKHEAD BLK BLOCK BLR BOILER BLWR BLOWER BMS BURNER MANAGEMENT SYSTEM BNR BURNER BO BOIL-OFF BO/WU BOIL-OFF / WARM-UP

BOG BOIL OFF GAS BOSUN ST BOSUN STORE BRG BEARING BW BILGE WELL BWC BRIDGE WING CONSOLE BZ BUZZER C CARGO CAB CABINET CAN CONTROLLER AREA NETWORK CCC CARGO CONTROL ROOM CONSOLE CCR CARGO CONTROL ROOM CCW COUNTER-CLOCK WISE CENT CENTRAL / CENTRIFUGAL

CER CARGO EQUIPMENT ROOM CFW COOLING FRESH WATER CIRC CIRCULATING CL CLOSE CLK CLOCK CLR COOLER CMR CARGO MOTOR ROOM CN COMMUNICATION NETWORK CNR CORNER C-O CHANGE-OVER CO2 CARBON DIOXIDE COFF COFFERDAM COMP COMPRESSOR COMP RM CARGO COMPRESSOR ROOM COND CONDENSATE / CONDENSER CONDUCT CONDUCTIVITY CONT CONTROL COOL COOL, COOLING COUNT COUNT, COUNTER CPP CONTROLLABLE PITCH PROPELLER CSBD CARGO SWITCHBOARD CSL CONSOLE CSW COOLING SEA WATER CTS CUSTODY TRANSFER SYSTEM CUR CURRENT CW COOLING WATER

CW CLOCK WISE CYL CYLINDER D DUMP DAMP DAMPER DB DOUBLE BOTTOM D/B DISTRIBUTION BOARD DEARTR DEAERATOR DEL DELIVERY DET DETECTOR / DETECTION DG DIESEL GENERATOR DIFF DIFFERENTIAL

DIS DISCHARGE DISCON DISCONNECT DK DECK DO DIESEL OIL DP DIFFERENTIAL PRESS DRK W DRINKING WATER DRN DRAIN DRV DRIVE, DRIVING DRY DRYER DSHTR DESUPERHEATED STEAM HEATER DW DISTILLED WATER EBU EMULSION BREAKING UNIT ECC ENGINE CONTROL ROOM CONSOLE ECONM EXHAUST GAS ECONOMIZER ECR ENGINE CONTROL ROOM EDR ELECTRIC DISTRIBUTING PANEL ROOM EDSHTR EXTERNAL DESUPERHEATED STEAM . HEATER EDUCT EDUCTOR EER ELECTRIC EQUIPMENT ROOM EHQ EMERGENCY HEADQUARTER ELEC ELECTRIC ELEV ELEVATOR EMCY EMERGENCY EMR ELECTRIC MOTOR ROOM ENG ENGINE EQP EQUIPMENT ER ENGINE ROOM ESBD EMERGENCY SWITCHBOARD ESD EMERGENCY SHUT DOWN ESDS EMERGENCY SHUT DOWN SYSTEM EXH EXHAUST EXP EXPANSION EXT EXTENSION EXTR EXTRACTOR F FRESH F/VPR FORCING VAPORIZER FCL FWD CENTRAL LOWER FOSCLE FORECASTLE FCU FWD CENTRAL UPPER FCV FLOW CONTROL VALVE FDB FORWARD DEEP BALLAST FDF FORCED DRAFT FAN FDWC FEED WATER CONTROL FE FLAME EYE FG FUEL GAS FLP FWD LOWER PORT FM FROM FO FUEL OIL FORC FORCING

FPT FORWARD PEAK TANK FREQ FREQUENCY F-ST FOLLOW AUTO START FUNC FUNCTION FUP FWD UPPER PORT FW FRESH WATER FWC FRESH WATER CONTROL FWD FORWARD FWE FINISHED WITH ENGINE GACP GENERATOR AUTO CONTROL PANEL GEN GENERATOR GMS GAS MANAGEMENT SYSTEM GMS GRAPHIC MODELLING SYSTEM GRAV GRAVITY GRP GROUP GS GENERAL SERVICE GUI GRAPHICAL USER INTERFACE GVNOR GOVERNOR GW GLYCOL WATER H HIGH HAND HANDLE/HANDLING HD HIGH DUTY HDR HEADER HFO HEAVY FUEL OIL HH HIGH-HIGH HP HIGH PRESSURE HPT HIGH PRESSURE TURBINE HS HISTORY STATION HSC HIGH SEA CHEST HTML HYPER TEXT MARKUP LANGUAGE HTR HEATER HYD HYDRAULIC IAS INTEGRATED AUTOMATION SYSTEM IG INERT GAS IGG INERT GAS GENERATOR IGV INLET GUIDE VANE IN INLET INCIN INCINERATOR INCOM INCOMING IND INDICATION INH INHIBIT INJECT INJECTION INSPT INSPECTION INSUL INSULATION INTERM INTERMEDIATE INTLK INTERLOCK IR INFRA-RED ISO ISOLATING L LOW LAN LOCAL AREA NETWORK


6 Abbreviation

L/VPR LNG VAPORIZER LCD LIQUID CRYSTAL DISPLAY LCV LEVEL CONTROL VALVE LD LOW DUTY LDO LIGHT DIESEL OIL LED LIGHT EMITTING DIODE LIQ LIQUID LL LOW-LOW LNG LIQUEFIED NATURAL GAS LO LUBRICATION OIL LP LOW PRESSURE LPT LOW PRESS TURBINE LSC LOW SEA CHEST LTG LIGHTING LVL LEVEL LWR LOWER M MACHINERY M/COND MAIN CONDENSER M/LOADER MANUAL LOADER M/WHEEL MAIN WHEEL MAN MANUAL MANI MANIFOLD MANO MANOEUVRING MB MAIN BOILER MD MAIN DIESEL GENERATOR MDO MARINE DIESEL OIL MFWPT MAIN FEED WATER PUMP TURBINE MG MASTER GAS MGPS MARINE GROWTH PREVENTING SYSTEM MID MIDDLE MSBD MAIN SWITCHBOARD MSBR MAIN SWITCHBOARD ROOM MT MAIN TURBINE MTR MOTOR NDU NETWORK DISTRIBUTION NETWORK UNIT MV MANOEUVRED VALUE N2 NITROGEN NAV NAVIGATION NOR NORMAL NZL NOZZLE O/C OPEN/CLOSE O2 OXYGEN OMD OIL MIST DETECTOR OP OPEN OS OPERATOR STATION OUT OUTLET OVBD OVERBOARD OVFL OVERFLOW OVLD OVERLOAD OVRD OVERRIDE

OW SEP OILY WATER SEPARATOR PORT PORT P/WAY PASSAGE WAY PB PUSH BUTTON PC PERSONAL COMPUTER PCU PROCESS CONTROL UNIT PCV PRESSURE CONTROL VALVE PD PIPE DUCT PDU POWER DISTRIBUTION UNIT PID PROPORTIONAL INTEGRAL DERIVATIVE PIST PISTON PKG PACKAGE PLU PROCESS MAP LOGICAL UNIT PMS POWER MANAGEMENT SYSTEM PNEUM PNEUMATIC PNL PANEL POS POSITION PP PUMP PPTW PUMP TOWER PRES PRESSURE PRI PRIMARY/PRIMING PROCESS PROCESS PROTECT PROTECT PROV PROVISION PRP PROVISION REFRIGERATION PLANT PS PROCESS STATION PSU POWER SUPPLY UNIT PU PROCESS UNIT (RCA SYSTEM) PURGE PURGE PURIF PURIFIER PWR POWER RCA REDUNDANCY AND CRITICALITY

ASSESSMENT RECIRC RECIRCULATING REDUC REDUCTION REF REFRIGERATION TYPE REG REGENERATION TYPE REGUL REGULATOR RESV RESERVOIR REV REVERSE RIO REMOTE IO RM ROOM RPB REMOTE PUSH BUTTON RPM REVOLUTIONS PER MINUTE RTN RETURN RVI ROTOR VIBRATION INDICATION S STARBOARD S/D SCHEMATIC DIAGRAM S/S SHIP SIDE S/T STERN TUBE

SAH STEAM AIR HEATER SAL SALINITY SB SOOT BLOWER SBC SINGLE BOARD COMPUTER SC SEA CHEST SCRUB SCRUBBER SDC STEAM DUMP CONTROL SEC SECONDARY SEL SELECT SEP SEPARATOR SEQ SEQUENCE SERV SERVICE SETTL SETTLING SG STEERING GEAR SHTR SUPERHEATED STEAM HEATER SIN PH SINGLE PHASE SOL SOLENOID SP SPACE SPM SIMRAD POSITION MOORING SPR SPRAY SPV SINGLE POINT VIEW SS SUB-SYSTEM (RCA SYSTEM) SSS SIMRAD SAFETY SYSTEM ST START STT STERN TUBE STBY STAND BY STC STEAM TEMPERATURE CONTROL STM STEAM STOR STORAGE STR STARTER STRIP STRIPPING SUC SUCTION SUPP SUPPLY SV SOLENOID VALVE SVC SIMRAD VESSEL CONTROL SVB SOLENOID VALVE BOX SW SEA WATER SWBD SWITCHBOARD SYNC SYNCHRONIZE SYS SYSTEM TC TURBOCHARGER, THERMOCOUPLE TCV TEMPERATURE CONTROL VALVE TEMP TEMPERATURE TG TURBO GENERATOR THR THRUSTER TK TANK TOPP UP TOPPING UP TRIP TRIP TPS TANK PROTECTION SYSTEM TRANS TRANSMITTER/TRANSFER

TRBL TROUBLE TURN GEAR TURNING GEAR UMS UNMANNED MACHINERY SPACE UPP UPPER UPS UNINTERRUPTED POWER SUPPLY URL UNIFORM RESOURCE LOCATOR UTC UNIVERSAL TIME CODRDINATE V VOLTAGE V/F VOLTAGE/FREQUENCY VAC VACUUM VAP VAPOUR VIB VIBRATION VISC VISCOSITY VL VERY LOW VPR VAPORIZER VRC VALVE REMOTE CONTROL VV VALVE WBU WATCH BRIDGE UNIT (Bridge Watch Call panel) WCU WATCH CABIN UNIT (Cabin Watch Call panel) WTR WATER WH WHEELHOUSE WHC WHEELHOUSE CONSOLE WIND WINDING WO WASTE OIL WS WORKSHOP WU WARM UP X CROSS


Part 1 Engineering Data for Main Equipment

Part 1 : Engineering Data for Main Equipment 1.1 Main Turbine..................................................................................... 1 - 1

1.1.1 Manufacturing Specification................................................... 1 - 5

1.1.2 Main Turbine Operation Instructions...................................... 1 - 7

1.2 Main Boilers.................................................................................... 1 - 10

1.2.1 Main Boilers Planning Data.................................................. 1 - 10

1.2.2 Instructions for Main Boiler Operation................................. 1 - 13

1.3 Generator Turbine ........................................................................... 1 - 19

1.4 Main Feed Water Pump Turbine...................................................... 1 - 25

1.4.1 Operating Procedure ............................................................. 1 - 26

1.5 Diesel Generator Engine ................................................................. 1 - 27

1.6 Fresh Water Generator..................................................................... 1 - 30

1.7 Bow Thruster................................................................................... 1 - 32

Illustrations

1.1a Main Turbine General Arrangement................................................ 1 - 4 1.3.1a Governing System .................................................................... 1 - 20

1.3.1b Control Oil Press. Adjusting Valve ........................................... 1 - 22 1.3.1c Time Schedule for Starting of Turbine Generator ..................... 1 - 23 1.6.1a Fresh Water Generator................................................................ 1 - 29

1.7.1a Bow Thruster Control System .................................................... 1 - 31

Part 1 Engineering Data for Main Equipment


1- 1 Part 1 Engineering Data for Main Equipment

Part 1 : Engineering Data for Main Equipment 1.1 Main Turbine 1. Main Particulars : Type : Mitsubishi cross-compound, impulse, double reduction geared marine turbine

Item NCR MCR

Output kW Abt. 26,478 Abt. 29,420

HP Turbine rpm Abt. 5,651 Abt. 5,854

LP Turbine rpm Abt. 3,298 Abt. 3,416 Revolution

Propeller rpm Abt. 85.0 Abt. 88.0

Steam Pressure at manoeuvring. valve inlet 5.88 MpaG

Steam Temperature at manoeuvring valve inlet 510°C

Exhaust vacuum at the condenser top (when sea water temperature is 27) 722 mmHg

Limited S.H.P in emergency operation (HP turbine only) abt. 10,091kW X 61.6rpm

Limited S.H.P in emergency operation (LP turbine only) abt. 10,091kW X 61.6rpm

Ahead rotating direction Clockwise looking from aft

Critical speed due to shaft torsional vibration 1st abt. 29.2 rpm 2nd abt. 46.9 rpm 3rd abt. 212.3 rpm

HP Turbine abt. 4,320 rpm abt. 48.4 rpm (at propeller) Natural frequency of turbine rotor

LP Turbine abt. 2,280 rpm abt. 40.5 rpm (at propeller)

2. Reduction Gear : One (1) Unit Type : Tandem articulated, double reduction, double helical type

Item P.C.D. mm No. of Teeth

HP 258.3 45 1st red. pinion

LP 385.1 67

HP 1,698.7 296 1st red. wheel

LP 1,701.3 296

HP 489.5 53 2nd red. pinion

LP 563.4 61

2nd red. wheel HP & LP 4,950.8 536

1st red 260 x 2 + 70 (gap) Tooth width

2nd red 520 x 2 + 80 (gap)

3. Main Condenser : One (1) Unit

Type Radial flow surface type with dump steam chamber

Vacuum (at cond. Top) mmHgV 722

Cooling surface m2 3,490

Quantity of cooling water m3/h 18,605

Number of cooling tubes pieces 10,631

Distance between tube sheets mm 5,500

Cooling tubes Dia. / Thickness mm 19.0 / 0.7

Protection system Sacrifice Anode (Soft iron)



4. Vacuum Pump : Two (2) Unit

Type NASH AT-1006

Number of sets set 2

Capacity (dry air removal) SCFM 7.5

Motor output kW 55

Electric source AC 440V x 3Ф x 60Hz

Pump speed rpm 880

5. Gland Steam Condenser : One (1) Unit

Type Horizontal Surface cooled type

Number of flows 2

Cooling surface m2 25

Distance between tube sheets mm 1,896

Size of cooling tube Dia. / Thickness mm 19 / 1.2

Number of cooling tubes pieces 224

6. Gland Exhaust Fan : Two (2) Unit

Type Horizontal Centrifugal Type


Capacity (at delivery) m3/min. / mmAg 7 / 300

Fan Speed rpm 3,500

Motor output kW 1.5


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

Type Horizontal gear type driven by second gear


Capacity m3/h 170

Discharge pressure MPaG 0.294

8. Control Oil Pump : Two (2) Unit

Type Motor driven, horizontal vane type


Capacity m3/h 2.4

Discharge pressure MPag 1.5

Pump speed rpm 1,800

Motor output kW 2.2


9. Control Oil Filter : One (1) Unit

Type Duplex notch wire type


Mesh mesh 200

10. Control Device

Item Set of controller

LO temperature controller Temperature about 44

Gland seal steam receiver pressure Pressure 0.5 ~ 25kPaG



11. Alarm Device

Item Detector Set

L.O .low pressure Pressure transmitter and alarm setter (PI-308) Abt. 0.07MPaG

Control oil strainer outlet low press. Pressure transmitter and alarm setter (PI-312) Abt. 1.0MPaG

Main condenser low vacuum Pressure transmitter and alarm setter (PI-341) Abt. - 0.08MPaG

low 0.0MPaG Gland packing steam

high Pressure transmitter and alarm setter (PI-347)

35kPaG

Control oil strainer differential high press

Differential pressure transmitter and alarm setter (DPI-313)

Abt. 0.3MPaG

H.P. turbine thrust bearing excess axial displacement

H.P. turbine rotor position indication monitor (AX-521) Fore & aft side

0.5mm (*1)

L.P. turbine thrust bearing excess axial displacement

H.P. turbine rotor position indication monitor (AX-521) Fore & aft side

0.5mm (*1)

Turbines vibration (H.P. & L.P. turbine both)

Vibration monitor (VI-522) 75 microns (*1)

Reduction inclination (HP & LP 1st Pinion both)

Inclination monitor (IM-524) * According to

estimated strsss level

Main L.O. inlet high & low temp. Thermo-resistance bulb (TI-130) High: 54°C Low: 34°C

Low Abt. 250mm above N.W. level with 10

sec. Timer Main condenser level high / low alarm

High

Level transmitter (LT-515) Abt. 300mm above N.W. level with 10

sec. Timer

Main steam inlet low temp. Thermo – resistance bulb (TI-141) Abt. 490

Astern steam leak Thermal – switch (TI-148) 350 with 2 hour timer after ahead

operation

H.P. & L.P. turbine journal and thrust bearings

Thermo-resistance bulb and alarm setter (HP turbine thrust bearing TI-101) (HP turbine fore bearing TI-102) (HP turbine aft bearing TI-103)

(HP turbine thrust bearing TI-104) (HP turbine fore bearing TI-105) (HP turbine aft bearing TI-106)

80°C

H.P. 1st pinion bearings (HP 1st pinion fore bearing TI-107) (HP 1st pinion aft bearing TI-108)

80°C

H.P. 1st wheel upper & aft bearings

(HP 1st wheel upper fore bearing TI-109) (HP 1st wheel upper aft bearing TI-110) (HP 1st wheel lower fore bearing TI-111) (HP 1st wheel lower aft bearing TI-112)

70°C

H.P. 2nd pinion upper & aft bearings

(HP 2nd pinion upper fore bearing TI-113) (HP 2nd pinion upper aft bearing TI-114) (HP 2nd pinion lower for bearing TI-115) (HP 2nd pinion lower aft bearing TI-116)

80°C

L.P. 1st pinion bearings (LP 1st pinion fore bearing TI-117) (LP 1st pinion aft bearing TI-118)

80°C

L.P. 1st wheel upper & aft bearings

(LP 1st wheel upper fore bearing TI-119) (LP 1st wheel upper aft bearing TI-120) (LP 1st wheel lower fore bearing TI-121) (LP 1st wheel lower aft bearing TI-122)

70°C

L.P. 2nd pinion upper & aft bearings

(LP 2nd pinion upper fore bearing TI-123) (LP 2nd pinion upper aft bearing TI-124) (LP 2nd pinion lower for bearing TI-125) (LP 2nd pinion lower aft bearing TI-126)

80°C

2nd wheel bearings (2nd wheel fore bearing TI-127) (2nd wheel aft bearing TI-128)

60°C

(Main thrust bearing TI-129) 60°C Main thrust bearing

(Main thrust bearing pad TI-131) 80°C

Inlet steam temperature high Thermal-switch (TI-141) Abt. 518°C

Inlet steam pressure low alarm Pressure transmitter and alarm setter (PI-321) Abt. 5.2 ± 0.1

MPaG

LP turbine exhaust chamber high pressure

Sentinel valve (Non – contact alarm) 0.03MPaG

*1) Common use to trip function



Illustration 1.1a Main Turbine General Arrangement

Plan View

Looking From ForwardLooking From Starboard

Ahead StopValve

Ahead EmergencyOperation

Generator TurbineExhaust Inlet

Astern ManeuveringValve

Astern EmergencyOperation Ahead Stop Valve

Main ThrustBearing

Astern GuardValve

L.P

Turb

ine

(Exh

aust

)

2nd

Red

uctio

n

L.P

Turb

ine

(Exh

aust

)

2ndReduction

Dump SteamInlet

Main Condenser

Turning Gear

H.P TurbineAhead EmergencyOperation

Main ThrustBearing

Reduction Gear

Astern Guard Valve

Main Condenser

Astern ManeuveringValve

Gland Condenser

Control Pump Unit

Ahead Stop Valve

Main LO Pump

Gland Condenser

Astern EmergencyOperation



1.1.1 Manufacturing Specification 1. General

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

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

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

1) Main Turbine

(1) Casing

The high pressure turbine casing consists of the Cr-Mo steel-casted high pressure section and the steel-casted low pressure section. Each section has the upper and lower casings that are bolted together through the horizontal flange. The steam chest of the nozzle box type is welded to the forward side of the upper casing to reduce the thermal stress. The panting plate is provided in the lower casing so that the turbine casing can expand freely in the forward direction from the aft end fixed. The fixed aft end of the turbine casing is supported in such a manner as to freely expand radically without becoming decentered. The bearing pedestals are fixed to the lower casing at the forward and aft ends of the turbine. Under no circumstance is the rotor and casing decentered.

(2) Nozzle The unit type welded nozzle are arranged for the first stage of the

high pressure turbine and the astern turbine, while the shrouded type welded nozzles are used for other stages. The throat and the

outlet portion of the nozzle are carefully finished and the cross-section of it is determined from the results of various kinds of hydrodynamic tests so as to get the optimum steam flow.

While the nozzle on the H.P. turbine first stage are divided into five

groups, the steam supply to these nozzle groups is controlled by the nozzle valve so that a most economical performance may be obtained over an extensive operating range according to the turbine load.

(3) Blade The blades are milled out of the forged, rolled or the die-forged

material and their surfaces are finished with the puffed polish. The profile of the blade is made so as to ensure high durability and

performance having done regards to the results of various kinds of hydrodynamic tests and to the vibrational stress in the blades, etc.

The shroud bands are fitted by calking to the blade tips for guiding

the steam flow and preventing the blade vibration. The curtis stage moving blades in the 1st stage of high pressure

turbine and astern turbine are provided on the infinite cascade principle, with all the blades connected continuously by means of shrouds, on the basis of two neighboring blades with one shroud, 3600 in the circumferential direction. The blades in the reaction stages of low pressure turbine (5th ~ 8th stages) are provided on the semi-infinite cascade principle with friction damper.

The blade fastenings are of X mas-tree, side-entry type in all stages

of both H.P. and L.P. turbines. As the steam wetness at the last stage of the low pressure turbine is high, the leading edge of the blade is stellitecoated for preventing damage from drain.

(4) Rotor The high pressure turbine rotor is made of the Ni-Cr-Mo-V steel

forging and the low pressure turbine rotor of the Cr-Mo steel forging. Wheel discs are machined integral with the shaft.

(5) Diaphragm & Internal Packing The diaphragms of the high and the low pressure turbines are

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

upper and lower halves of the diaphragm are keyed to reduce the steam leakage.

The part of the diaphragm where the rotor extends through is

provided with the metallic labyrinth packing to minimize the steam leakage from stage to stage along the shaft.

The diaphragm packing for both the high and the low pressure

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

Drain catchers are provided on the low pressure stages where the

steam wetness increases, it is sp designed that only drain may be separated and discharged out of the steam passage taking advantage of the centrifugal force of the drain itself in the steam flow.

(6) Gland Packing The part of the casing where the rotor extends through is provided

with the metallic labyrinth packing to minimize the steam leakage from the casing and the air leakage into the casing.

The packing sleeve is of forged steel or cast steel and is separated

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

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

(7) Bearing Both the high and the low pressure turbines are provided with two

journal bearings for each being lubricated by the forced lubrication system. The bearing metal with the cast-in white metal is vertically split at the horizontal plane.

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



(8) Thrust Bearing The thrust bearing is of Mitchell type, and that for the high

pressure turbine is arranged on the forward side while that for the low pressure turbine is provided on the aft side whereby keeping the axial clearance between the rotor and the casing constant.

With both of the high and the low pressure turbines, the thrust

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

As the pivot position is dislocated a little in the rotating direction

from the centerline of each pad, a wedge oil film is easily formed on the sliding surface during the rotation.

Between the turbine rotor and socket ring, oil seal rings are

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

The adjusting liner is provided for adjustments of the clearances

between the thrust collar and the pads and of the axial position of the turbine rotor.

(9) Flexible Coupling While both the high and low pressure turbines, the fine teeth type

flexible couplings are furnished between the each turbine rotor and the reduction gear first pinion.

Each flexible coupling sleeve is fitted to the turbine rotor flange

and to the first pinion flange by the reamer bolts and these two sleeves are connected to each other by the claw.

The engaging parts of the sleeve teeth and of the claw teeth are

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

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

2) Main Reduction Gear

The speed reducing unit between the turbine and the propeller is a double reduction, dual tandem articulated type of reduction gear.

The reducing gear consist of two first pinions, four first gear wheels, four second pinions and one second gear wheel. (1) Reduction gear casing

Reduction gear casing is welded steel plate, which is split into the

upper and the lower casing at the horizontal plane including the central axis of the second wheel. The lower casing is of double wall construction of steel plate box type having a sufficient rigidity.

The gas escape is furnished at the top of the main wheel cover to exhaust oil vapour and moisture that would otherwise accumulate in the casing whereby preventing the deterioration of lubricating oil.

The peephole with covers core provided in adequate positions on the casing for the inspection of the casing inside including the gear teeth and the gear mesh lubrication.

(2) First reduction gears

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

(3) Second reduction gear

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

(4) Main reduction gear flexible coupling.

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

(5) Journal bearing Each gear is supported by two journal bearings. Each bearing, of steel shell made through centrifugal casting of white metal, is split at the surface place of horizontal flanges. The lubricating oil to the journal bearings is supplied through the oil passages provided

on the upper and the lower bearing metals. (6) Main thrust bearing

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

(7) Turning gear

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



1.1.2 Main Turbine Operation Instructions 1.1.2.1 Preparation for Start-up 1. Starting the condensing system

1) Open the sea water inlet and the outlet valve of the main condenser. 2) Start main circulating pump. 3) Ensure that the condensate level in the condenser is higher than

normal. If the level is lower, make-up distilled water is to be supplied. 4) Ensure that the suction valves for two condensate pumps are open.

These valves are to be usually kept open except when repairing the pump. When the running pump stops, the other pump will start automatically.

5) Start the main condensate pump with the delivery valve closed, after

the pump is started, open the delivery valve gradually.

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

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

condenser. 2. Starting the Lub. Oil system

1) Check the oil level in the oil tank by means of the oil level indicator

and the float gauge. 2) Open the delivery valves of the motor-driven auxiliary lube. oil pumps.

(The pumps can be changed over automatically) 3) Open the air valve and close the drain valve of the strainers on the

delivery side. 4) Ensure that the inlet and outlet valves of the lube. oil line for lube. oil

cooler are open. 5) Close the drain valves and open the air valves of the lube. oil coolers. 6) Set the lube. oil temperature controller to about 44°C. 7) Start the motor-driven auxiliary lube. oil pump. 8) Open the sea water inlet valve and the outlet valve of the lube. oil

cooler.

9) Ensure that oil tank oil level and the overflow of the control oil tank are normal.

10) Start the control oil pump. 11) Ensure of the overflow of the control oil tank again.

CAUTION

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

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

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

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

2) Keep the intermediate stop valve and ahead stop valve between the

boiler and the turbine to be closed. Open up the drain valves for the main steam strainer, high pressure steam chest, and turbine casing. These valves are automatically kept open while in manoeuvring mode for removal of water drain.

Then, Open up the by-pass valve gradually for the intermediate stop valve so that the pressure in the main steam line can be kept at about 1.0MPaG in pressure and about 320 in temperature as a warming up steam near the turbine.

CAUTION

Ensure that there is no leak from any point of piping. 3) The turning gear is to be engaged (The red lamp lights showing

engaged). Start the turning gear and confirm the turbine rotor rotated.

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

CAUTION

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

5) Start vacuum pump after confirming the water level of separate tank

and water flow of seal water cooler, condenser vacuum is to be raised

to the rated level.

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

NOTE

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

CAUTION

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

CAUTION

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

7) Upon completed the turning process to warm up the turbine in

accordance with its casing temperature, the warming – up system is to be finished and close the by -pass valves associated with the intermediate stop valves and open the stop valves gradually to the full.

CAUTION

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

1.1.2.2 Start-up 1. Try Engine After the Vacuum in the condenser has reached a required level (approx. 722 mmHg) and the turbine has been turned for more than 60 minutes, the try engine will be carried out in the following manner.

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

2) Upon receipt of the message from the engine room, the bridge should

check the surroundings of vessel for safety and a “go-ahead” message should be send to the engine room from the bridge.

3) After receipt of the message from the bridge room,, stop the turning

motor and disengage the turning gear (a green lamp lights upon the control console signifying the disengaged).



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

5) Control lever on the control console will be turned to the “ahead”

position until the main shaft rotate.

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

6) When the tachometer gives the sign of turbine rotation, the control

lever will be turned back to the “stop” position.

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

8) The “ahead” and “astern” processes will be repeated several times (to

promote the warming-up of engine as well as to check for any disorder in the engine room) pay attention to the for friction, etc., between the stationary and the rotating parts by listening for any abnormal noise.

9) Termination of the try engine will be reported to the bridge and the

“ahead” stop valve will be fully opened.

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

10) While awaiting an order for sailing, check each equipment again for

example. Check easy equipment, such as lubricating system, cooling water system, and other auxiliary machinery be in order or not.

11) If time is abundant before sailing and there is need for preventing

thermal deflection of turbine rotor, the “auto-spinning” switch on the control console will be turned on for automatic repetition of the “ahead” and “astern” spinning. Start of the rotor revolution can be recognized by watching the tachometer.

CAUTION

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

CAUTION

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

2. Manoeuvring

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

2) The speed is to be increased keeping watch over the shaft revolution

and the steam pressure.

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

3. Open-Sea Operation

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

2) Turn the time schedule switch to “ON”.

3) Turn the control lever to the required position. The ahead nozzle

valves open automatically little by little according to the time schedule, and the propeller revolution will reach the ordered speed.

4) Pay attention to the turbine vibration while the speed is on the increase.

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

5) Ensure by the meters on the supervisory panel that the turbine is

running in rated conditions.

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

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

CAUTION

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

4. Auto-Spinning and increasing of turbine speed

The auto-spinning is not intended for warming the turbine but for preventing the turbine rotor from bending during a prolonged engine shut-down. However, although the auto-spinning is carried out with a little amount of

steam, it can have the same effect as cooling the turbines of heated up. So pay attention to turbine condition before using auto-spinning device. The turbines must be started very carefully as the condition they were started from cold state. Accordingly, the turbine speed should be increased after spinning the turbines by manual control at 10 ~ 20 rpm several times. Also, the speed should be increased not at once but by stages as far as practicable, watching carefully for abnormal vibration on the vibration monitor.

5. Astern Operation Since a fewer number of stages are used in the astern turbine, the exhaust steam temperature of the turbine is higher than ahead operation. Because of the differences in material thickness and composition between the rotor and casing, the exhaust casing temperature will be lower than the rotor temperature, the rotor and stationary parts will expand differently. Because of this differential expansion, some precautions are required when operating astern.

Full power astern operation

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

minutes. 2) After prolonged full power astern running, a rapid increase in ahead

load should be avoided. The speed should be increased gradually by using the normal time schedule (approx. 80 minutes) in the remote control program. In no case, except in an extreme emergency, full power ahead should be restored in less than 30 minutes, after full power astern operation. Following chart indicates recommended time schedule for manually increasing speed to full ahead in 30 minutes should this be essential.

Time (minutes)

(RPM)

30 15

AST MCR

MCR

FULL

6

Time schedule for manually increasing speed to full ahead (crash stop and full ahead operation)

Remark : 45 rpm or more, it is recommended to use time schedule for increasing speed.



6. Securing 1) When finished with the engine, the intermediate stop valve and the

ahead stop valve are to be closed, and make sure that ahead nozzle valves, the astern maneuvring and the astern guard valves are tightly closed.

2) Open all drain valves associated with the turbine. (While in

maneuvring mode, the drain valves are automatically kept open). 3) engage the turning gear and start the turning. 4) Switchover will be made from the main generator to the auxiliary

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

main condenser. 6) When the condenser vacuum drops to less than 50mmHgV, close the

gland seal steam supply valve.

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

7) Stop the condensate pump. 8) Even after the gland steam is shut off, the main circulating pump is to

be kept running until the temperature of the LP turbine exhaust being dropped enough.

9) The turbine is to be kept turning long enough. It should be kept turning

for six hours or more. Cooling the turbine is very important for preventing the rotor deflection. Turing is to be continued until the turbine is cooled properly.

10) As soon as the turning is stopped, the turning gear is to be disengaged,

and then the lube oil pump is to be stopped. 11) When the ship is at anchor for a long period, the condensate in the

condenser is to be removed through the discharge valve to prevent rusting. And to prevent the steam from leaking into the interior of the turbine, the main steam strainer drain valve before the ahead nozzle control valve is to be kept open and the other drain valves is to be kept closed manually with a handle.

12) when the turbine is stopped for a short period of time, continue the

turning until the next departure with operating the lube oil pump and maintaining the condenser vacuum at least approximately 700mmHgV. In this case, the turbine may be started immediately for departure according to the turbine casing temperature.

13) When the condensate pump stops, close the valve for condensate

recirculating system of the main condenser.



1.2 Main Boilers 1.2.1 Main Boilers Planning Data 1. Performance Data

Boiler Type MB-4E-KS Oil Firing

LOAD B.MAX 100%NOR 75% NOR 50% NOR 25% NOR

Total kg/h 70,000 53,000 40,000 27,000 14,000

SH Steam kg/h 68,000 52,000 39,000 26,000 13,000 Evaporation

DSH Steam kg/h 2,000 1,000 1,000 1,000 1,000

Drum MPa 6.8 6.47 6.28 6.14 6.06 Steam Press SH Oulet MPa 6.03 6.03 6.03 6.03 6.03

Eco. Inlet °C 145.0 145.0 145.0 145.0 145.0

SH Inlet °C 285 282 280 278 277

SH Outlet °C 515 515 507 482 442

Water & Steam

Temperature

DSH Oulet °C 293 288 288 288 288

FDF Oulet °C 38 38 38 38 38 Air Temp

SAH Oulet °C 120 120 120 120 120

Efficiency (HHV Base) % 88.5 88.5 88.3 87.7 85.7

HHV MJ/kg 43.04 43.04 43.04 43.04 43.04 Calorific Value LHV MJ/kg 40.68 40.68 40.68 40.68 40.68

Fuel Oil Consumption kg/h 5,021 3,808 2,856 1,894 961

Excess Air Rate % 10.0 10.0 12.5 19.2 36.0

O2 Rate % 1.9 1.9 2.3 3.4 5.6

Combustion Air Flow kg/h 76,905 58,324 44,735 31,434 18,201

Flue Gas Flow kg/h 81,926 62,132 47,591 33,328 19,162

Eco Outlet Gas Temp °C 174 169 165 161 157

Total Draft Loss kPa 4.93 2.83 1.66 0.82 0.27

Gas Firing

LOAD B.MAX 100% NOR 75% NOR 50% NOR 25% NOR

Total kg/h 70,000 53,000 40,000 27,000 14,000

SH Steam kg/h 68,000 52,000 39,000 26,000 13,000 Evaporation

DSH Steam kg/h 2,000 1,000 1,000 1,000 1,000

Drum MPa 6.8 6.47 6.28 6.14 6.06 Steam Press

SH Outlet MPa 6.03 6.03 6.03 6.03 6.03

Eco. Inlet °C 145.0 145.0 145.0 145.0 145.0

SH Inlet °C 285 282 280 278 277

SH Outlet °C 515.0 515.0 515.0 515.0 479

Water & Steam Temperature

DSH Outlet °C 293 288 288 288 288

FDF Outlet °C 38 38 38 38 38 Air Temp

SAH Outlet °C 120 120 120 120 120

Efficiency (HHV Base) % 83.9 84.0 83.9 83.3 81.5

HHV MJ/kg 55.56 55.56 55.56 55.56 55.56 Calorific Value

LHV MJ/kg 50.09 50.09 50.09 50.09 50.59

Fuel Gas Consumption kg/h 4,123 3,125 2,358 1,595 812

Excess Air Rate % 10.0 10.0 12.5 19.2 36.0

O2 Rate % 1.9 1.9 2.3 3.4 5.6

Combustion Air Flow kg/h 79,062 59,916 46,234 33,133 19,253

Flue Gas Flow kg/h 83,185 63,041 48,591 34,727 20,065

Eco Outlet Gas Temp °C 178 171 166 161 156

Total Draft Loss kPa 5.08 2.92 1.73 0.88 0.3



2. Steam, Air & Electric Consumption

Air Consumption (per one boiler)

Equipment Name Supply Air Consumption Operating Condition

A.C.C. (Actuator) 0.9MPa 120 Nl/min Continuous

F.W.R. (Actuator) 0.9MPa 50 Nl/min Continuous

Boiler Flame Eye Sealing 7.4kPa 150 x 6 = 900 Nl/min Continuous

Soot Blower Scavenging 5.5kPa 78 x 10 = 780 Nl/min Continuous

Soot Blower Sealing 5.5kPa 220 x 10 = 2,200 Nl/min Continuous

Steam Consumption (per one boiler)

Equipment Name Supply Steam Consumption Operating Condition

Soot Blower 6.03MPa 110 kg/min/set Soot Blower Operation (Operate Time : 15 min)

Burner 0.8MPa 180 kg/h Max. Consumption

Steam Air Heater 0.59MPa 2,992 kg/h Boiler Maximum

F.O. Heater 1.9MPa 908 kg/H Boiler Maximum

Electric Consumption (per one ship)

Equipment Name Supply Power Consumption Operating Condition

Boiler Control Panel 220V 30 A Continuous

Forced Draft Fan 440V 300 A Continuous

Fuel Oil Service Pump 440V 36 A Continuous



3. Alarm & Trip List

Set Point No. Description Alarm Trip Nor

Timer

186B Drum Level Ex High +240 mm -

185B Drum Level Very High F.W. Motor Valve Close +220 mm 10 sec

388B Drum Level Very High Turbine Trip +220 mm 10 sec

184B Drum Level High High Turbine Auto Slow Down +180 mm 10 sec

- Drum Level High +130 mm 10 sec

- Drum Level Low -130 mm 10 sec

389B Drum Level Low Low Turbine Auto Slow Down -180 mm 10 sec

183B Drum Level Low Low -240 mm -

180B Drum Level Low Low -240 mm -

- Drum Pressure High 7.55 MPa 4 sec

- Drum Pressure Low 5.40 MPa 4 sec

- Feed Water Pressure Low 7.36 MPa 10 sec

- Superheated Steam Pressure High 6.40 MPa 4 sec

- Superheated Steam Pressure Low 5.40 MPa 4 sec

126B Superheated Steam Temperature High High 545ºC -

- Superheated Steam Temperature High 530ºC 10 sec

- Superheated Steam Temperature Low 400ºC 10 sec

- Desuperheated Steam Pressure High 6.40 MPa 4 sec

- Desuperheated Steam Temperature High 400ºC 10 sec

229B Flame Failure One of Two 1 sec

229B Flame Failure Two of Two 1 sec

- F.O. Header Pressure Low 0.15 MPa 4 sec

259B F.O. Header Pressure Low Low 0.10 MPa -

- F.O. Header Temperature High 140 10 sec

Set Point No. Description Alarm Trip Nor

Timer

- FO Header Temperature Low 90 10 sec

234B FO Header Temperature Low Low 80 -

- Atomizing Steam Pressure Low 0.35 MPa 4 sec

243B Atomizing Steam Pressure Low Low 0.30 MPa -

205B Gas Header Pressure High High 75 kPa -

- Gas Header Pressure High 70 kPa 4 sec

- Gas Header Pressure Low 1 kPa 4 sec

205B Gas Header Pressure Low Low 0.7 kPa -

- Gas Header Temperature High 80ºC 10 sec

- Gas Header Temperature Low 10ºC 10 sec

240B Gas Header Temperature Low Low 5ºC -

- N2 Pressure Low 0.1 MPa 4 sec

288B Soot Blower Steam Pressure Low 4.0 MPa 4 sec

276B Smoke High 5 deg 10 sec

262B Wind Box Temperature High 200ºC 10 sec

- F.D. Fan Vibration High 6.0 mm/s 4 sec

- F.D. Fan Trip Stop -

- Boiler F.O. Heater Outlet Temperature High 145 10 sec

- Boiler F.O. Heater Outlet Temperature Low 95 10 sec

- Eco Outlet Gas Temperature High 200ºC 10 sec

- Eco Outlet Gas Temperature Low 120ºC 10 sec

250B F.O. Service Pump Outlet Pressure Low Auto Change 1.0 MPa 4 sec

- Seal Air Fan Outlet Pressure Low Auto Change 4.5 kPa 4 sec

397B Control Air Press Low Low 0.4 MPa



1.2.2 Instructions for Main Boiler Operation 1.2.2.1 Preparing for Service Prior to starting the boiler, ensure that the following items and pre-operational checks are carried out. 1. Boiler

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

2) Be certain that no oil nor gas has accumulated in the furnace bottom or

in the burner wind box. Wipe up all oil spills and remove any combustible material from burner area.

3) Check the boiler to be sure all repair work has been completed, all

tools, etc. have been removed. The handhole fittings and manhole covers properly installed and all access doors and casing panels have been replaced and properly secured.

4) Check the safety valves to see that the gag have been removed, the

lifting levers replaced and the easing gear is not fouled. Insure that the hand easing gear and safety valves are free and clear. The hand gear for lifting safety valves should be thoroughly examined and operated so far as this can be done without lifting the safety valves.

5) Check the water level gauge root valves to be sure they are open. 6) Open the air vent valve fitted on the steam drum. 7) Open the starting valve on the superheater outlet line. 8) Open the drain valves of the superheater headers. 9) Open the shut-off valves for the pressure gauges of the boiler, check

the pipe lines up to the gauges and made sure that all the valves for the gauges are open.

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

valves are closed. 11) Bring the water level to about normal level in the steam drum as

instructed below and at the same time check the feed water line.

(1) If the boiler is full of water, then drain the boiler water until the water level is at the bottom of the water gauge. Bring the level up about 100 mm, feeding through the auxiliary feed line. Then bring up to Normal Water Level, feeding through the main feed line.

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

2. Superheater

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

2) Open the starting valve on the superheater outlet line. The superheater

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

3) The header drain valves should be left cracked open to be sure no

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

3. Economiser Be sure the economiser is full of water. While filling the boiler with water, open the vent and bleed off all air; close the valve when water appears. 4. Uptakes Close all access doors that have been removed for repairs or cleaning. Be sure that uptakes are clear for firing and that no one is working in the stack area. 5. Burners

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

2) Inspect the burner air casing to be certain no oil had dripped to the

space around the burners creating a fire hazard. If drip pans are fitted

see that the connecting pipe of drip pans is clear. 3) See that the air slide work freely, that the air slide doors are clean and

function properly.

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

5) Fuel gas is not used for lighting off. After lighting off, change to gas

firing. According to schedule, check entire fuel gas system to be sure everything is in good condition.

6. Steam Air Heater

1) Check the supplying correct steam to steam air heater. 2) Make sure of drain trap operation and avoid water hammer by drain.

1.2.2.2 Starting a Boiler from Dead Ship Conditions

(Boiler cold start, in case the other boiler is not used) [Refer to “Boiler Start Up Procedure – 1”]

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

2) Fill the boiler with deaerated water from a deaerator if at all possible.

The feed tanks should be filled with condensate before securing the boilers to provide the water necessary for restarting. It is advisable to fill the boiler 50~80 mm above the normal water level to provide additional storage until the feed pump can be started.

3) Start the emergency diesel generator

NOTE Blow out the gas remaining in the furnace using the forced draft fan before lighting up the burner.

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

procedure. 5) Line up the Boiler F.O. serv. pump to take suction from the diesel oil

tank and to discharge to the burner manifold. 6) Start pumping diesel oil, bleed off enough through the recirculating

line, or through the burner oil lead into a bucket to remove all heavy oil from the piping.

7) The diesel fuel must be supplied to the burners at the designated oil

pressure in order to obtain proper atomization.



8) Open the following valves before lighting up. (1) Drum air vent valve (2) Superheater header drain valves (3) Starting valves (4) Starting valve outlet drain valves (5) Control desuperheater drain valves (6) Steam temperature control valve

9) Lighting up a burner, using a normal atomizer tip with air atomizing

driving the forced draft fan in low speed. Fuel oil pressure is 0.4MPa (Combustion rate is 280 kg/h).

10) When steam pressure is up to 0.1MPa, close the drum air vent valve.

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

11) if completely drain, close the superheater header drain valves, starting

valve outlet drain valves and control desuperheater drain valves.

12) After a drum pressure of 0.2MPa has been reached, start warming through the auxiliary steam lines. Line up steam to the settling tank coils. Line up feed pump and have it ready for service when needed. The starting valve must be left open until the boiler has been put on load.

13) As soon as the fuel oil in the settling tank is warm enough to pump,

prepare to change from diesel fuel to bunker fuel. Line up steam on the fuel oil heaters.

14) Secure the burner. Circulate bunker fuel through the fuel oil heaters

and piping until oil at the proper temperature is available in the manifold. Relight the burner, normal conditions, and continue raising pressure under normal conditions.

15) When steam pressure is up to 1.0~1.5MPa, start warming up the feed

water pump, main generator and other machinery.

16) After a drum pressure of 1.5MPa has been reached, change atomizing fluid from air to steam. And continue raising pressure at 0.6MPa of fuel oil pressure as outlined under normal condition.

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

close the starting valve.

18) Start the main generator.

19) When the generator is up to speed and capable of carrying a load, switch over to the generator and secure the diesel generator.

20) Drain and warm through connecting piping to the main and auxiliary steam lines. It is essential that the connecting steam piping is clear of all water and warmed up to approximately operating temperature before putting the boiler on load.

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

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

22) Set up the burners with the proper spray plates for the service required,

lighting up as necessary. NOTE

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

2. When it takes time to raise the pressure, the starting valve should be

operated (throttled) so that the combustion rate will follow the pressure raising curve.

Boiler Start Up Procedure-1

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

Operating Time After Light Off (minute)

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NOTE Combustion rate should be used as a guide for start-up and should be controlled appropriately so as to follow the pressure raising curve 1.2.2.3 Lighting Up and Raising Pressure [Refer to “ Boiler Start Up Procedure – 1”]

1) Check the water level in the steam drum. When the water level is lined

up properly the water level will drop when the drain valve is opened ,then return to its original level when the drain valve is closed.

2) Start the forced draft fan, open the damper and the burner air slide

door and ventilate the furnace thoroughly for at least five minutes before lighting up.

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

4) Circulate fuel oil through the fuel oil heater and the burner manifold.

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

5) When the fuel oil in the burner manifold is at the correct temperature,

insert an atomizer assembled with a lighting-up sprayer plate in the burner. Close the air registers of the other burners.

6) Reduce the forced draft pressure at the burners to 10~20 mmAq. Close

the re-circulating valve and check that the correct fuel oil pressure is available in the burner manifold.

7) Light up the burner following the instructions outlined in the burner

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

8) When steam pressure is up to 0.1MPa, close the drum air vent valve. If

a large volume of steam is issuing from the vent, crack open the superheater header and the control desuperheater drain valve. The superheater outlet starting valve must be left open until the boiler is put on line.

9) Take plenty of time bringing the boiler to working pressure to avoid

overheating the superheater elements or damaging the brickwork. Firing rate should be less than 280 kg/h until a pressure of 0.5MPa has



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

10) Close the valve on the steam pressure gauge and bleed the steam

gauge line to be sure it is clear. Allow the line to cool for a few minutes before opening the pressure gauge valve. See that the gauge responds immediately as the valve is opened.

11) Check the water level again by opening the water gauge drain, nothing

if the level drops immediately when the drain valve is opened and returns to the original level as the valve is closed.

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

steam lines. It is essential that the connecting steam piping is clear of all water and warmed up to approximately operating temperature before putting the boiler on load.



14) Since the economiser is installed it may be found that steam will form

in the tubes causing a water hammer. In this case run in enough feed water to lower the economiser temperature. Blow down the boiler if necessary to keep the water level in sight in the gauges. Never open water wall header drain valves unless the burners are secured.

15) When the boiler pressure reaches operating pressure, open the valves

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

16) Set up the burners with the proper sprayer plates for the service

required, lighting up as necessary. Boiler Cold Start (In case the other boiler is in normal use.)

[Refer to “Boiler Start Up Procedure – 2”]

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

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

lighting up. 3) Circulate bunker fuel through the fuel oil heaters and pipes until oil at

the proper temperature is available in the manifold. 4) Open the following valves before lighting up.

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

5) Light up the burner with 0.4MPa of fuel oil pressure (Combustion rate

is 280 kg/h). 6) When steam pressure is up to 0.1MPa, close drum air vent valve. If a

large volume of steam is issuing from the vent, crack open the superheater header and control desuperheater drain valve. The superheater outlet header vent valve must be left open until the boiler is put on line.

7) If completely drained, close the superheater header drain valves,

starting valve outlet drain valves and control desuperheater drain valves.

8) Raise steam pressure in accordance with the pressure raising curve. 9) Drain and warm through connecting pipes to the main and auxiliary

steam lines. It is essential that the connecting steam piping is clear of all water and warmed up to approximately operating temperature before putting the boiler on load.




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

3) Set up the burners with the proper sprayer plates for the service

required, lighting up as necessary.

NOTE 1. Combustion rate should be used as a guide for start-up and

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

2. When it takes time to raise the pressure, the starting valve

should be operated (throttled) so that the combustion rate will follow the pressure raising curve.

3. With two-boiler operation, make sure the starting valve is kept

open until the boiler under pressure raising takes on the load.

Boiler Hot Start (In case the other boiler is not used.) [Refer to “Boiler Start Up Procedure – 3”]

1) Check the water level in the steam drum. When the water level gauge

is lined up properly the water level will drop when the drain valve is opened. The water level should return to its original level when the drain valve is closed.

2) Start the forced draft fan, open the damper and the burner air slide

door and ventilate the furnace thoroughly for at least one minute before lighting up.

3) Operate the steam air heater simultaneously with the forced draft fan. 4) Circulate fuel oil through the fuel oil heaters and the burner manifold.

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

5) When the fuel oil in the burner manifold is at the correct temperature,

insert an atomizer with a light-up sprayer plate in the burner. Close the air registers of the other burners.

6) Reduce the forced draft pressure at the burners to 10~20 mmAq. Close

the re-circulating valve and check that the proper fuel oil pressure is available in the burner manifold.

7) Set the following valves before lighting up.

(1) Air vent valve fitted on the steam drum : Full close (2) Drain valves of the superheater headers, drain valves on the

starting valve outlet, drain valves of control desuperheater, steam temperature control valve : Full open

(3) Starting valves on the superheater outlet : Half open

8) Supply steam to fuel oil heater. 9) Light up the burner following the instructions outlined in the burner

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



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

10) Line up desuperheated steam to the machinery. The starting valve

must be left open until the superheater is stabilised. 11) Take plenty of time bringing the boiler to working pressure to avoid

overheating the superheater elements or damaging the brickwork. Firing rate should be less than 280 kg/h.

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

curve. 13) If completely drained, then close the superheater header drain valves,

starting valve outlet drain valves and control desuperheater drain valves.

14) Close the valve on the steam pressure gauge and bleed the steam

gauge line to make sure it is clear. Allow the line to cool for a few minutes before opening the pressure gauge valve. See that the gauge responds immediately as the valve is opened.

15) Check the water level again by opening the water gauge drain; the

water level drops immediately when the drain valve is opened and should return to the original level as the valve is closed.

16) When the drum pressure is up to 1.5MPa, change atomizing medium

from air to steam. Raise the fuel oil pressure to 0.6MPa. 17) Start the feed pump as early as possible. After starting the feed pump,

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

generator.

NOTE 1. Combustion rate should be used as a guide for start-up and

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

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

should be operated (throttled) so that the combustion rate will follow the pressure raising curve

Boiler Hot Start (In case the other boiler is normal used.) [Refer to “Boiler Start Up Procedure – 4”]

1) Start the forced draft fan and ventilate the furnace thoroughly before

lighting up. 2) Circulate bunker fuel through the fuel oil heaters and pipes until oil at

the proper temperature is available in the manifold. 3) Open the following valves before lighting up.

(1) Air vent valve fitted on the steam drum : Full close (2) Drain valves of the superheater headers, drain valves on the

starting valve outlet, drain valves of control desuperheater, steam temperature control valve : Full open

(3) Starting valves on the superheater outlet : Half open 4) Light up the burner following the instructions outlined in the burner

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

5) Line up desuperheated steam to the each machinery. The starting

valve must be left open until stable steam conditions occur in the superheater.

6) Take plenty of time bringing the boiler to working pressure to avoid

overheating the superheater elements or damaging the brickwork. Firing rate should be less than 280 kg/h.

7) Close the superheater header drain valves, starting valve outlet drain

valves and control desuperheater drain valves. 8) Steam pressure should then be raised in accordance with the pressure

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



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

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

NOTE

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

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

should be operated (throttled) so that the combustion rate will follow the pressure raising curve

3. At two-boiler operation, make sure the starting valve is kept

open until the boiler under pressure raising takes on the load.



Boiler Start Up Procedure-2 Cold Start

(In case the other boiler is normal used.)

NOTE 1. Combustion rate should be used as a guide for start-up and should be

controlled appropriately to follow the pressure raising curve. 2. At two boiler operation, make sure to keep the starting valve open until

the boiler under pressure raising takes on load.


0 60 120 180 240

Dru

m P

ress

ure

(MP

aG)

7

6

5

4

3

2

1

0

Ope

n dr

um a

ir ve

nt, s

uper

heat

er h

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r dra

in v

alve

, sta

rting

val

ve a

nd it

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Ope

n co

ntro

l des

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heat

er d

rain

val

ve a

nd s

team

tem

pera

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alve

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iser

at p

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of0.

35M

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Use

die

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mis

ing

Clo

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rum

air

vent

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ve. I

n ca

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eam

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y sp

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k op

en th

e su

perh

eate

r hea

der a

nd c

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l des

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er d

rain

val

ve.

If co

mpl

etel

y dr

ain,

clo

se th

e st

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g dr

ain

valv

e, s

uper

heat

erhe

ader

dra

in v

alve

an

d co

ntro

l des

uper

heat

er d

rain

val

ve.

Boiler Start Up Procedure-3 Hot Start

(In case the other boiler is not used.)

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


0 30 60 90 120

Dru

m P

ress

ure

(MPa

G)

7

6

5

4

3

2

1

0

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rum

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vent

. Ope

n su

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alve

an

d its

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alve

, con

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ater

dra

in v

alve

and

ste

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re

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rol v

alve

. Sup

ply

stea

m to

fuel

oil

heat

er. L

ight

off

the

burn

er u

sing

nor

mal

at

omiz

er a

t pre

ssur

e of

0.3

5MP

aG. U

se "C

" he

avy

oil.

If co

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ng, c

lose

the

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ater

hea

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ump

turb

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and

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lve.

Start the main generator.

Boiler Start Up Procedure-4 Hot Start

(In case the other boiler is normal used.)

NOTE 1. Combustion rate should be used as a guide for start-up and should be

controlled appropriately to follow the pressure raising curve. 2. At two boiler operation, make sure to keep the starting valve open until

the boiler under pressure raising takes on load.


0 30 60 90 120

Dru

m P

ress

ure

(MP

aG)

70

60

50

40

30

20

10

0

Clo

se d

rum

air

vent

. Ope

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, con

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ater

dra

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alve

and

ste

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ff th

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If

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, clo

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1.2.2.4 Securing a Boiler

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

2) Secure the burners one at a time. 3) Keep the forced draft fan running a few moment after securing burners,

maintaining a forced draft pressure of at least 25 mmAq until all combustible vapour has been cleared from the furnace. Then close all air registers, secure the fan and close the forced draft fan vane.

4) When the boiler is in stand-by condition, light-up a burner

occasionally to hold the steam pressure within 0.4~0.5MPa below normal operating pressure. Always remember to open the starting valve before lighting up a burner.

5) When the boiler is to be cooled.

(1) Before securing the feed stops, raise the water level 70~120 mm

above normal as the boiler cools. Keep the water level at about 50mm above the lower end of the water gauge.

(2) Secure the main, auxiliary and superheater outlet stop valves as soon as the boiler stops steaming.

(3) Before securing the steam stop valves, open the superheater vent valve, throttling it to avoid dropping the pressure too rapidly.

(4) When the steam pressure has dropped to 0.1MPa, open the drains on the superheater headers. Also open the desuperheater drain.

(5) When the steam pressure is down to atmospheric, open the steam drum vent.

(6) Four hours after the burners are secured, the forced draft fan can be restarted, if necessary, to assist in cooling the unit. Avoid draining and refilling with cold water to cool the boiler.

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

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

2) Fire No.2 boiler and raise the pressure gradually in accordance with

the procedure described in “Raising Pressure” while warming through the pipes. This is necessary in combined operation to send the steam. This warming up should be done 30 minutes before putting the boiler on line to enable sufficient time for drainage.

3) Keep the water level normal after lighting up. When water level rises

as pressure rises, blow down the boiler as necessary. The feed water system should be lined up for use and combustion control should be manually controlled.

4) When the steam in No.2 boiler is nearly the same pressure as that in

No.1 boiler, open the inlet and outlet drain valves of the superheater header and thoroughly drain the header.

5) Open up the desuperheated steam line (auxiliary steam line) as follows

and inform the operators of the auxiliary machinery for which auxiliary steam is being supplied, to open the drain valves on the steam pipe of each machine. Then gradually equalize the steam pressure of both boilers.

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

opened again. (7) Slowly open the non-return valve L. (8) Tightly close the drain valve W.

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

NOTE

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

6) Connect the main steam line as follows. and inform the operators of

the generator to open the drain valve before the generator inlet steam valve.

(1) Open the drain valve X. (2) Slightly open the non-return valve C and drain the steam line

completely. (3) Slowly open the non-return valve C. (4) Close the drain valve X. Special attention should be paid on the opening of the valve “E” and “D”, for example, if the staying condensate in the pipeline is supplied with steam to the generator turbine, the steam temperature goes down,

the lights becomes dark due to decreased revolution, strange sound takes place in the turbine due to vibration, etc. when these matters are observed, close the operating valve as soon as possible. Also, pay attention the water level rise due to the increase of steam flow from the steam drum at line connecting.

8) In principle all valves of the boilers in service should be fully open or

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

W

KeySuperheated Steam Line

Drain LineDesuperheated Steam Line

No.1 Boiler(PORT)

Water Drum

Steam Drum

Intermediate Header

In & Out Header

No.2 Boiler(STBD)

Water Drum

Steam Drum

Intermediate Header

In & Out Header

To Main TurbineTo DesuperheatedSteam Line

To Generator Turbine

To B.F.P.T.

B

S

C

N

L

U

EX

D



1.3 Generator Turbine 1. Technical Data

1) Turbine Type: SHINKO RG92-2

Multi-stage, Impulse type with Reduction gear

Number of units: 2 sets Rate output (Electrical Load): 3,850 kW Turbine rated speed: 8,145 rpm Generator rated speed: 1,800 rpm Rotation (Viewed from turbine): Clockwise Main steam condition: 5.88MPa (60kg/cm2) at 510°C Turbine exhaust Steam: -94.7kPaG (710 mmHg)

2) Reduction Gear

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

3) Lube oil

LO tank cap.: 2,400 litre Governor: 2.0 litre Gear coupling: 1.5 litre

4) Governing System

Governor type: WOODWARD UG-10D Governing valve type: Bar lift with twin stem and three

valves Hydraulic amplifier type: Mechanically controlled Servo cylinder: Piston dia. 200mm Max. stroke 80mm Operating oil supply press.: Normal 0.64~0.83MPaG Starting abt. 0.2MPaG

2. Alarm and Trip List

Item Dimension Normal Alarm Trip

ELECTRIC 1,980±20 OVER SPEED

MECHANICAL

r/min(rpm) 1,800 -

2,000±20

VAC. - 40±5.33

HIGH EXH.PRESS

ATM

kPaG -

70±10

100±10

SENTINEL VALVE kPaG - Valve set value 70±10 -

LUB.OIL PRESS. kPaG 100~150 60(+0 -10) 50(+0 -10)

LO SUPPLY TEMPERATURE 35~48 53±3 -

BEARING TEMPERATURE 46~77 75(+3 -0) -

TURBINE ROTOR AXIAL MOVEMENT mm - 0.5±0.1 0.7±0.1

TURBINE ROTOR VIBRATION µm p-p - 80±10 140±15

LOW LO TANK LEVEL mm Normal level Normal level -60 ±10

SEALING STEAM PRESSURE kPaG 1~20 Low (0 ~ -13.3)

PRIMING LO PUMP START & STOP kPaG START 40(+0 -10)

STOP 100 ~ 150(+0 -10)

TURNING LO PRESS. INTERLOCK(at T/G STOP) kPaGr 20~90 20±5 *

INLET STEAM PRESS MPaG - 5.4

* This signal is used for interlocking condition of turning, not for alarm



3. Construction

1) Turbine

(1) Casing The casing consists of the upper casing and the lower casing combined together firmly by bolts on the horizontal flange. The steam chest is casted with the high pressure side of the upper casing and provided with the main trip valve and governing valve. The governor side of the lower casing is bolted to the vertical joint face of the turbine bearing pedestal, which is supported by the flexible plates.

(2) Nozzle and Diaphragm The first stage nozzle of the turbine is secured to the upper casing

by the bolts, and the part of nozzle plate periphery is fitted in the casing. The 2nd stage ~ 6th stage have nozzles welded to the diaphragms and the 7th stage ~ 9th stage have nozzles cast in the diaphragms. The upper half of diaphragms are fitted to the upper casing on the horizontal plane by set screws, so they can be lifted with the upper casing for overhauling.

(3) Diaphragm Packing The 2nd ~ 9th stage diaphragm packing are solid and spring back

type and the packing of each stage are divided into four segments on which the springs are provided.

(4) Gland Packing Gland Packings are solid and spring back type and they are fitted

in groove of packing cases, and supported on the horizontal joint. The Packing cases are separative upper and lower.

The packing cases are bolted at the horizontal joint by bolts and the lower halves of cases are fitted to the turbine casing by set screws on the turbine horizontal joint. The packings are divided into four segments on which the springs are provided.

(5) Radial Bearing Turbine bearing is of plane type, which has good stability for high

speed revolution. Turbine bearing has lubrication from the holes on top and both sides of the horizontal connection, and the lubricating oil discharges from the both sides.

(6) Thrust Bearing The thrust bearing for turbine rotor is fitted at the front bearing

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

(7) Rotor The turbine rotor is solid of the discs and shaft.

The governor side of the rotor is provided with the worm and worm wheel for driving the governor, the overspeed trip device. The rotor is connected to the pinion shaft by the Bendix type flexible coupling. The critical speed of the rotor is about 1050rpm at the generator shaft. So take care never to stay near the critical speed during the starting of the turbine

(8) Blade The blades are installed in T groove, which are groove on

peripheries of rotor discs and fixed firmly by the stopper blades and liners that are secured carefully after installation.

The shroud rings are provided around the periphery of the blades of 1st ~ 8th stages.

2) Governing System

The governor is o f the hydraulic type and the system consists of the woodward UG-10DM speed governor, the hydraulic servomotor, and the governing valve. The governor detects the fluctuation of the turbine revolution and functions to keep the turbine revolution constant by adjusting the steam quantity by means of the governing valve through the lever mechanism and the hydraulic servomotor. The quantity of steam is controlled by the governor valve so as to maintain turbine speed at constant value through the hydraulic servo motor and lever mechanism.

(1) Speed Governor

UG-10DM type woodward governor is adopted which is provided

with standard mechanisms of speed synchronization, speed droop and load limit. This speed governor is installed on the top of bearing box in front of the turbine.

The output spindle of the speed governor is connected, via linkage, with the hydraulic servomotor, the output spindle of which makes a stroke in accordance with the magnitude of speed governor output.

(2) Governing Valve

The governing valve is of the bar lift type having 3valves and

controlled by the governor through the connecting rod and the lever. The valve stem is connected with the lever at the top end and also is connected with the valve beam.

The valve lift is regulated by the hydraulic servo piston through the connecting rod lever valve stem and valve beam to control the steam quantity in order to keep the turbine revolution constant.

Illustration 1.3.1a Governing system

To Nozzle

Main SteamInlet

Main Stop Valve

Limit Switchfor ESV Close

(ACB Trip)

TripLever

GovernorValver

TripCylinder

To L.O. Tank

UG10DWoodwardGovernor

M

StartingLever

OPEN

SHUT

SolenoidValve

To L.O. Tank

ResetKnob

Limit Switch forOverspeed Indication

CheckValve

To L.O.Tank

To Bearings

L.O. Cooler

Orifice

CheckValveM

Limit Switch forGOV. Valve Full Open

HydraulicServo Motor

MainL.O. Pump Priming

L.O. Pump

Press. Adjust. ValveFor Lub. Oil

Press. Adjusting ValveFor Control Oil

Control oilStrainer

Duplex L.O.Stariner

CoolingWater



3) Emergency Trip System

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

(1) Main Trip Valve

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

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

(2) Emergency Trip Device

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

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

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

b) Mechanical Overspeed Trip When turbine revolutions exceed the rated value for some

reason and reach 110 ±1% of the rated revolutions, this device provided at the end of the turbine shaft actuates to stop the turbine.

When turbine speed reaches 110±1% of the rated speed the eccentric force of the trip spindle overcomes the compressive force of the sprig and the trip spindle comes out and hits one end of the trip lever.

c) Electric Overspeed trip When the turbine speed increases excessively, speed monitor

detect it an trip solenoid valve is activated by its signal.

Accordingly control oil pressure is lost then turbine stops by means of shut the main stop valve.

(3) Sentinel Valve This valve is fitted to the turbine casing and serves to issue alarm

by detecting abnormal rise in the exhaust pressure.

4) Reduction Gear

The reduction gear is of the single reduction single helical type. The pinion and the gear wheel shaft are connected to the turbine rotor and the generator rotor by means of the flexible coupling. On the turbine side of the gear wheel shaft, the main oil pump is fitted. (1) Gear Casing

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

(2) Bearing

The pinion bearing of turbine and generator sides are ordinary plane type and have two oil inlets on the splie plane. Thrust collar is shrink-fitted on the pinion shaft end. The thrust bearing of the taperland type is fitted at the pinion generator side. The metal surface of the thrust bearing consists of the taper and flat plane, and makes the effective oil film.

The wheel bearing of turbine and generator sides are ordinary

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

(3) Oil Sprayer

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

(4) Turning Equipment

It is constructed that this turning equipment is able for motor turning and manual turning. For the motor-turning, engage the clutch by pulling the clutch lever while slightly rotating the motor end nut clockwise.

Though it is constructed that the emergency stop valve is closed by the limit switch when the turning clutch is engaged, the clutch automatically moves to a direction of “DISENGAGED” when the motor is rotated by the turbine rotor with some trouble.

5) Lubricating System

The generator turbine is equipped with a lubricating oil system. The oil piping arrangement is made up of a high pressure line for the control oil and of a low pressure line for the bearing and the reduction gear lubrication. Oil is sucked from the oil tank in the common bed and pressurized by the main oil pump and adjusted its pressure by the oil pressure adjusting valve and supplied to the high pressure line for the control oil and of the low pressure line for the lubrication. (1) Main Oil Pump The main oil pump is of the gear type. The pump is driven by the

turbine reduction gear wheel shaft through the gear. A valve serving as the safety valve is fitted on the pump casing.

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

(2) Priming Oil Pump

The priming oil pump is of the gear type and driven by the motor.

The pump is used for the turbine start and stop. The pump is started and stopped automatically. In case the switch of the starter is “AUTO”, the pump is started automatically at abt. 40kPaG of the bearing oil pressure and stopped automatically at 90~150kPaG.

NOTE

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

(3) Oil Pressure Adjusting Valve A part of oil sent from the oil pump is adjusted by the control oil

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

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



Illustration 1.3.1b Control Oil Press. Adjusting Valve

ControlOil PressureAdjusting

Valve

L.O PressureAdjusting

Valve

AdjustingScrew

4. Preparation for Operation Starting Operation

1) Confirmation and preparation before Starting.

(1) Confirm the steam source and electric source are ready for operation.

(2) Check all gauges indication zero point. (3) Check the oil level in oil tank at “NORMAL”. (4) Check the circuit breaker is open.

(5) Confirm the main stop valve, exhaust valve and packing steam valve are closed.

2) Start the priming LO pump.

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

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

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

(1) Open the vent valves on the water heads of the LO cooler and

confirm the cooling water is flowing.

5) Check the steam pressure and temperature before the main stop valve. (1) Don’t start the turbine if the steam press. And temp. are lower than

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

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

7) Open the needle valve for gland steam exhaust.

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

between rotor and turbine casing.

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

9) Put turning device on.

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

10) Remove air gathering in the governor.

(In case that the turbine has been in a stand still for a week or longer.) (1) Set the knob of load limiter to the indication of “10”, and move

the governor output shaft back and forth completely, and air gathering in the governor can be removed. (At this time, the load indicator moves “0” to “10”)

(2) Carry out this procedure two or three minutes.

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

12) Open the governor valve by the starting lever.

(1) Confirm the governing valve opened.

13) Open the main stop valve by hand.

(1) Start the turbine gradually and drive at about 400 Rpm and keep it for about 25 minute. for warming. If there are any vibration of abnormal sound at this time, stop the turbine and check the cause.

(2) If there are some abnormal conditions at turbine starting, stop the turbine and within 3 minutes after complete stop, turning should be commenced.

(3) Confirm delivery pressure of the main oil pump and bearing oil pressure increase as the turbine speed increase.

(4) Confirm the priming LO pump stops automatically when the

bearing oil pressure gets to normal pressure.

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

(1) Confirm the pressure, temperature, vibration, etc. of all the parts

in normal conditions. (2) Turn the main stop valve handle clockwise for about a 1/2

revolution after the valve stem reached the stopper (full open). (3) Try overspeed trip test at no load if chance is offered.

15) Close the drain valves on main steam line. 16) Close the drain valve on the main stop valve.

(1) Take care of the drain, since the remainder of the drain often

brings into accident.

17) Adjust the voltage and frequency. 18) Put the turbine speed in parallel with the other generator with the

synchronizer on the electric panel. 19) Shift the load gradually.

During Operation

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

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

resetting the trip.

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

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

prevent the sticking.

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

6) Check the oil level in oil tank.

7) Change over the duplicate oil strainer at least once a day during the

first voyage, and clean the strainer with air jet.

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



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

10) Confirm the oil flow with the sight glasses provided on the generator

bearing outlet and turbine bearing outlet.

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

Stop Operation

1) Shift all the load to the other generator.

2) Cut off the circuit breaker.

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

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

4) Open the drain valves on main steam line.

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

(1) Drain off fully and don’t leave the drain in the turbine set.

6) Open the drain valve of exhaust valve.

7) Rotate and turn the shaft.

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

(2) Carry out the turning until the temp. indicated on the local inlet steam thermometer lowers to 100ºC.

8) Stop the sealing steam supply.

9) Stop the cooling water pump.

10) Stop the priming L.O. Pump.

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

11) Close all valves.

Illustration 1.3.1c Time Schedule for Starting of Generator Turbine

ab.4~10min.

20~30 min.

5 min. 5 min. 10 min.Over 25 min. ~60 min.

Preparation

BeforeStarting

Stand-by Warming

IdlingWarming

(Model : RG92(-2))

Turning

Speed Up

10sec.

1 min.

1 min.

1Min..

E.S.V. Close

Speed Up by Gov.

1,710 rpm (95%)

1,800 rpm (100%)

Turning

1,450 rpm (80%)

900 rpm

750 rpm

600 rpm

400 rpm

Critical Speed 1,000 rpm ~ 1,350 rpm

Turb

ine

Rev

olut

ion

(rp

m)



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1.4 Main Feed Water Pump Turbine 1. General The type DMG pump is of multi-stage, volute type marine feed pump and has a horizontally spilt casing construction for easy handling. The first stage impeller is of the double suction type and the rest are of the single suction type. The rotor is supported by forced lubricated plain bearings and tilting pad type thrust bearing. The pump is directly connected to the driver through a forced lubricated gear coupling. This turbine is of the horizontal single stage speed compound impulse type and the turbine shaft is directly coupled to the pump shaft through flexible coupling. For control of operation the type UG governor of Woodward Governor Company of USA is used and its speed setting mechanism and pressure controller unit are interconnected to effect constant discharge pressure control. For this turbine a forced lubrication system is adopted, providing a main L.O pump driven by gearing at the bottom end of the turbine shaft. The main L.O pump is of the double helical gear type and is mounted at the lower part of the governor end bearing housing. The priming L.O pump of the centrifugal type is designed to form a compact unit with a vertical motor and is submerged in the oil tank like the main oil pump. The turbine casing is horizontally split into two parts. The steam chest is a single assembly mounted on the vertical flange face at the governor end of the casing body (lower casing) incorporating the exhaust opening. The nozzle plate and stationary blades are fastened to the inner face of the steam chest. The disc rotor has two rows of moving blades fastened along the periphery and four balance holes. The turbine shaft has the disc rotor arranged at the middle and connects to the driven machine at one end through the coupling and at the other to the main L.O pump and the worm gear for driving the governor and the trip shaft with eccentric ring for over-speed trip. The governor acts accurately against changes in steam pressure, temperature and load. In case of sudden load change from rating to zero or from zero to rating, turbine revolutions can be kept instantaneously within ±9% and settled within ±1%. The emergency shutdown device for this turbine serves to stop the turbine by closing the governor valve by the action of the trip hydraulic servomotor. Especially, the trip servomotor actuates to stop the turbine, so the action is sure and reliable.

2. Specification

Pump Maker: SHINKO IND. LTD Type: DMG125-3 Capacity: Rated 175 m3/h Disch. Press.: 8.18 MPaG (Total head) 8.17 MPaG Suction Press.: 0.229 MPaG Suction Head : 0.229 MPaG Water Temperature: 127 °C N.P.S.H.R: 11.2 m Specific gravity 0.9371 Turbine Maker: SHINKO IND. LTD Type: () DE Output Rated: () 570 kW Steam inlet: 5.88 MPaG Initial temp.: 510 °C Exhaust: () 0.177 MPaG R.P.M: 6,100 Main L.O pump: 4 m3/h x 100kPaG Prim. L.O pump: 7.2 m3/h x 40kPaG Prim. L.O pump motor: 1 kW x 3600 rpm Common Cooling water required 15 m3/h x 100kPaG Cooling water temp 36 LO tank 380 litre Governor 2 litre Overspeed trip Set 7,015 rpm Turbine sentinel valve Set 0.4±0.2 MPaG Back pressure trip Set 0.327±0.02 MPaG Priming LO pump Auto stop Set 100±10 kPaG Low oil pressure switch (Alarm) Set 60(+8, -0) kPaG Low oil pressure switch (Trip) Set 50(+8 ,-0) kPaG Turbine rotor vibration alarm : 80±10 / p-p

trip : 140±15 / p-p

3. Performance curves

00 0

5

10

15

20

0

20

40

60

80

100

100

200

300

400

500

600

700

800

900

1000

50 75 100 125 150 175 20025

0

2000

1000

0

3000

4000

5000

6000

7000

8000

200 300 400 500 600 700100

80

5000

5500

6000

6500

90

100

110

PU

MP

EFF

ICIE

NC

Yηp

(%)

N rp

mN rpm

SH

AFT

HO

RS

E P

OW

ER

P (k

W)

Stea

m C

onsu

mpt

ion

W (k

g / h

r)

OUTPUT (kW)

Expected Characteristic Curve

Total Head = 865 m, Output = 570 kW, Suction Head = 25 mSteam Inlet Pressure = 5.88 MPaG, at Temperature = 510 C, Exhaust Pressure = 0.18 MPag

Dis

ch. P

ress

. (kg

/cm

G)

H - Q

iE :

Exh

. Ent

halp

y (k

cal/k

g)

720

730

740

750

760

770

780

5.067 t/h4.754 t/h

4.08 t/h

H.N.V. = CLOSE at 460 kw H.N.V. = OPEN

Hs m

P kw

η p

458

kW a

t 145

m /h3

257

kW a

t 175

m /h3

Max

. 570

kW



1.4.1 Operating procedure 1. Preparation for Starting

1) Carry out preparations for starting the driven machine.

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

3) Check the quantity of oil in the oil tank by the oil level gauge and

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

4) Open the drain cock at the bottom of the oil tank to check for mixing of

water and extent of pollution.

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

6) Turn the L.O strainer handle several times to clean the screen and

discharge the drains from the drain cock at the bottom.

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

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

9) Open fully the main steam valve for the boiler and main steam line

excepting the turbine steam inlet valve.

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

11) Open the exhaust valve.

12) Open the valve attached to the drain traps for the turbine casing and

exhaust pipe to discharge the drains completely, and then close the bypass only.

13) Remove the end cover of the pump bearing housing and confirm that the

shaft turns smoothly by giving it at least one rotation using the squared shaft end.

14) Reset the turbine at the operation condition if it is in the tripped

condition. The reset device of each trip comprises “reset knob A” and

“hand trip knob B” of the hand trip position and “reset push

button C” of the machine side turbine starter. For the above trip device,

reset according to the time of the actuation of the following trips and at the same time confirm the extinction of the trip indication lamps. (1) Mechanical overspeed trip---------------------A

(2) Electric overspeed trip------------------------- C (3) Low L.O pressure trip--------------------------C (4) High back pressure trip-------------------------C

(5) Hand trip -----------------------------------------B, A

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

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

17) After setting the pump discharge pressure by means of the setting knob

of the pump discharge pressure controller provided in the machine side turbine starter set the change-over switch to “Auto”.

18) Confirm 2 to 3 times that the shutdown mechanism operates when the

stopper is disengaged by pulling the hand trip knob and then the knob is pressed.

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

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

2) Open the steam inlet valve gradually and begin to start the turbine.

Then warm up the turbine for some time by keeping the speed at 100 to 500 rpm at output shaft.

3) During this time check whether or not there is abnormal noise or

vibration in the turbine and main feed pump. In case any abnormal state is felt, stop the turbine immediately and trace the cause.

4) Close each drain valve on making sure that the drains have been

completely discharged from each portion.

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

6) After sufficient warm up, open fully the exhaust valve, and then

increase the opening degree of the steam inlet valve and raise the speed up to the minimum revolutions (70% speed ) in about 10 minutes.

7) When the turbine revolutions reach the minimum revolutions (70%

speed) increase them gradually by means of the manual operation knob for the pressure controller and then carry out constant speed control at the desired speed.

NOTE

When changing over to the constant pressure control, first increase the turbine speed until the pump discharge pressure becomes equal to the preset value and then set the change-over switch to “Auto”. 3. Stopping

1) Set the operation selecting switch to “Manu”.

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

3) If the steam inlet valve is closed by means of the handle or the valve

operating push-button for the machine side turbine starter, the turbine will stop.

4) When revolutions decrease and bearing oil pressure falls below 0.045

MPaG the priming L.O pump starts automatically, keeping oil pressure at above 0.03MPaG approximately.

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

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

7) Close the exhaust valve.

8) When the turbine has stopped, open the drain valve on each turbine part

to discharge the drains completely.

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

4. Emergency stop

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



1.5 Diesel Generator Engine 1. General Engine with the type designation 7L27/38 are turbocharged, unidirectional, four-stroke, in-line engines with a cylinder bore of 270 mm and a stroke of 380 mm. They are used for marine propulsion and auxiliary applications, and as stationary engines in power stations. The engine has two camshafts. One of them is used for inlet/exhaust valve actuation on the exhaust side, the second one serves to drive the injection pumps on the exhaust counter side. Hydraulically actuated adjusting devices permit adjustment of both the valve timing and the injection timing, depending on the design ordered. The turbochargers and charge-air coolers are at the free engine end on generator engines. Cooling water and lube. oil pumps can be driven via a drive unit on the free engine end. Engine of the type L27/38 have a large stroke/bore ratio and a high compression ratio. These characteristics facilitate an optimization of the combustion space geometry and contribute to a good part-load behavior and a high efficiency. 2. Specification

1) Principal Particular

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

- Maker: HHI-EMD

- Engine model: 7L27/38 - Number of cylinder: 7 - Cylinder bore: 270mm - Piston stroke: 380mm - Rated output: 2100kW - Mean piston speed: 9.1m/s

- Swept volume per cylinder: 21.8litre - Mean effective pressure: 2.3MPa - Max. combustion pressure: 19±0.5MPa - Rotating direction: Clock-wise

2) Engine Performance

- Specific fuel consumption: 189g/kWh + 5%

- Combustion air consumption: 14070kg/h - Exhaust gas flow: 14488kg/h - Exhaust gas temperature: 330

-

3. Operation Data and Set Points

Normal value at full load at ISO condition

Alarm set point and shutdown set point

Lubricating Oil System

Lubricating Oil Sys. Temp. after cooler

(Inlet filter) TI21 68~73 TAH 80

PAL22 0.35MPa Pressure after filter (Inlet engine)

PI22 0.42~0.5MPa PSL22 0.25MPa

Pressure drop across filter

PDAH21~22 0.01~0.1MPa PDAH21~22 0.15MPa

Prelubricating pressure PI22 0.014~0.14MPa PAL25 0.012MPa

Pressure inlet turbocharger

PI23 0.15±0.02MPa PAL23 0.09MPa

Pressure before filter PI21 0.15~0.55MPa

Temp. main bearing TI29 80~95 TAH29 TSH29

100 105

Fuel Oil System

Pressure after filter PI40 0.3~0.6MPa PAL 0.2MPa

Temp. inlet engine TI40 30~40

Cooling Water Sys.

Pressure LT system, Inlet engine

PI01 0.25~0.45MPa PAL 0.04Mpa

Pressure HT system, Inlet engine

PI10 0.2~0.4MPa PAL10 0.04Mpa

TAH12 90 Temp. HT system, Outlet engine

TI12 75~85 TSH12 100

Exh. Gas System

Exh. Gas temp. before T/C

TI62 480~530 TAH62 570

Exh. Gas temp. outlet cyl.

TI60 350~450 TAH60 465

Diff between individual cyl.

Avr. ± 30 TAD60 Avr ± 50

SAH81 828rpm Speed Control Sys. SI90 720rpm

SSH81 828rpm



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

Lubricating Oil System

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

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

3) Start up the prelubricating pump.

NOTE

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

4) check pre.lub.oil pressure at inlet to filter, inlet of the engine and inlet

turbocharger on the monitoring box display according to the data and setpoints sheet.

Cooling Water System 5) Open the cooling water supply 6) Check the cooling water pressure.

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

(1) To preheat the engine. Cooling water at least 60 should be

circulated through the frame and cylinder head for at least 2hours before start.

Starting Air System

9) Check the pressure in the starting air receiver 10) Drain the starting air system.

11) Open the starting air supply

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

setpoints sheet.

Starting

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

Testing during Running Check the following on the monitoring box according to the data and setpoints sheet. 14) Check the lubricating oil pressure. 15) Check the cooling water pressure.

16) Check the fuel oil feed pressure.

17) Check that the turbocharger is running.

18) Check that the prelubricating oil pump stops automatically.

19) Check that all cylinders are firing

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

Check that all shutdowns are connected and function satisfactory.

20) Test the overspeed 21) Check that all alarms are connected. Operation The engine should not be run up to more than 50% load to begin with, and the increase to 100% should take place gradually over 5 to 10min.

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

22) The lubricating oil pressure must be within the stated limits and may not

fall below stated minimum pressure. The paper filter cartridges must be replaced before the pressure drop across the filter reaches the stated maximum value, or the pressure after the filter has fallen below the stated minimum value. Dirty filter cartridges cannot be cleaned for re-use.

23) The lubricating oil temperature must be kept within the stated limits

indicated on the data and setpoints sheet

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

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

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

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

normal values Stopping

28) Before stopping, it has to run the engine at reduced load, max.2min. 29) The engine is stopped by activating the stop button on the operating box.

Only one push is needed.



Illustration 1.6.1a Fresh Water Generator

TC

PI

TI

Steam Line

Condensate Line

Fresh Water Line

Vacuum Line

Sea Water Line

Air Line

Key

Max. Condensate InletPressure : 1.3 MPa G

188.5 lbs/in233

No.2 F.W.GeneratorNo.1 F.W.Generator

H

HH

TIPITIPI

PC

QT

PI

PI

TI

PI

PI

TI

PI

Feed WaterTreatment

Brine / Air Ejector

From Sea

To Fresh Water TankMax. Back Pressure

0.25 MPa G36.25 lbs/in2

To Condensate Tank/WellMax. Back Pressure

0.16 MPa G23.2 lbs/in2

Air Inlet0.5-0.9 MPa

73-131 lbs/in2

Min. Press.0.35 MPa50.75 lbs/in2

Vacuum ReleaseValve(VA-E1-01)

Evaporator

CondenserPIC

FG FG

FG

FQ

TIPI

PT PI H

H

H

H

H

H

H

HH

H

Opening PressureMax. 0.1 MPa14.5 lbs/in2

Non ReturnValve

EjectorPump

Fresh WaterPump

(PU-FR-01)

OrificeSpringLoadedValve

SolenoidValve

FlowIndicator

Shut-offValve

(VA-FT-01)

FlowReg.Valve

H

Over BoardMax. Back Pressure


CondensatePump(PU-SS-01)

FlowReg.

Valve(VA-SS-02)

525

Lim

ited

Switc

h

Des

ign

0.11

MPa

& 3

00

Max

. 0.3

MPa

G &

Max

. 300

PIC

SolenoidValve

ControlPanel

Low PointsOn Steam LineTo be Drained


7.3-131 lbs/in


73-131 lbs/in2

Condensate forDesuperheating

Max. 1.3 MPa & 50 Max. 188.5 lbs/in2

Back Pressure

H

H

H

H

H

TC

PI

TIPITIPI

PC

QT

PI

PI

TI

PI

PI

TI

PI

Feed WaterTreatment

Brine / Air Ejector

From Sea

To Fresh Water TankMax. Back Pressure

0.25 MPa G36.25 lbs/in2

To Condensate Tank/WellMax. Back Pressure



73-131 lbs/in2

Min. Press.0.35 MPa50.75 lbs/in2

Vacuum ReleaseValve(VA-E1-01)

Evaporator

CondenserPIC

FG FG

FG

FQ

TIPI

PT PI H

H

H

H

H

H

H

HH

H

Opening PressureMax. 0.1 MPa14.5 lbs/in2

Non ReturnValve

EjectorPump

OrificeSpringLoadedValve

SolenoidValve

FlowIndicator

FlowReg.Valve

H

Over BoardMax. Back Pressure


FlowReg.

Valve(VA-SS-02)

525

Lim

ited

Switc

h

Des

ign

0.11

MPa

& 3

00

Max

. 0.3

MPa

G &

Max

. 300

PIC

SolenoidValve

ControlPanel

Low PointsOn Steam LineTo be Drained


7.3-131 lbs/in


73-131 lbs/in2

Condensate forDesuperheating

Max. 1.3 MPa & 50 Max. 188.5 lbs/in2

Feed WaterPreheater

Back Pressure

H

H

H

H

H

TI

Shut-offValve

(VA-FT-01)

(VA-CO-02)

CondensatePump(PU-SS-01)

Fresh WaterPump

(PU-FR-01)

(VA-CO-02)



1.6 Fresh Water Generator 1. General The combined brine/ejector driven by the ejector pump creates a vacuum in the system in order to lower the evaporation temperature of the feed water. The feed water from the ejector pump is introduced into the evaporator section through an orifice, and is distributed into every second plate evaporation channel. The hot water is distributed itself into the remaining channels, thus transferring its heat to the feed water in the evaporation channels. Having reached boiling temperature, which is lower than at atmospheric pressure, the feed water undergoes a partial evaporation and the mixture of generated vapour and brine enters the separation vessel, where the brine is separated from the vapour and extracted by the combined brine/air ejector. The cooling water supplied by the combined cooling/ejector pump on No.1 FWG and supplied from the condensate pump on No.2 FWG distributes itself into the remaining channels, thus absorbing the heat being transferred from the condensing vapour. The produced freshwater is extracted by the fresh water pump and led to the fresh water and distilled water tanks. If the salinity of the produced freshwater exceeds the chosen maximum value, the dump valve and alarm are activated to automatically dump the produced fresh water into the separator vessel. 2. Specification of Fresh Water Generator

Type: VSP-36-125CC (Condensate Cooled) Number of units: 1 set Capacity per unit: 60 ton/day Condensate water temperature inlet: 33.6 °C Condensate water temperature outlet: 61.3 °C Condensate water flow: 53 m3/h Max salinity: 1.5 ppm Pressure drop of Cooling water flow: 0.05MPa Steam flow: 3,031 kg/h Steam pressure: 0.075MPa Electric source (Main, Control): 3 x 440 x 60Hz, 220V Type: VSP-36-125SWC (Sea Water Cooled) Number of units: 1 set Capacity per unit: 60 ton /day Sea water temperature inlet: 32 °C Sea water temperature outlet: 48.3 °C Sea water flow: 90 m3/h Max salinity: 1.5 ppm

Pressure drop of Sea water flow: 0.02MPa Steam flow: 2,742 kg/h Steam pressure: 0.07MPa Electric source (Main, Control): 3 x 440 x 60Hz, 220V Salinometer model: DS-205

3. Operating Procedure

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

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

pump. (2) Open the overboard valve for combined brine / air ejector. (3) Close the air screw VA-E1-01 on the separator. (4) Start the ejector pump to create a vacuum of min. 90% and ensure

that the pressure is over 0.35MPa at the combined brine/air ejector inlet and the back pressure is not over 0.06MPa at the combined brine/air ejector outlet.

For VSP-36-125CC only (5) Open the condensate inlet, outlet and by-pass valves. (6) Start condensate supply to condenser by adjusting the by-pass

valve incrementally until the desired condensate flow is reached. 2) Evaporation

When there is a minimum of 90% vacuum (after maximum 10 min.). (1) Open valve for feed water treatment VA-FT-01. (2) Ensure that the air inlet for steam pressure regulating valve VA-

SS-02 and flow regulating valve VA-CO-02 is open ( 0.5~0.9MPa).

(3) Ensure that the condensate inlet for desuperheating is open

( maximum 1.3MPa ). (4) Open the valve for condensate to atmospheric drain tank. (5) Open the main steam shut-off valve. (6) Open the steam pressure regulating valve VA-SS-02 by adjusting the pressure controller in the control panel step-wise 0.01MPa,

until the specified steam pressure is reached (Max 0.075MPa).

3) Condensation After approx. 3 minutes the boiling temperature will drop again, and normal vacuum is re-established. (1) Open valve to freshwater tank.

(2) Start freshwater pump.

NOTE

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

CAUTION

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

4) Stopping the Fresh Water Generator

(1) Close the steam pressure regulating valve VA-SS-02 by adjusting

the set point for the steam pressure controller in control panel slowly (step-wise) to 0.000MPa

(2) Close the valve for air inlet. (3) Close the main steam shut-off valve. (4) Close the valve for condensate for desuperheating inlet. (5) Close the valve for feedwater treatment VA-FT-01. (6) Stop freshwater pump PU-FR-01 and condensate pump PU-SS-01. (7) Stop the ejector pump, after approx. 10 min. (8) Open the air screw VA-E1-01. (9) Close all valves on the suction and discharge side of the pump. (10) Close the overboard valve for combined brine / air ejector. (11) Close the valve to freshwater tank.

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



Illustration 1.7.1a Bow Thruster Control System

ReliefValve

SolenoidValve

FlowRegulator

HeaderTank

ReturnSuction

P T

A B

HandPump

PressureSwitch

GearPump

E

B

A

B

E

AD

C

D

C

T

S

Bosun Store

M

S

StopValve

PORT B & T to be connected eachflange using temporary Hose.

PORT A & S to be connected eachflange using temporary Hose.

PORT C & E to be connected eachflange using temporary Hose.

PORT D & E to be connected eachflange using temporary Hose.

PORT C & S to be connected eachflange using temporary Hose.

PORT D & T to be connected eachflange using temporary Hose.

T

Thruster Main Unit

Hyd. Pump Unit

Thrust Room

Key

Drain Line

Air Line

Lubricating Oil Line

THRUSTER CONTROLLER

PORT ST'BD

5 5

0

10 10

PITCH CONTROL

LAMPBUZZER

TEST

CHANGEOVER

BUZZERSTOP

THRUSTERRUN

THRUSTERABN.

M/MOTOROVERLOAD

ALARM MAIN MOTOR

DIMMER EM'CY STOPCONTROL STATION

BLADE ANGLE INDICATOR

PORT ST'BD

05 510 10

A000000 000 0000000

THRUSTER CONTROLLER

PORT ST'BD

5 5

0

10 10

PITCH CONTROL

LAMPBUZZER

TEST

CHANGEOVER

BUZZERSTOP

THRUSTERRUN

THRUSTERABN.

M/MOTOROVERLOAD

ALARM MAIN MOTOR

DIMMER EM'CY STOPCONTROL STATION


PORT ST'BD

05 510 10

A000000 000 0000000

CONTROLSOURCE

BLADENEUTRAL

ALCOPERATE

BLADEANGLE

FLICKERSTOP

LAMPTEST

NON-FOLLOW

DIMMER

W/H FOLLOWWING

MAINSOURCE

POWERAVAILABLE

READYTO

START

ACSOURCE

FAIL

DCSOURCE

FAIL

M.MOTORSTARTFAIL

M.MOTOROVERLOAD

SYSTEMFAIL

M/MOTORTRIP

HYD. P/PLOW

PRESS

HEADERTK. LOW

LEVEL

HYD. P/POVERLOAD

M/MOTORINSULATION

LOW

M/MOTORHIGHTEMP

FANRUN

THRUSTERRUN

POWERREQUEST

HYD.PUMPRUN

STOP

ON

LOCAL

OFF

PS

5PORT

PORT

ST'BD

ST'BD

0 510

5 5

0

10 10

10

ST'BDPORT

INDICATOR

ALARM

MAIN MOTOR

CONT. STATION CONT. MODE

THRUSTER CONTROLLER


PITCH CONTROL

EM'CY STOP

CONTROL POWER

PORT Wing

Engine Room

ST'BD WingW/H Panel

Terminal Board A, B



1.7 Bow Thruster 1. Specification

Thruster unit Maker: KTE Co.,LTD No. of sets: 1 SET Model: TCT-280 Type: 4 bladed, skewed, Controllable Pitch type Outpower: 2,500 kW Propeller diameter: 2,800 mm Position of propeller blade: Starboard side Input shaft speed: 880 rpm Main motor Type: 3Phase induction motor Output x Revolution: 2,500 kW x 880 rpm Voltage x frequency: AC 3ø x 6,600 V x 60 Hz Starting method: Auto transforming starting(50%) Hydraulic pump Capacity: AC 3ø x 440V x 60 Hz Speed 1760rpm Oil pump 29.8L/min x 9.8MPa Flexible coupling SF coupling 1 set / vessel 2. General The KTE TCT type thruster unit is designed to give controlled thrust to port or to starboard by varying the pitch of the propeller blades by remote control from bridge.

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

2) Bearing

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

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

4) Blades and Blade Seals

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

5) Lubrication

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

6) Controls

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

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

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

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

The electric current signal is supplied from the CT located at starter

panel. It has function that the blade angle is automatically reduced to protect the main motor overload.

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

3. Main Function 1) Auto blade angle control Main function of this system is to control blade angle with command

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

2) Change position from W/H to Wing Position can be changed to wing by pulling “CHANG OVER” button in

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

Condition

W/H Wing Feedback Action Remark

Command : Port 7.0

Command : Zero

- Position : Port 7.0

Push on

wing control button

W/H:Flickering wing lamp

Wing:Flickering wing lamp and buzzer on

Push on wing

control button

W/H:Wing lamp off

Wing:Wing lamp off & buzzer off

Cancelled

Push on

wing control button


Wing:Flickering wing lamp and buzzer on

Command : Port 7.0


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

buzzer off Ack



3) Change Position from Wing to W/H To change control position from wing condition state to W/H is equal

to previous one, and process of the motions is as follows

Condition

W/H Wing Feedback Action Remark

Command : Zero

Command : Port 7.0


Push on W/H

control button


& buzzer on

Push on

wing control button

W/H:W/H lamp off &

buzzer off Cancelled

Push on W/H

control button

W/H:Flickering W/H lamp

& buzzer on

Command : Port 7.0


W/H:W/H lamp go to steady wing lamp off &

buzzer off Wing:Wing lamp off

Ack

4) Manual Control

In this system, blade angle can be basically controlled by means of recognizing angle that users input with CPU and controlling automatically with follow up control algorithm, and another operation is not necessary. But, users must operate manually in case of not being controlled automatically because of difficulties in CPU or related components. For manual operation, users must pull non-follow button in W/H control panel, when all control signals transmitted from CPU board are blocked forcedly and users can control directly with the button below control dial.

< Normal Operation Flow Chart >

Start

Initializing System

Parameter Load

PORT S/V on PORT S/V off

Non-FollowButton on?

N

Feedback Value> Command ?

Feedback Value< Command ?

STBD S/V on

All S/V off

STBD S/V off

Em'cy StopButton on ?

Y

Y

Y

N

N

N

Y

PORT S/V on PORT S/V off

PORT PushButton on ?

STBD PushButton on ?

STBD S/V on STBD S/V off

Y

Y

N

N



2) Non-Follow-up pitch control

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

3. OLP (Overload Protector) Function for Main Motor When the main motor’s load current exceeds the load current preset by the portable keyboard, the blade angle will be reduced automatically to decrease the load current in order to protect the main motor from being overloaded with the MOTOR FULL LOAD indicator lamp lit on the W/H Control Panel. As the main motor’s load current decreases, the blade angle will automatically return to a blade angle equivalent to the control dial position, which causes the MOTOR FULL LOAD indicator lamp to go off. a) Rating current of main motor, 213 Amp. b) CT ratio for OLP, 400 Amp. / 1 Amp. (CT : AC1A / 40VA)

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

4. Controller Operation

1) Button Switch “ CONTROL POWER ON” and “CONTROL POWER OFF”

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

CAUTION

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

2) “PUMP STOP” Button Switch Pressing the PUMP STOP button switch stops pressure oil pump when

they have been running. The stop action also outputs a momentary and normally “closed” no-voltage contact signal.

3) “PUMP RUN” Button Switch Pressing the PUMP RUN button switch sends starting signals to the

pressure oil pump and fan starter, which causes the pressure oil pump and fan to start. Running of the pressure oil pump causes the PUMP RUN indicator lamp to light up and the running of fan causes the FAN

RUN lamp to light up. The starting action also outputs a momentary and normally “open” no-voltage contact signal.

4) “THRUSTER STOP” Button Switch Pressing the THRUSTER STOP button switch when the main motor

has been running causes the main motor to be stopped. The stop action also outputs a momentary and normally “closed” no-voltage contact signal.

5) “THRUSTER RUN” Button Switch After checking that the READY TO START indicator lamp is lit,

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

6) “CONTROLLER ABNORMAL” Alarm If the CONTROLLER ABNORMAL alarm is given when the control

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

Alarm causes simultaneously given to the W/H and both wings are as

follows: - Blade angle transmitter’s potentiometer is damaged. - Control or alarm electric source fails. - CPU fails.

The following alarms are given in a control position where the

control right is given: - W/H control dial’s potentiometer is damaged. - Starboard wing control dial’s potentiometer is damaged. - Port wing control dial’s potentiometer is damaged.

7) “POWER REQUEST” Button Switch Pressing the POWER REQUEST button switch sends a main motor

power request signal to the power management system (PMS) with the POWER REQUEST indicator lamp lit.

When the main motor is stopped or power available on , the POWER

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


Part 2 Machinery System

Part 2 : Machinery System

2.1 Steam Systems ................................................................................ 2 - 2

2.1.1 Superheated Steam System................................................... 2 - 2

2.1.2 Desuperheated Steam & Steam Dump Systems ................... 2 - 4

2.1.3 Bleed System ........................................................................ 2 - 6

2.1.4 0.6MPa Steam System .......................................................... 2 - 8

2.2 Condensate and Feed Water Systems ............................................ 2 - 10

2.2.1 Main Condensate System.................................................... 2 - 10

2.2.2 Aux.Condensate Water System .......................................... 2 - 14

2.2.3 Boiler Feed Water System .................................................. 2 - 18

2.3 Sea Water Systems........................................................................ 2 - 22

2.3.1 Main Sea Water Circulating Systems ................................. 2 - 22

2.3.2 Cooling Sea Water Service System .................................... 2 - 26

2.3.3 Marine Growth Preventing System..................................... 2 - 28

2.4 Centralised Fresh Water Cooling System...................................... 2 - 30

2.5 Boiler Water Sampling and Treatment Systems ............................ 2 - 32

2.6 Fuel Oil and Fuel Gas Service Systems ........................................ 2 - 36

2.6.1 Fuel Oil Bunkering and Transfer Systems.......................... 2 - 36

2.6.2 DO Purifying and G/E Fuel Oil System ............................. 2 - 40

2.6.3 Boiler Fuel Oil Service Systems ......................................... 2 - 42

2.6.4 Boiler Fuel Gas Service System ......................................... 2 - 46

2.6.5 IGG and Incinerator Fuel Oil System ................................. 2 - 48

2.7 Lubricating Oil Systems................................................................ 2 - 50

2.7.1 Main Turbine Lubricating Oil System................................ 2 - 50

2.7.2 Stern Tube Lubricating Oil System .................................... 2 - 54

2.7.3 Lubricating Oil Transfer and Purifying System.................. 2 - 56

2.8 Bilge System ................................................................................. 2 - 60

2.9 Compressed Air Systems............................................................... 2 - 64

2.9.1 Control Air Systems ........................................................... 2 - 64

2.9.2 Starting Air Systems ........................................................... 2 - 66

2.9.3 Working Air Systems.......................................................... 2 - 68

2.9.4 Emergency Shut Off Air System ........................................ 2 - 70

2.10 Steering Gear............................................................................... 2 - 72

2.11 Electrical Power Generators ........................................................ 2 - 74

2.11.1 Turbine Generator............................................................. 2 - 74

2.11.2 Diesel Generator Engine................................................... 2 - 78

2.11.3 Emergency Diesel Generator ............................................ 2 - 82

2.12 Electrical Power Distribution ...................................................... 2 - 84

2.12.1 Distribution and Loading .................................................. 2 - 84

2.12.2 Turbine Generators ........................................................... 2 - 87

2.12.3 Diesel Generator ............................................................... 2 - 88

2.12.4 Batteries & Battery Charger ............................................. 2 - 90

2.12.5 Un-Interruptible Power Supplies ...................................... 2 - 91

2.13 Accommodation Services............................................................ 2 - 94

2.13.1 Provision Refrigeration System ........................................ 2 - 94

2.13.2 Accommodation and Air Conditioning Plant.................... 2 - 98

2.13.3 Package Air Conditioner................................................. 2 - 102

2.14 Fresh Water General Service Systems....................................... 2 - 104

2.14.1 Fresh Water General Service System ............................. 2 - 104

2.14.2 Distilled Water Filling Service System........................... 2 - 104

2.14.3 Sanitary Discharge System ............................................. 2 - 106

Illustration

2.1.1a Superheated Steam System......................................................... 2 - 1

2.1.2a Desuperheated Steam & Steam Dump System........................... 2 - 3

2.1.3a Bleed System.............................................................................. 2 - 5

2.1.4a 0.6MPa Steam System................................................................ 2 - 7

2.2.1a Main Condensate System ........................................................... 2 - 9

2.2.2a Aux. Condensate Water System................................................ 2 - 13

2.2.3a Boiler Feed Water System........................................................ 2 - 17

2.3.1a Main Sea Water Circulating System......................................... 2 - 21

2.3.2a Cooling Sea Water Service System .......................................... 2 - 25

2.3.3a MGPS System .......................................................................... 2 - 27

2.4a Centralised Fresh Water System.................................................. 2 - 29

2.5a Boiler Water Sampling and Treatment System ........................... 2 - 31

2.6.1a Fuel Oil Bunkering and Transfer System ................................. 2 - 35

2.6.2a Diesel Oil Purifying and G/E Fuel Oil System......................... 2 - 39

2.6.3a Boiler Fuel Oil & Fuel Gas Service System............................. 2 - 41

2.6.5a IGG and Incinerator Fuel Oil System....................................... 2 - 47

2.7.1a Main Turbine Lubrication Oil System...................................... 2 - 49

2.7.2a Stern Tube Lubricating Oil System .......................................... 2 - 53

2.7.3a Lubricating Oil Transfer System .............................................. 2 - 55

2.7.3b Lubricating Oil Purifying System ............................................ 2 - 57

2.8a Engine Room Bilge System......................................................... 2 - 59

2.8b Oily Bilge Separator.................................................................... 2 - 61

2.9.1a Control Air System................................................................... 2 - 63

2.9.2a Starting Air System .................................................................. 2 - 65

2.9.3a Working Air System................................................................. 2 - 67

2.9.4a Emergency Shut-Off Air System.............................................. 2 - 69

2.10a Steering Gear Hydraulic Diagram ............................................. 2 - 71

2.11.1a Turbine Generators Control Oil System ................................. 2 - 73

2.11.1b Turbine Exhaust Steam System .............................................. 2 - 75

2.11.2a Diesel Generator Engine......................................................... 2 - 77

2.11.3a Em’cy Generator Engine ........................................................ 2 - 81

2.12.1a Distribution and Loading........................................................ 2 - 83

2.12.2a Turbine Generators ................................................................. 2 - 87

2.12.3a Diesel Generator..................................................................... 2 - 88

2.12.4a Battery Charger Alarm Display Monitor ................................ 2 - 89

2.13.1a Provision Refrigeration System.............................................. 2 - 93

2.13.2a Aux. Air Conditioning Plant ................................................... 2 - 97

2.13.2b Main Air Conditioning Plant .................................................. 2 - 99

2.13.3a Package Air Conditioner....................................................... 2 - 101

2.14.1a Fresh Water General Service System.................................... 2 - 103

2.14.3a Sanitary Discharge System................................................... 2 - 105

Part 2 Machinery System


2 - 1 Part 2 Machinery System

Illustration 2.1.1a Superheated Steam System

TX

TIDial Type

IAS

TI Dial Type

TX TIAHIAS

PX

PI

PIAHIAS

704V

TI Dial Type

TX

To SafetyManifold

Sett.1.2 MPa

170V

To SafetyManifold

Sett.1.13 MPa

166V

303V

304V

302V

301T

TX TI

TI

PX

TX

TX TI

Key

Desuperheated Steam LineSuperheated Steam Line

Drain LineAir LineCondensate Line

L.PTurbine

H.PTurbine

To 1st Stage FeedWater Heater

To Deaerator &Distilling Plant

To Soot BlowingSystem

From No.1 M/B(Desuperheated

Steam)

To SafetyManifold

Main Steam SupplyFrom Main Boiler

Warming UpSystem

121V

(A)

PIIAS

TIIAS

PIIAS

TIIAS

TIIAS

130V

CI

OnP.G.B.

PX

PICIAS

173V

PIPX

PX

PIPIIAS

123V

122V

CI

T-703V

101V

M102V

Check Valve withHandle & Dash Pot

LS

114V

M11

0VLS

719V

718V 720V

Control Air

IPIAS

ORI-14721V

145B

6.03/0.32 MPaPressureReducing Valve

Sett.0.75 MPa

162V

160V

163V

ORI

-17

164V

1.63/1.03 MPaPressureReducing

Valve

711V

710V

712V

ControlAir

IP

IAS ORI

-13

713V


Valve

PICIAS

171VPI

PX

PICIAS

167VPI

PX

715V

716V

714V

ControlAir

IP

IAS

ORI

-16

717V


Valve

PICIAS

PIALIAS

TIAHIAS

PX

PI

PIAHIAS

169VPX

TI

TI

LS

PX

PI

PICIAS

PIALIAS

165VPX

PX

PI

707V

708V

706V

ControlAir

IP

IAS

ControlAir

IP

IAS

ORI

-15

709V


Valve

TIIAS TX

TIIAS TX

PIIAS

TI

TI

705V

172V

To SafetyManifold

Sett.0.75 MPa

168V

To Auxiliary SteamDesuperhater (0.98 MPa)

142V

144V

143V

102T

153V

154V

152V

101T

To Atmos.Drain Tank

To Atmos.Drain Tank

To CleanDrain Tank

To AtomizingSteam forMain Boiler

To CleanDrain Tank


Steam)

145B

No.2Steam

AirHeater

269B

268B111V

PI

113V

PI PX

112VPI

365B

363B To CleanDrain Tank

(H.P & L.P Solo Running)

To CleanDrain Tank

To CleanDrain Tank

365B364B

248B

Forced DraftFan (246B)

Feed FanDrive Unit

Feed FanDrive Unit

Air In

TI

TI

LS

TIIAS TX

TIIAS TX

PIIAS

TI

TI

No.1Steam

AirHeater 269B

268B

118VPI

116V

PI PX

119VPI

365B

363B

365B364B

248B

248B



Air In

702V

701V

TI

PXPI PIIAS

TX

TIIAS

To CleanDrain Tank

No.1 Main BoilerSealing Air


To 3rd Stage FeedWater Heater

To 1st Stage FeedWater Heater

TX

IAS

752V

PI

753V

754V

621T74

8V

724V

725V

622T74

9V

755V

756V

726V

217VPX

PI

TIAHIAS

PIAHIAS

751V

To Atmos.Drain Tank

To M

ain

Cond

ense

r

From Main Cond. Pumpor Cond. Drain Pump

From

Mai

n Co

nden

sate

Wat

er S

yste

m

(Inter-locking)

(Inter-locking)

LS LS

PI

Cont

rol

Air

ControlAirS

No.2 ExternalDesuperheater

No.1 ExcessSteam

Dump Valve

Multi PlateI

P

IASIAS

ControlAir

IP

IAS

730V

728V LS

ControlAir


No.2 ExcessSteam

Dump Valve

IP

ControlAir

IP

IAS

PI

226V

From

Mai

n Co

nden

sate

Wat

er S

yste

m

227V

To CleanDrain Tank



2.1 Steam Systems 2.1.1 Superheated Steam System 1. Boiler Details Maker : Mitsubishi Heavy Industries Ltd. No. of Sets : 2 Model : MB-4E-KS Maximum Evaporation : 68,000 kg/h Normal Evaporation : 52,000 kg/h Steam Condition : 6.03MPa superheated steam at 515°C 2. General The superheater is of the vertical, interbank, convection type arranged for multipass steam flow. Superheater elements are arranged in groups of six concentric hair pin loop elements, the ends of which are welded into the inlet-outlet headers and intermediate headers. The arrangement of elements is such that the superheater tubes are parallel to the boiler generating tubes. Guide castings welded to the superheater elements and two inch generating and screen tubes form a sliding joint which aids in tube alignment. The superheater inlet, outlet intermediate header run parallel to the water drum through the depth of the boiler. Each header is sectioned internally by welded steel diaphragms to direct the steam through five consecutive passed between the headers. Complete drainage is provided by a small opening in the lower edge of plates allow access for inspecting and cleaning the superheater internally. Taking steam from the primary superheater and leading it through the temperature control desuperheater, situated in the water drum, regulates the outlet temperature of the superheated steam for main propulsion, generator, and main feed water pump turbine. The control valve then regulates steam flow from the desuperheater to the secondary superheater section in accordance with the temperature signal from the superheated steam. To ensure that there is always a flow through the secondary superheater, a line fitted with an orifice bypasses the temperature control desuperheater and the control valve. The temperature control valve also has a bypass orifice. The main stop valves 601V and 602V interconnect both boilers and the common line and supply the main turbine with superheated steam. Each boiler has an auxiliary machinery stop valve 604V and 603V, which supplies both main boiler feed water pumps and turbo generators. The circuit is designed to supply the auxiliary machinery from either side of the manifold, giving greater flexibility for maintenance. Warming through bypass valves are provided at all the principal stop valves. Steam from the superheater outlet is led to the internal desuperheater, situated in the steam drum, from where it is distributed to the various steam service.

3. Control and Alarm Settings

IAS Tag No. Description Setting

BS129 2 BLR DESH OUT STM PRESS H. 6.4MPa

BS298 2 BLR DRUM PRESS H/L 7.55/5.4MPa

BS122 2 BLR MAIN STM PRESS H/L 6.4/5.4MPa

BS308 2 BLR SHTR OUT TEMP H/L 530/400

BS001 2 BLR DSHTR OUT TEMP H 400

BP129 1 BLR DESH OUT STM PRESS H. 6.4MPa

BP298 1 BLR DRUM PRESS H/L 7.5/5.4MPa

BP122 1 BLR MAIN STM PRESS H/L 6.4/5.4MPa

BP308 1 BLR SHTR OUT TEMP H/L 530/400

BP001 1 BLR DSHTR OUT TEMP H 400

4. Superheated Steam System IAS Display



Illustration 2.1.2a Desuperheated Steam & Steam Dump System

TI Dial Type

TX TIAHIAS

PX

PI

PIAHIAS

704V

TI Dial Type

TX

To SafetyManifold

Sett.1.2 MPa

170V

To SafetyManifold

Sett.1.13 MPa

166V

303V

304V

302V

301T

PI

TX TI

TI

PX

TX

TX TI

Key

DesuperheatedSteam Line

SuperheatedSteam Line

Drain LineAir LineCondensate LineL.P

Turbine

H.PTurbine Main

Condenser

1st Stage FeedWater Heater

3rd Stage FeedWater Heater

161V

120V

145V 146V

126V

To Deaerator




Steam)

To SafetyManifold

To AtmosphericDrain Tank

Mak

e-up

Fro

mD

istil

led

Wat

er T

ank


Warming UpSystem

From0.98 MPaSteam

0.9 MPaControlAir

To DistillingPlant

IP

IAS

LX

ControlAir

ControlAir

IP

IAS

LX

147V

121V

(A)

PIIAS

TIIAS

PIIAS

TIIAS

TIIAS

PIAHLIAS

130V

CI

On P.G.B.

OnP.G.B.

PX

PICIAS

173V

PIPX

PX

PI

CI

PX

PIIAS

123V

PX

122V CI

ORI-

11

ORI-

12

131VIP

IP

IAS

SCo

ntro

lAi

r

SControl Air

S ControlAir

T-703V

101V

M102V


To be FittedReversely

(Ven

t Li

ne)

0.01-0.09 MPaPressure ReducingValve

(For

Ini

tial C

harg

e)

LS

114V

M11

0V

LS

LS

1/0.01 MPaPressure ReducingValve

IAS

Gland Steam Receiver

Flush Chamber

719V

718V 720V

Control Air

IPIAS

ORI-14721V

145B


Sett.0.75 MPa

162V

160V

163V

ORI-

1716

4V


Valve

711V

710V

712V

ControlAir

IP

IAS ORI-

1371

3V


Valve

PICIAS

171VPI

PX

PICIAS

167VPI

PX

715V

716V

714V

ControlAir

IP

IAS

ORI-

1671

7V


Valve

PICIAS

PIALIAS

TIAHIAS

PX

PI

PIAHIAS

169VPX

TI

TI

LS

PX

PI

PICIAS

PIALIAS

165VPX

PX

PI

707V

708V

706V

ControlAir

IP

IAS

ControlAir

IP

IAS

ORI-

1570

9V


Valve

TIIAS TX

TIIAS TX

PIIAS

TI

TI

705V

172V

To SafetyManifold

Sett.0.75 MPa

168V


To SafetyManifoldSett.

0.75 MPa

TI

TI

142V

144V

143V

102T

153V

154V

152V

101T

To Atmos.Drain Tank

To Atmos.Drain Tank

To CleanDrain Tank


To CleanDrain Tank

To DumpSteam System


Steam)

145B

No.2Steam

AirHeater

269B

268B111V

PI

113V

PI PX

112VPI

365B



To CleanDrain Tank

To CleanDrain Tank

365B364B

248B


Feed FanDrive Unit

Feed FanDrive Unit

Air In

TI

TI

LS

TIIAS TX

TIIAS TX

PIIAS

TI

TI

No.1Steam

AirHeater 269B

268B

118VPI

116V

PI PX

119VPI

365B

363B

365B364B

248B

248B



Air In

702V

701V

TI

PXPI PIIAS

TX

TIIAS

L.X

125V

From MainCondensate

Water System

M-125V M-124V

To CleanDrain Tank





2.1.2 Desuperheated Steam & Steam Dump Systems 1. Desuperheated Steam System Superheated steam from each boiler’s outlet is led to an internal desuperheater, which is fitted in each boiler’s steam drum. These desuperheaters discharge to a common line and supply the following services:

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

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

1) Procedure for the Operation of the Steam Dump Desuperheaters

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

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

piston valve. (3) Make sure that the spray control valves are in auto mode. (4) Line up the spray water line from the main condensate pump or

drain pump. (5) Open the desuperheater discharge valve to the main condenser (6) Open the main supply valve to the desuperheaters 751V. (7) Open the excess steam dump press control valve inlet and outlet

valves on each desuperheater 726V, 728V, 226V, 227V.

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

(9) The system is now ready for use. The main piston valve and the

control valves will be controlled from the ACC. 3. Steam Dump External Desuperheater Temperature Control

Temp.Cont.

[Reverse]PID

HighSelector

0.5 X x(%)+ 0.5 X y(%)

x

SP

PV <BC116>

<BC116Y>

<BC115I><BC116I>

<BC110>No.1 Steam Dump Valve MV Signal

<BC111>No.2 Steam Dump Valve MV Signal

<BC112>No.1 Steam Dump

Valve MV Signal

<BC117>No.1 Spray W. Valvefor Dump Steam

<BC118>No.2 Spray W. Valvefor Dump Steam

<BC113>No.2 Steam DumpValve MV Signal

OP

<BC116SW>

ManualChangeover

IAS

From DesuperheatedSteam

ControlAir

From ACC

No.1 EDSHTRValve

No.2 EDSHTRValve

To Main Condenser4-TX-58 4-TX-51

From M/Cond.W. Pump Disch.

No.1 Dump Valve

726V

No.2 Dump Valve

Steam DumpPiston Valve728V

730V

LinkBLRACCy

Link

0%4 mA

100%20 mA

Open100%

Close0%

ValvePosition

Control Output

2

2

0%4 mA

100%20 mA

Open100%

Close0%

ValvePosition

Control Output

1

1

0% 100%50%

100%

0%

OP ofAO

BC117&

BC118

OP of HighSelector

IAS control steam dump external desuperheater outlet temp by a PID controller (BC116) with high selector and sprit range function. There are two steam supply valves; No.1 EDSHTR valve(BC117) and No.2 EDSHTR valve(BC118), and the PID controller controls these two valves. When PV increase, PID controller decrease OP. Higher value between output of the PID controller and output of BLR ACC steam dump controller is used as an actual output to these two valves increasing of high selector output signal from 0% to 100%, the both (No.1 & No.2) of steam supply valve will be opening from 0% to 100%. In addition, as for the input signal used for control, dual sensor change processing is performed by manually. Control diagram is shown bottom figure. 4. Control and Alarm Settings


MD009 MAIN CONDSR VACUUM H - 600 mmHg

BC039 S/B STM INLET PRESS L 4MPa

BC119 DUMP STM OUT PRESS H 0.5MPa

BC116SW DUMP STM OUT TEMP H 400

5. Dump & Exh. Steam System IAS Display



Illustration 2.1.3a Bleed System

TI Dial Type

TX TIAHIAS

PX

PI

PIAHIAS

704V

TI Dial Type

TX

To SafetyManifold

Sett.1.2 MPa

170V

To SafetyManifold

Sett.1.13 MPa

166V

303V

304V

302V

301T

PI

TX TI

TI

PX

TX

TX TI

Key

DesuperheatedSteam Line

SuperheatedSteam Line

Drain LineAir LineCondensate LineL.P

Turbine

H.PTurbine Main

Condenser



161V

120V

145V 146V

126V

To Deaerator




Steam)

To SafetyManifold


Mak

e-up

Fro

mD

istil

led

Wat

er T

ank


Warming UpSystem

From0.98 MPaSteam

0.9 MPaControlAir

To DistillingPlant

IP

IAS

LX

ControlAir

ControlAir

IP

IAS

LX

147V

121V

(A)

PIIAS

TIIAS

PIIAS

TIIAS

TIIAS

PIAHLIAS

130V

CI

On P.G.B.

OnP.G.B.

PX

PICIAS

173V

PIPX

PX

PI

CI

PX

PIIAS

123V

PX

122V CI

ORI-

11

ORI-

12

131VIP

IP

IAS

SCo

ntro

lAi

r

SControl Air

S ControlAir

T-703V

101V

M102V


To be FittedReversely

(Ven

t Li

ne)

0.01-0.09 MPaPressure ReducingValve

(For

Ini

tial C

harg

e)

LS

114V

M11

0VLS

LS

1/0.01 MPaPressure ReducingValve

IAS


Flush Chamber

719V

718V 720V

Control Air

IPIAS

ORI-14721V

145B


Sett.0.75 MPa

162V

160V

163V

ORI-

1716

4V


Valve

711V

710V

712V

ControlAir

IP

IAS ORI-

1371

3V


Valve

PICIAS

171VPI

PX

PICIAS

167VPI

PX

715V

716V

714V

ControlAir

IP

IAS

ORI-

1671

7V6.03/0.98 MPa

PressureReducing

Valve

PICIAS

PIALIAS

TIAHIAS

PX

PI

PIAHIAS

169VPX

TI

TI

LS

PX

PI

PICIAS

PIALIAS

165VPX

PX

PI

707V

708V

706V

ControlAir

IP

IAS

ControlAir

IP

IAS

ORI-

1570

9V


Valve

TIIAS TX

TIIAS TX

PIIAS

TI

TI

705V

172V

To SafetyManifold

Sett.0.75 MPa

168V


To SafetyManifoldSett.

0.75 MPa

TI

TI

142V

144V

143V

102T

153V

154V

152V

101T

To Atmos.Drain Tank

To Atmos.Drain Tank

To CleanDrain Tank


To CleanDrain Tank

To DumpSteam System


Steam)

145B

No.2Steam

AirHeater

269B

268B111V

PI

113V

PI PX

112VPI

365B



To CleanDrain Tank

To CleanDrain Tank

365B364B

248B


Feed FanDrive Unit

Feed FanDrive Unit

Air In

TI

TI

LS

TIIAS TX

TIIAS TX

PIIAS

TI

TI

No.1Steam

AirHeater 269B

268B

118VPI

116V

PI PX

119VPI

365B

363B

365B364B

248B

248B



Air In

702V

701V

TI

PXPI PIIAS

TX

TIIAS

L.X

125V

From MainCondensate

Water System

M-125V M-124V

To CleanDrain Tank





2.1.3 Bleed System 1. High Pressure Bleed System The H.P bleed steam shut - off motor valve is opened by manual, to acknowledge bleed off point through press transmitter. The normal bleed steam pressure joins the general service & heating steam system, through auxiliary steam desuperheater. The H.P bleed motor valve opens at a pressure of 1.4MPa closes at 1.1MPa. The HP bleed motor valve can automatically be closed when bleed steam pressure is decreased to 1.1MPa. (Opening is only permitted in operator manual ) 2. Intermediate Pressure Bleed System IP bleed steam is bled from the crossover pipe between the HP and LP turbine. The IP bleed steam shut - off motor valve is opened by manual, to acknowledge to bleed off point through press transmitter. The normal bleed steam pressure joins the 3rd stage feed water heater. The IP bleed motor valve opens at a pressure of 0.35MPa and closes at 0.25MPa. The IP bleed motor valve can automatically be closed when bleed steam pressure is decreased to 0.25MPa. (Opening is only permitted in operator manual ) 3. Low Pressure Bleed System LP bleed system is supplied directly to the 1st stage feed water heater. A control valve on the heater’s drain outlet maintains the level of the 1st stage feed water heater. The drains from the steam air heater are normally led through the 1st stage feed water heater, but they can be diverted directly to the atm. drain tank as well. 4. HP Bleed Steam IAS control

PT

PT PT

PID[Reverse]

SP

<ST015>

<ST017> <ST015I> <ST016I>

PV

ManualChangeover

ManualChangeover

IAS

From BoilerDesuperheated Steam

To Atomizing Steamfor Main Boiler

To 0.6 MPa SteamService

To M/T HPBleed Steam

6.03/0.98 MPa Comm.Steam Press.

707V

PT PT

PT

PID[Reverse]

SP

<ST005>

<ST006> <ST005I> <ST036I> <ST007I> <ST008> <ST027>

PV

OPOP

6.03/0.98 MPa Aux.Steam Press.

715V

PID[Reverse]

SPClose Treatment

<ST007> <ST028>

PV

OP

1.63/1.03 MPa DesuperSteam Press.

162V 110V

Low Monitor(less than 1.1 MPa)

Aux. ExternalDesuperheater

0% 100%

100%

0%

ValvePosition

Control Output

707V

0% 100%

100%

0%

ValvePosition

Control Output

162V

0% 100%

100%

0%

ValvePosition

Control Output

715V

DC

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

pressure 1.1MPa or less, IAS will close HP close HP bleed steam valve (ST028 : 110V) automatically(Open side by operator control). 5. IP Bleed System Steam IAS control

PT

PID[Reverse]

SP

<ST041>

<ST042> <ST041I>

IAS

From Boiler

To Steam Air Heater

To Deaerator andDist. Plant

To LP Turbine


711V

PT

PID[Reverse]

SP

<ST021>

<ST023> <ST021I> <ST032>

PV

OPOP

PT

PV


719V

Close Treatment

102V

Low Monitor(less than 0.25 MPa)

0% 100%

100%

0%

ValvePosition

Control Output

DC

<ST030>

As figure IP Bleed system, regulate pressure of 6.03/0.32MPa desuperheated steam is done by manipulating one pressure reducing valves automatically in accordance with measured de-super steam reduce valve outlet pressure. One PID controller (ST021) with one output signal (ST023) is provided in IAS. Manual operation of control valve from IAS is available. The IAS provides one output signal to field elements (I/P converter). When PV increase, PID controller decrease OP and close control valve. In addition, when IP bleed steam pressure below 0.25MPa or less, IAS will close IP bleed steam valve (ST030:102V) automatically(Open side by operator control) 6. Bleed Steam System IAS Display

7. Main Turbine Gland Steam System The part of the casing where the rotor extends through is provided with the metallic labyrinth packing to minimize the steam leakage from the casing and the air leakage into the casing. The high pressure turbine forward side gland pockets are connected, respectively in turn from the aft side, to the high pressure turbine exhaust chamber, the gland seal steam receiver and the gland leak-off condenser while the aft side gland pockets are connected to the gland seal steam receiver and to the gland condenser incorporated with main air ejector. The low pressure turbine aft side gland pockets are connected, respectively in turn from the forward side, to the L.P. bleeder chamber, the gland seal steam receiver and the gland leak-off condenser, while the forward side gland pocket are connected to the gland seal steam receiver and to the gland leak-off condenser. The gland seal steam receiver is connected to the auxiliary steam system and the flash chamber whereby the auxiliary steam being supplied to the receiver during the no load or low load operation and being discharged to the flash chamber during the high load operation. 8. Main Turbine Gland Steam Pressure IAS Control

0% 100%

100%

0%

ValvePosition

Control Output

PID[Direct]

SP

<MT025>

OP

Out Out

ManualChangeover

PT PT

<MT026I> <MT025I> <MT027> <MT191>

M/T Gland SteamMake-up Valve

M/T Gland SteamSpill Valve

From 0.98 MPaSteam System

To MainCondenser

0 50 100%

100%(20 mA)

0(4mA) 0 50 100%

100%(20 mA)

0(4mA)

Gland PackingSteam Receiver

IAS

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



Illustration 2.1.4a 0.6MPa Steam System

450V

449V

447V

TIG/T L.O. Settling Tank

KeyDesuperheated Steam Line

Drain LineAir Line

Condensate LineSea Water Line

ControlAir

0.98/0.6 MPaP.R.V.

From 0.98 MPaSteam

IP

IAS

401V

404V

403V

463V 465V

402V

ORI-19

No.2 Incin. WasteOil Service Tank

TI

423V(For TankCleaning

E/Casing)

442V

456V

(For TankCleaning4th Deck(P))

(For 4thDeck)

(For Sea ChestSteam Blowing)

405V

PXPX PI

PIALIAS

406VSett.

0.66 MPa

To SafetyManifold

To DeckScupper

TI Sludge Tank 410V

F.O. Drain Tank

No.1 L.O.Purifier Heater

L.O. Out416V

Sett. 85°C417V

L.O. Out

No.2 L.O.Purifier Heater

412V

466V

Sett. 85°C413V

431V(For Tank Cleaning

Purifier Room)

No.1 AirConditionUnit for

MSBR/ECR(AC-6)

TI409V

421V

445V

TI 425V453V

427V

TI448V

(For 2ndDeck (S))

471V

(For Gen. Service2nd Deck (P))

Main A/C

Accommodation

422V

467VTo Clean

Drain Tank

TIH.F.O. Overflow Tank

443V

TI451V

TI

H.S.C.(S) forS.W. Service

& BallastSystem

H.S.C.(S) forM/Cond.

L.S.C.(S) forS.W. Service

& BallastSystem

L.S.C.(Mid)for M/Cond.

441V

452V

TI

Low Sulphur F.O.Tank(S)

486V

437V 438VSett. 65 °C

TI

S

TI

No.2 AirConditionUnit for

MSBR/ECR(AC-5)

S

TI

Calorifier435V

428V

(A)

470V


439V


454V(For TankCleaning

Floor AFT)46

8V

(For 3rdDeck (S))

446V

TIG/E L.O. Settling Tank

TITIM.L.O. Settling Tank

440V

Low Sulphur F.O.Tank(P)

H.F.O. SettlingTank (P)

AFT H.F.O. BunkerTank (P)

TI

457V

429V430VSett. 65 °C

H.F.O. SettlingTank (S)

TI

433V

432V

AFT H.F.O. BunkerTank (S)

M.L.O.Sump Tank

TITX

Bilge Holding Tank

TI

420VOily Bilge Tank

TI

458VBilge Primary Tank

464V

No.1 Incin. WasteOil Service Tank

TI

424V

455V

Aux. A/C

434V

TIAHIAS

459V

460V



2.1.4 0.6MPa Steam System 1. General Service Steam System Through the boiler internal desuper heaters a common pipeline is supplied with 6MPa desuperheated steam. The 6MPa boiler disuperheated steam pressure is reduced to 0.98MPa by a control valve (715V) and HP bleed steam pressure is reduced to 1.03MPa by control valve (162V). 1MPa steam pressure was generated by each system for reducing valves. And this steam is flowing to aux.steam external desuperheater. 1MPa steam pressure is reduced to 0.6MPa by external desuperheater. 0.6MPa steam is provided to FO tanks, LO tanks, heaters. So this steam is useful for heating of FO, LO, etc The service steam is distributed as follows :

1) Engine Room

(1) 466V

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

(2) 464V

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

(3) 463V

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

(4) 465V

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

(5) 435V

- Calorifier heating

2) Accommodation

(1) 422V

- Main air conditioner unit - Aux air conditioner unit

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

PT PT

PID[Reverse]

SP

<ST018>

<ST020> <ST018I> <ST019I>

PV

ManualChangeover

IAS


To Incine. W.OService Tank

To Air-con. Unitfor MSBR/ECR


402V

OP

0% 100%

100%

0%

ValvePosition

Control Output

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

3. 1.0 / 0.6MPa Steam System IAS Display



Illustration 2.2.1a Main Condensate System

TI

G7To Gauge

Board

TI

TIALIAS

TXTI

TI

TI

TI

IASTIAH

TXTI

TI TI

CI PI

CI PI

TIIASTX

LAHIASLS

SIAHIAS

SX

TI TI

TI

Key

Condensate Line

Drain LineAir Line

Main Condenser

FS

FS FS FS

LI

37V

5V

30V

(A)

11V

(A)

15V

19V

21V

3V

35V

34V

47V

36V

46V

1V

17V

20V

18V

43V

PS PS

24V

23V

6V

To WaterSeal Valves

Main Condensate Pump(110 m3/h x 95 MTH)

No.1

No.2

For Main CondensatePump St-by Control

For VacuumBreaker

LX

TemporaryScreen

Heat Exchanger

Separator

Separator

Air Outlet

Air Outlet

Heat Exchanger

To CoamingInside

(Mak

e-up

)

No.2 VacuumPump

No.1 VacuumPump

I P

ControlAir

IAS

Gland Condenser

No.1 Distilling Plant(60 ton/day)

27V

62V

63V

61V

28V

12V

For AirVent

8V

SControlAir

LS 10V7V

55V54V

51V

From Main CondensateWater System

To Main Condensate DumpSteam Desuperheating Chamber

To No.2 DistillingPlant D.S. Heater

To Atmos.Drain Tank

50V



ControlAir

IP

IAS

PI

45V

(60 Mesh)

53V52V


ControlAir

IP

IAS

PI

44V

(60 Mesh)

No.2 Main FeedWater Pump

PI65V

S

ControlAir

LSTo Astern Turbine

Water Spray

To DistilledWater Tank

59V

60V

57V

(A)

ControlAir

IP

58V

1st StageFeed Water Heater

To Deaerator orDistilled Water Tank

22V

39V

From CondensateDrain Pump

To Boiler Water Analysis Unit(For Cooling)To Boiler Water Analysis Unit(For Sampling)

To Boiler Chemical Feed Tank

4V73V

(F)(F)

2V72V

(F)(F)

9V

(A)

16V

70V69V

71V

From No.2Main F.WPump

49V

G7To Gauge

Board

TI


67V66V

68V


48V

Vent Top To be ArrangedAbove Main Feed W. Pump



2.2 Condensate and Feed Water Systems 2.2.1 Main Condensate System 1. General Description The main condensate system, as part of the closed feed cycle, is the section concerned with the circulation of feed water from the main condenser to the main feed pumps via the deaerator. Exhaust steam from the main turbines, turbine generators, dump steam and other auxiliaries is condensed under vacuum in the sea water cooled main condenser. The condensate water is extracted by a main condensate pump and circulated through various heat exchangers before entering the deaerator which is located at a high point in the engine room. Water in the deaerator provides the main feed pumps with a positive suction head. During the process of circulation from the main condenser to the main feed pump inlet, the condensate temperature is raised from approximately 33°C to 127°C. This increase is gained by the use of otherwise waste heat in the gland condenser, condensate cooled type fresh water generator.. The glands of the two condensate pumps are water sealed to prevent air ingress, with a balance line returning to the main condenser from the highest points of the pump inlets in order to prevent the formation of flash steam in the service pump. The main condensate pump discharge pressure is alarm monitored, with low-low pressure initiating change-over of the pumps. All valves from condenser outlet to main condensate pump inlet have condensate water sealed glands to maintain main condenser vacuum. The main condenser is a potential source of feed water contamination due to possible cooling sea water leakage. A sample point and salinity monitoring system continually check condensate quality in the combined pump discharge line. Condensate discharge flows through the condensate cooled type fresh water generator and the gland condenser. These units condense the distilled vapour from the fresh water generator and the vapour from the gland leak-off systems of the main feed pumps, turbine generator and main turbine. The drains produced flow through a U tube water seal to the atmo. drains tank. Air and other non-condensables are extracted from the gland condenser by the gland exhaust fan, which discharges to atmosphere. During ship operation, dump steam is produced by burning excess boil-off gas. This steam is desuperheated and dumped to the main condenser. A water spray is arranged in way of this exhaust to the main condenser.

Condensate water is supplied to following systems.

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

The deaerator is a contact feed water heater, feed water deaerator and feed system header tank, providing a positive inlet head for the main feed pumps. Non condensables and associated vapours are drawn to the gland leak-off condenser and away through the fan. The steam cycle is a dynamic system and variations in flow require condensate make-up or spill. The deaerator level is controlled by the spilling of excess condensate back to the distilled water tanks at deaerator high level signal, and by accepting make-up to the system from the distilled water tanks at low level signal. The unit is also fitted with a low-low level alarm. A sampling and analysis cooler permits the monitoring of the condensate before and after the deaerator. Hydrazine injection into the system is arranged prior to the main feed pump suction. 2. Capacities and Ratings

Main Condenser: HHI Cooling area : 3,290 m2 Main Condensate Pump: Shinko No. of sets: 2 Model: EVZ130M Flow: 110m3/h Deaerator: Dong-Hwa Entec Type: Spray Scrubber type No. of sets: 1 Capacity: 30m3

1st Stage F.W. Heater: Dong-Hwa Entec Heat transfer area: 100 m2

Heat dissipation: 2,037,199Kcal/h Vacuum Pump: N\ASH-Elmo KOREA No. of sets: 2 Model: NASH-AT-1006 Flow: 6.8m3/h Rotation: Clockwise

3. Main Condenser Level Control (IAS)

LevelMonitor/Operation

PV

OP

<MD006>

<MD008> <MD007>

Main CondenserMain Cond.Water Pump

1st Stage FeedWater Heater Level Control Valve

100%(20 mA)

0%(4 mA)0 50 100%

<MD006I>

Re-circulation Valve

100%(20 mA)

0%(4 mA)0 50 100%

LT

IAS

0%(4 mA)

100%(20 mA)

Open100%

0%Close

ValvePosition

Control Output Regulate level of main condenser is done by manipulating two control valve automatically in accordance with measured main condenser level. One PID controller (MD006) with two output signals (MD007 & MD008) are provided in IAS with split range function. Manual operation of control valve from IAS is not available individually. The IAS provides two output signals to field elements (I/P converter) 4. Condensate Water System IAS Display



Illustration 2.2.1a Main Condensate System

TI

G7To Gauge

Board

TI

TIALIAS

TXTI

TI

TI

TI

IASTIAH

TXTI

TI TI

CI PI

CI PI

TIIASTX

LAHIASLS

SIAHIAS

SX

TI TI

TI

Key

Condensate Line

Drain LineAir Line

Main Condenser

FS

FS FS FS

LI

37V

5V

30V

(A)

11V

(A)

15V

19V

21V

3V

35V

34V

47V

36V

46V

1V

17V

20V

18V

43V

PS PS

24V

23V

6V

To WaterSeal Valves

Main Condensate Pump(110 m3/h x 95 MTH)

No.1

No.2

For Main CondensatePump St-by Control

For VacuumBreaker

LX

TemporaryScreen

Heat Exchanger

Separator

Separator

Air Outlet

Air Outlet

Heat Exchanger

To CoamingInside

(Mak

e-up

)

No.2 VacuumPump

No.1 VacuumPump

I P

ControlAir

IAS

Gland Condenser

No.1 Distilling Plant(60 ton/day)

27V

62V

63V

61V

28V

12V

For AirVent

8V

SControlAir

LS 10V7V

55V54V

51V

From Main CondensateWater System

To Main Condensate DumpSteam Desuperheating Chamber


To Atmos.Drain Tank

50V



ControlAir

IP

IAS

PI

45V

(60 Mesh)

53V52V


ControlAir

IP

IAS

PI

44V

(60 Mesh)


PI65V

S

ControlAir

LSTo Astern Turbine

Water Spray

To DistilledWater Tank

59V

60V

57V

(A)

ControlAir

IP

58V

1st StageFeed Water Heater

To Deaerator orDistilled Water Tank

22V

39V

From CondensateDrain Pump

To Boiler Water Analysis Unit(For Cooling)To Boiler Water Analysis Unit(For Sampling)

To Boiler Chemical Feed Tank

4V73V

(F)(F)

2V72V

(F)(F)

9V

(A)

16V

70V69V

71V


49V

G7To Gauge

Board

TI


67V66V

68V


48V

Vent Top To be ArrangedAbove Main Feed W. Pump



5. Operating Procedures

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

2) Check the quantity of any condensate already in the condenser. If

necessary, drain the condensate side of the condenser to the bilge to preclude any risk of feed contamination.

3) Isolate the condenser level alarms from the condenser, drain the lines

to prove clear, and return to service. 4) Initial filling of the main condenser is by direct drop from the distilled

water tanks through filling valve 5) Ensure the main condenser re-circulation valve is operational, inlet and

outlet valves open, gland condenser bypassed, with drains and seal line to the main condenser.

6) Ensure that control air is supplied to all control valves in the system.

Check the condenser level transmitter and level gauge are on line. 7) With both condensate pumps isolated, check for rotation by hand.

Open one of the pump's suction, balance line and gland seal valves. Open the pump discharge valve and line to the salinity probe.

8) Start the pump and check its operation. 9) Check and start one main vacuum pump, bringing it into operation to

raise the condenser vacuum. 10) Ensure the condenser level control valve is operating correctly. 11) Open the feed inlet to the gland condenser, vent off the unit, open the

outlet valve and close the bypass and vent valves. 13) Open the astern water spray steam and dump steam water spray. 14) Open all valves on the second condensate pump, place it in stand-by

mode. Check that the auto cut-in operation is working when opportune. 15) Check all seal water and condensate water lines to ensure that valves

open correctly. 16) Continue to raise the main condenser vacuum, bringing into service the

gland steam system.



CN012 MAIN CONDSR OUT SAL. H 4PPM

CN011 MAIN CONDSR CONDST OUT TEMP H 70

CN033 GLAND CONDSR OUT TEMP H 55

CN027 CONDST DRN PP OUT SAL. H 4PPM



Illustration 2.2.2a Aux. Condensate Water System

SIAHIAS SX

PI

PI

CI

PI

CI

PI

CI

PI

TI

KeyCondensate Line

Drain LineAir Line

Deaerator(30 m3)

Reservoir

LXIAS

114V

111V

103V

101V

LXLIAHLIAS

LS LAHIAS

LS

104V 102V

(G) (G)

No.1No.2No.3CondensateDrain Pump

(40 m3/h x 85 MTH)

Pump Start/Stop :1st Pump : Manual Start2nd Pump : Level Switch StartAll Running Pump : Manual Stop

To ExternalDesuperheater

From MainCondensate Pump

Spill Valve

Mak

e-up

Val

ve GreaseExtractor(80 m3)

To AuxiliaryCondenser

To AuxiliaryFeed Water LineFor Main Boiler

(For BoilerWater Filling)

113V

M-39V

107V

110V

109V

M-16V

ControlAir

IP

IAS

108V Atmos. Drain Tank

Level Control Valve

118V

ControlAir

IP

IAS

116V

124V

M-829V

From MainCondensate

Water System 125V

115V117V

122V

129V

ControlAir

IP

IAS

120V

121V

119V

214V

215V

DPIDuplex

PressureGauge

Bag

Filte

r

Bag

Filte

r

LALIAS

138V

130V

To DeckScupper

To Clean Drain Tank

AtmosphericDrain Tank

(8 m3)

To Main TurbineFlash Chamber

Make-up

To Cold StartFeed Water

Pump Suction

TemporaryFlex. Hose

Reservoir

LX LIAHLIAS

TIALIAS

TXTI M-62V

M-61V

M-6

3V1st StageFeed Water Heater

M-2

2V

TI

ORI-12 126VORI-13 127V

105V

106V

ORI-14 134V

(A)

(ForSampling) 13

3V

LS H.H

For 2nd Cond. DrainPump Start

LS H LS HSameLevel

DistilledWater

Tank (P)

DistilledWater

Tank (S)

Steering GearRoom



2.2.2 Aux.Condensate Water System 1. General Description Condensate from the auxiliary steam services is returned to the atm. drain tank for recirculation of the main cycle and drains water is pumped by the drains pump. Drains that are free of any possible contamination are led directly to the atm. drain tank. Other service line drains which have a potential for hydro-carbon and other contamination, are segregated and are only led to the atm. drain tank after suitable testing and inspection. This system operates in conjunction with the main condensate system, whereby the condensate from both systems join together before entering the deaerator. It is owing to the combination of both systems that the deaerator make-up and spill control valves operate. When the main recirculation cycle needs some water, the water from the distilled water tank enters the atm. drain tank via the make-up valve which is controlled by deaerator level signal. A direct line from the distilled water tanks to the main condenser permits the initial filling of the condenser. The atm. drain tank has three normal condensate drain pumps. The atmospheric water is pumped by the in-use pump, through the atmospheric water drain tank control valve 108V, which maintains the atmospheric water drain tank level. The pumps have a re-circulation line back to the atmospheric water drains tank, via an orifice plate, which ensures the pumps do not run dry. Should the tank level become high, then the second condensate drain pump will auto cut-in and stop again when the level returns to normal. The discharge from the drains pumps can be used for the initial filling of the main boilers by opening the valve, through the auxiliary feed line. Potentially contaminated drains pass through the engine room drains cooler, which is itself cooled as part of the fresh water cooling system. From the drains cooler, the condensate passes through an oil content monitor and finally to the atmospheric water drain tank. These drains are normally from steam used to heat bunker fuel, lube. oil purifiers, sludge tanks, deck steam machinery etc, where the drains have a greater chance of entraining oils and other impurities. The condition of the water after the drains cooler is monitored by an oil detection unit, which will initiate an alarm, should there be any contamination.

2. Capacities and Ratings

Condensate Drain Pumps: Shinko Model: EVZ70MH No. of sets: 3 Flow: 40m3/h x 85 MTH Grease Extractor: RWO Model: BFG 4F No. of sets: 1 Capacity: 80m3/h

3. Operating Procedures of Atm. Drain Tank System

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

2) Test the water in the distilled tanks for contamination and, when

satisfactory, open the outlet valve on one of the tanks, ensuring that the outlet valve on the other is closed.

3) With the drain pumps isolated, check for free rotation by hand. Line up

the valves on the pumps, ensuring that the pump and line recirculation valves to return water to the drain tank are open.

4) Open up the inlet and outlet valves on the grease extractor. 5) Ensure that the inlet and outlet valves to the make-up, spill and atm.

drain tank level control valves are all open. 6) Allow the atm. drain tank to fill to normal level. When the level is

reached, start up the in-use drain pump to discharge water to the deaerator. When the correct deaerator level is achieved, the spill valve should open to maintain this level.

7) When the system is operational, vent off the grease extractor element. 8) Check that the system is operating satisfactorily. Ensure that there is

no water or air leakage.

Check that the drain tank salinity probe is reading correctly. 9) As soon as operational conditions permit, function test the system high

and low alarms and check the drains pump auto changeover operation.

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

4. 1st Stage Feed Water Heater Level Control

IAS

PID[Direct]

SP

PV

<FE001>

OP

<FE002><FE001I>

To Atmos.Drain Tank


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



Illustration 2.2.2a Aux. Condensate Water System

SIAHIAS SX

PI

PI

CI

PI

CI

PI

CI

PI

TI

KeyCondensate Line

Drain LineAir Line

Deaerator(30 m3)

Reservoir

LXIAS

114V

111V

103V

101V

LXLIAHLIAS

LS LAHIAS

LS

104V 102V

(G) (G)

No.1No.2No.3CondensateDrain Pump

(40 m3/h x 85 MTH)

Pump Start/Stop :1st Pump : Manual Start2nd Pump : Level Switch StartAll Running Pump : Manual Stop

To ExternalDesuperheater


Spill Valve

Mak

e-up

Val

ve GreaseExtractor(80 m3)

To AuxiliaryCondenser

To AuxiliaryFeed Water LineFor Main Boiler

(For BoilerWater Filling)

113V

M-39V

107V

110V

109V

M-16V

ControlAir

IP

IAS

108V Atmos. Drain Tank

Level Control Valve

118V

ControlAir

IP

IAS

116V

124V

M-829V

From MainCondensate

Water System 125V

115V117V

122V

129V

ControlAir

IP

IAS

120V

121V

119V

214V

215V

DPIDuplex

PressureGauge

Bag

Filte

r

Bag

Filte

r

LALIAS

138V

130V

To DeckScupper

To Clean Drain Tank


(8 m3)

To Main TurbineFlash Chamber

Make-up

To Cold StartFeed Water

Pump Suction

TemporaryFlex. Hose

Reservoir

LX LIAHLIAS

TIALIAS

TXTI M-62V

M-61V

M-6

3V1st StageFeed Water Heater

M-2

2V

TI

ORI-12 126VORI-13 127V

105V

106V

ORI-14 134V

(A)

(ForSampling) 13

3V

LS H.H

For 2nd Cond. DrainPump Start

LS H LS HSameLevel

DistilledWater

Tank (P)

DistilledWater

Tank (S)

Steering GearRoom



5. Atmos. Drain Tank Level Control Regulate level of atmos. drain tank is done by manipulating control valve automatically in accordance with measured atmos. drain tank level. One PID controller (CN024) with one output signal (CN025) is provided in IAS. Manual operation of control valve from IAS is available when PV increases, PID controller increase OP and open control valve. The IAS provides two output signals to field elements (I/P converter) 6. Deaerator Level Control Regulate level of deaerator is done by manipulating control two control valve automatically in accordance with measured deaerator level. One PID controller (CN028) with two output signals (CN031 & CN032) are provided in IAS with split range function. Manual operation of control valve from IAS is not available individually. The IAS provides two output signals to field elements (I/P converter). Output of the PID controller is calculated in accordance with the deviation between SP and PV as follows. OP = 2.5 * (PV(%) – SP(%)) +50(%) While increasing of PID output signal from 0% to 33.3%, the make up valve from100% to 0% will b closing, and while increasing of PID output signal from 66.7% to 100%, the spill valve from 0% to 100% will be opening. Moreover, if a deaerator level Lo-Lo signal is detected, main feed water pump turbine trip signal will be outputted to main feed water pump turbine panel. Consequently, main feed water pump turbine trip signal is inputted into IAS from main feed water pump turbine panel. 7. Control and Alarm Settings


CN291 DEAERATOR LEVEL H/L 400/-400mm

CN030 DEAERATOR PRESS H/L 280/60kPa

FE013 DEAERATOR OUTLET TEMP L 120

PID[Direct]

SP PV

OP

<CN024>

Atomos. Drain TankLevel Control

<CN024I><CN025> <CN031> <CN028I>

<FE915> No.1 MFDWPT Trip<FE912>ON at Trip

Main Feed Water Pump Turbine Panel

No.2 MFDWPT Trip<FE912>ON at Trip

No.1 MFDWPT Trip(Fast Alarm)

<FE046>ON at Trip

No.2 MFDWPT Trip(Fast Alarm)

<FE062>ON at Trip

<FE914>

<CN032>

116V

Spill Valve120V

108VMake-up Valve

DistilledWater Tanks

Cond. Drain Pump


LT

Deaerator

PIDSP PV

OP

<CN028>

DeaeratorLevel Control

LT

LS LS

-20% 0 100%0% 33.3 66.7 100%

100%Make-up

CN031 CN032

Spill

100%

0%

OP

PV-SP (%)

OP Calculationof CN028

OP

IAS



Illustration 2.2.3a Boiler Feed Water System

To CleanDrain Tank

214V

ESAL FWRRWLIDLSS IAS

LI LS

Water Drum

Steam Drum

TI

TI

TX

TIFor Boiler Test

TIIAS

CI

PI

PI

G5

PS8DPC

TX


KeyCondensate/Feed Water LineDistilled Water Line

Drain LineAir Line

Deaerator(30 m3)

M-114V From AuxiliaryCondensateWater System

PIAHLIASPX

TIALIAS

CI

TI

TI

PI82

5V82

3V

826V

201V

202V

To CleanDrain Tank

From ChemicalFeed Pump

824V

S ControlAir

Turbine RemoteControl System

Boiler Feed Water PumpRecirc. W. Shut-off Valve

Speed Controller(2 Sets)

0.9 MPa

LS

No.1

Auxiliary Feed Water Line

Main Feed Water Line

TI

211V

815V

G4

818V

817V

807V

4B

M-302V

12B 11B

1B3B

13B853V

805V

835V 834V 806V

808V

Cold StartFeed Water Pump(6 m3/h x 250 MTH)

210V

(60

Mes

h)

21S

803V

804V

For FD. W. P/PSt-by Control

PX PICIAS

No.2Economizer

Inlet Header

Outlet Header

21B

Sett.9.56 MPa

875V

873V

8B

7B 892V

893V89

4V

885V

886V 88

7V

FX

ControlAir

IP

BCP

IAS 26B20BM

TX

TI For Boiler Test

TIIAS

ESALFWR RWLI DLSSSteam Drum

LILS

4B12B11B

1B 3B

13B852V

PX PICIAS

No.1Economizer

Inlet Header

Outlet Header

21B

Sett.9.56 MPa

891V

889V

8B

7B880V

882V 88

4V

821V

822V82

7V

FX

ControlAir

IP

BCP

IAS26B 20B

30B30B

M

IAS

IAS

5B

6B

5B

6B

To CleanDrain Tank

PressureBuffer

Chamber(ERWS38 12.7T,

300A)

829V

From Condensate Drain Pump(For Boiler Water Filling)

To Boiler Water Analysis Unit(Sampling Cooling)

To No.1 Sealing WaterControl Valve

To No.2 Sealing WaterControl Valve

For BoilerInitial Filling

PI

G5

PS8DPC

No.2

TI

213V

809V

G4

813V

811V

812V

814V

For FD. W. P/PSt-by Control

Gauge Board

Spray WaterTo Aux. SteamDesuperheater

831V830V

833V832V

208V206V

ORI

-21

No.2 Main Boiler

Water Drum

Steam Drum

No.1 Main Boiler

LSLevel L-L

For No.1 Main F.W. P/P Trip

LSLevel L-L

For No.2 Main F.W. P/P Trip

836V

810V816V

895V

Main Feed Water Pump(175 m3/h x 865 MTH)

To CleanDrain Tank

OR1

OR3OR2

ORI-6



2.2.3 Boiler Feed Water System 1. General Description The boiler (or main) feed water system is concerned with the circulation of water from the deaerator via the feed pumps to the boiler steam drum. Feed water from the condensate systems enters the 3rd stage feed water heater and temperature of feed water is raised. The deaerator breaks the water into very small droplets, resulting in the liberation of air and any other non-condensable vapour. These, together with any associated water vapour, are drawn off to the gland condenser, where the water vapour is condensed and returned to the feed system and the non-condensable vapours are extracted to atmosphere by the gland condenser exhaust fan. The heated feed water is collected in the deaerator, which acts as a system header tank. The level is maintained in the deaerator by the automatic operation of the make-up and spill control valves in the condensate system. The location of the deaerator high up in the engine room provides the main feed pumps with a positive suction head of water. Hydrazine chemical is injected into the drop line to the main feed pumps to remove any remaining traces of oxygen in the feed water. The dosing of hydrazine is arranged to maintain a reserve amount in the boilers. A sampling line is fitted on the feed pump suction line to the boiler water analyser cooler. The water flows through a strainer before entering the feed pump suction manifold. Two main feed pumps ; one in use with the second unit on stand-by. The stand-by pump can be used if the duty pump fails. The stand-by pump will start automatically. The feed pumps are turbine driven, horizontal, multi-stage units. They have condensate cooled mechanical seals on the pumps. For initial start, each is fitted with an electric lubricating oil pump, but once running a shaft driven pump provides the lubrication oil circulating pressure. The electric lube. oil pump will stop automatically when the shaft driven pump delivers the correct pressure and prevents the feed pump bearings from running dry. The electric lubricating oil pump only provides oil pressure to lift the steam governor valve, and not as a back up to the shaft driven pump. (i.e. it does not supply sufficient oil to the bearings for full speed running) Air spaces between the pump and the bearings, and between the turbine and bearings, are fitted with drain passages to help prevent lubrication oil contamination. The running speed adjustment for the steam flow to the duty feed pump turbine

is controlled by a loop, which measures and compares the steam drum pressure and common discharge pressure of the feed water pumps. Discharge pipe configuration from the feed pumps is such that any one feed pump can supply either boiler or any services. Interconnecting pipelines between the pumps, isolated by non-return valves, are arranged to supply four common discharge lines. Final feed into the boilers is through the economisers, where the feed temperature is increased from 145°C to 224°C. The economisers are placed in the path of the furnace flue gases in order to extract maximum heat from the waste gas before it passes out of the funnel. In case of an emergency, the water side of the economiser can be bypassed, and feed water is supplied directly to the boiler drum. Should this be necessary, steam flow must be restricted. In this case, the economiser should be drained and vented.

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

2) Auxiliary Feed Line

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

3) Main Feed Pump Re-circulation Line

An air operated control valve opens to allow the feed pumps to recirculate water back to the deaerator. When the boilers are operating at low loads with the main turbine in manoeuvring mode, this valve will open automatically, allowing water through an orifice on the pump into the water chamber at the bottom of the deaerator. For boiler filling and very low boiler loads, an cold start feed water pump is fitted. This unit is electrically driven, but like the main feed pumps will take its suction from either the deaerator or the main distilled water tanks and is able to discharge through the main or auxiliary feed lines to the boiler. The discharge from the drain pumps for boiler filling is connected to

the auxiliary feed line, through valve (829V), which in normal operation is locked shut. Each boiler is fitted with a three term feed control system whereby signals from the actual boiler level, feed flow and steam flow are compared for feed pump operation. Similarly, each boiler is fitted with water level transmitters for the level detector and indicator alarm systems.


Cold Start Boiler Feed Water Pump Shinko No. of sets: 1 Model: SK40MC Capacity: 6m3/h x 250MTH Turbine Driven Boiler Feed Water Pumps Shinko No. of sets: 2 Model: DMG125-3 Capacity: 175m3/h x 865MTH

3. 3rd Stage Feed Water Heater Level Control

IAS

PID[Direct]

SP

PV

<FE003>

<FE004><FE003I>

To Atmos.Drain Tank


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



Illustration 2.2.3a Boiler Feed Water System

TIIASTXTI

26V17V

25V

19V

PI

TIIAS TX

TI

TI

TI

CI

PI

CI

PI

LS

M

LSLS

2V High Sea Chest(STBD)

LS

LS

LS

M8V (F)

From M.G.P.SAnode Tank

LS

M (F)

1V

Low Sea Chest(Mid.)


Main S.W Circ. Pump(6,000/4,500 m3/h x 5/8 MTH)

To CleanDrain Tank

Auxiliary S.W Circ. Pump(6,000/4,500 m3/h x 5/8 MTH)

6V (F)

LS

M7V (F)

5V (F)

EXP-W03

EXP-W02

EXP-W01

Main Condenser

Scoop Inlet Shell

Tank Top(F)

13V

22V

10V

11V16

V(F

)AtmosphericCondenser

Saw DustBox

(100 L)

21V

LS LS

(F)

12V

LS LS

(F)

15V

Upper Deck

1SFTo Bilge, Fire &G/S Pump

From Main C.S.WPump Discharge

KeySea Water Line

M.G.P.S Line

Drain Line

18V

IAS

LS

M28VIAS

(F)

(F)

IAS

IAS IAS

LS

M (F)

29V

IAS

From DomesticF.W System

For Flow Test


LS

M (F)

20V

IAS

(For

M/C

ond.

Flu

shin

g)




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

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

(2) Open the drum and superheater vents fully. (3) Open the pump discharge valve to the auxiliary feed line,

economiser bypass valve and direct feed valve to the steam drum. Ensure that the boiler drum feed valve from the main line is closed.

(4) Check the pump suction valve, from the deaerator is locked shut

and open the suction valve from the distilled water tank. (5) Line up recirculation piston valves . (6) Start the pump and commence filling the boiler. Maintain careful

watch on local steam drum level gauges until the required level is achieved. Close the direct feed valve.

(7) Open the feed inlet valve to the economiser and the vent valve,

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

(8) Arrange for an initial chemical dosage charge to be injected into

the boiler from the chemical dosage pump unit as the boiler is filling.

(9) The boiler is now ready to flash.

Note

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

(10) By filling the deaerator with the condensate pump, and allowing

the water to directly drop through the emergency feed pump into the steam drum.

(11) By using the condensate system, opening the valve, which is

locked shut, and filling through the auxiliary feed line as described above.

2) Placing Feed System in Use

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

(2) Select the feed pump to be placed in use, and open the suction,

discharge, recirculation, steam inlet, exhaust and gland leak-off valves. Open the turbine drains, and ensure that all trips are reset.

(3) Open the drop valve from the deaerator and vent the pump to

remove any air. (4) Supply air to the auto recirculation solenoid valve, checking that

its inlet and outlet isolating valves are open. Due to ‘no flow’ conditions, the control valve should remain fully open.

(5) Line up the valves on the main feed system to the selected boiler.

Supply instrument air to the boiler feed control valve and under local control check its operation. If satisfactory, transfer to auto control. Ensure the motorised feed inlet valve to the boiler is open.

(6) Check the lubricating oil sump for any water, and top up the sump

to the required level using the correct grade of oil. Ensure that the Lubricating oil cooler is opened to the fresh water cooling system, and that the pump mechanical seals are supplied from the condensate system.

(7) Crack open the isolating valve from the superheated steam range

to the feed pump and warm through the line. Drain any accumulated water by use of manual drains and open the electrically operated main steam stop valve.

(8) Open instrument air supplies to the control system. (9) To start the feed pump, start the electric lubricating oil pump. This

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

Note

As the electrically driven lubricating oil pump does not supply oil to the bearings, only to the oil relay cylinder. Should the pump not start and run up to speed within approximately 30 seconds of the start process being initiated, the electric pump will stop and the feed pump will trip.

(10) Once the feed pump is running satisfactorily, and operating remotely with the boiler level being maintained at the correct level, thoroughly check the pump. Ensure that the oil flow through the line sight glasses, condensate flow through the sealed water line flow meters and the electrically driven oil pump have stopped. Monitor temperatures and pressures, and check for excessive vibration.

(11) Line up the second feed pump as the stand-by unit and, when

operational conditions permit, check the auto-change operation by tripping the duty feed pump.

Note

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

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

Note

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

(1) With the economiser bypassed, ensure that the steam drum vent

valves are open and the drain valves on the steam drum, water drum and headers are closed. Check that the remote level indicators and the boiler gauge glasses are on line.

(2) With the inlet valve to the water level control valve closed, open the

auxiliary feed valve on the steam drum. (3) Using the manual auxiliary feed check valve, open it slowly until feed

water is entering the boiler. As the boiler fills, maintain a careful check on the gauge glass, and that the in-use boiler level remains satisfactory and is not being starved of feed water. Using the boiler dosing unit, put in the initial chemical dosage as the boiler fills.

(4) When the correct level in the boiler has been achieved, the auxiliary

feed valves can be closed. (5) Prior to flashing the boiler, the economiser can be vented by filling

through either the main feed line with the control valve manually opened, or through the auxiliary feed line.



Illustration 2.3.1a Main Sea Water Circulating System

TIIASTXTI

26V17V

25V

19V

PI

TIIAS TX

TI

TI

TI

CI

PI

CI

PI

LS

M

LSLS


LS

LS

LS

M8V (F)


LS

M (F)

1V

Low Sea Chest(Mid.)



To CleanDrain Tank


6V (F)

LS

M7V (F)

5V (F)

EXP-W03

EXP-W02

EXP-W01

Main Condenser

Scoop Inlet Shell

Tank Top(F)

13V

22V

10V

11V16

V(F


Saw DustBox

(100 L)

21V

LS LS

(F)

12V

LS LS

(F)

15V

Upper Deck



KeySea Water Line

M.G.P.S Line

Drain Line

18V

IAS

LS

M28VIAS

(F)

(F)

IAS

IAS IAS

LS

M (F)

29V

IAS


For Flow Test


LS

M (F)

20V

IAS

(For

M/C

ond.

Flu

shin

g)



2.3 Sea Water Systems 2.3.1 Main Sea Water Circulating Systems 1. General Description The main condenser is supplied with sea water cooling via the one main sea water circulating pump and aux. sea water circulating pump. The main & aux sea water circulating pumps take suction from the high sea chest (S) or low sea chest (MID), situated in the lower flat of the engine room. The draft of the vessel will decide which sea chest to use. The discharges from the pumps are connected together through valve 8V, 7V. The aux. condenser is also cooled by sea water. The sea water is supplied through the main sea water circulating pumps or aux. sea water circulating pump. To ensure that the system is vented of air at all times, the main condenser water boxes and ship side sea chests have vent valves on them. These remain open and the pipelines lead to a gooseneck at the upper deck level. The aux. condenser outlet water box can be vented locally, with its valves closed after venting. The main circulating pumps are all vertical centrifugal pumps driven by electric motors. The main and atmospheric condensers are horizontal shell and tube heat exchangers, with the sea water passing through the tubes. The main circulating pump discharge valves, main condenser sea water inlet and outlet valves are all hydraulically and electrically operated motorised valves, and can be operated from either the engine control room or from a local panel. Minor leaks in the main condenser can be plugged using sawdust. A sawdust injection unit is fitted for this purpose. The sawdust box is filled with sawdust and water from the sea water service system. It flushes the sawdust into the condenser sea water inlet line. The vacuum from the condensate side of the tube stack will draw sawdust into any hole or crack in a tube. For the protection of the sea water pipelines in these systems, they are coated internally with PE or Rubber lining. Sea chests, sea water lines and all sea water cooled condensers are protected from environmental hazards by an anti-fouling system. The MGPS system prevents fouling in the sea chests and throughout the seawater system.

The main condenser has a back-flushing connection from the main SW circ. pump and aux. SW circ. pump system, which will enable the main condenser to be back-flushed if it becomes fouled with marine debris. In most operational conditions the marine growth prevention system will keep the condenser tubes in a clean condition. 2. System Capacities and Ratings

Main SW Circ. Pump: Shinko No. of sets: 1 Model: CVF850M Capacity: 6,000/4,500 m3/h x 5/8 MTH Aux. SW Circ. Pump: Sinko No. of sets: 1 Model: CVF850LM Capacity: 6,000/4,500 m3/h x 5/8 MTH

3. Preparation for the Operation of the Main SW Circulating System

1) Ensure that the high (S) and low (MID) sea chests are vented. 2) Ensure all the pressure gauge and instrumentation valves are open and

that the instrumentation is reading correctly. 3) At the main sea water circulation graphic screen open the desired

suction main line valve from the operating sea chest 4) Ensure that the main and aux. condenser water box are vented.

The valves are now set to allow the main sea water circulating system to operate. 4. Operation Procedure for Condenser Sawdust System

1) Ensure that the injection unit inlet and outlet valves are closed, and open

the drain valve to prove that the unit is empty.

2) Close the drain valve and remove the top cover of the unit.

3) Fill with the required amount of sawdust and refit the top cover.

4) Open the unit outlet valve, and the inlet valve to the condenser sea water inlet line

5) Open the sea water service line inlet valve to the unit and allow several

minutes to push the sawdust out of the unit and into the condenser.

6) Close all valves once the operation is complete.

5. Main Sea Water Circulation System IAS Display

6. Scoop Control Scoop system is prepared or transferring the cooling seawater for man condenser automatically. When the operator selects “SCOOP” mode and the shaft revolution is 57rpm or more and telegraph in “At Sea” position for more than 10min, the system uses scoop line valve. When scoop is used for main condenser cooling, the following function are provided. - Open MGPS injection valve to scoop inlet - Close both MGPS injection valves to High / Low sea chest The shaft revolution is 52rpm or less or telegraphs in “Maneuvring” position, then the system uses circulation pump and discharge valves. When main / aux. sea water circulation pump is used for main condenser cooling, the following function to be provided. - Close MGPS injection valve to scoop inlet - Open both MGPS injection valve to High / Low sea chest and MGPS

injection valve to Low sea chest to be open at the same line

When IAS starts a pump by auto start function or standby control function, IAS confirms close condition of discharge valve of the starting pump before output pump start order. (If the valve is not closed, IAS will close the valve automatically) and IAS will open the valve after pump start request. If IAS do not receive discharge valve close signal for 60seconds (adjustable) from the close order, the pump start request will be canceled in IAS. When IAS stops a pump by auto stop function or duty pump is tripped under remote position, IAS close a discharge valve of the stop/trip pumps automatically. When IAS stop pump by auto stop function, IAS confirm close condition of discharge valve of the stopping pump before output pump stop order. If IAS do not receive discharge valve close signal for 60 seconds(adjustable) fro the close order, the stop order the pump will be canceled in IAS. This function is available during remote position both circulation pump and discharge valve



Illustration 2.3.1a Main Sea Water Circulating System

TIIASTXTI

26V17V

25V

19V

PI

TIIAS TX

TI

TI

TI

CI

PI

CI

PI

LS

M

LSLS


LS

LS

LS

M8V (F)


LS

M (F)

1V

Low Sea Chest(Mid.)



To CleanDrain Tank


6V (F)

LS

M7V (F)

5V (F)

EXP-W03

EXP-W02

EXP-W01

Main Condenser

Scoop Inlet Shell

Tank Top(F)

13V

22V

10V

11V16

V(F


Saw DustBox

(100 L)

21V

LS LS

(F)

12V

LS LS

(F)

15V

Upper Deck



KeySea Water Line

M.G.P.S Line

Drain Line

18V

IAS

LS

M28VIAS

(F)

(F)

IAS

IAS IAS

LS

M (F)

29V

IAS


For Flow Test


LS

M (F)

20V

IAS

(For

M/C

ond.

Flu

shin

g)



7. Scoop Control Flow Chart

.

Scoop SystemControl Modeon Graphic

<SW013AU> : Auto<SW013SC> : Scoop<SW013PU> : Pump

Scoop Auto Pump

Shaft Rev.Over 57 rpm

10 Min.

No NoNo

Yes

<SPM025>

Yes

<SPM025>

M/T PlateMode

Sea Mode<MT011>

Manuev.<MT010>

Shaft Rev.Below 52 rpm

Yes

<SPM025>

Main Condr.CSW Out V.

(VS15)Open

Auto Lamp isIlluminated on

Graphic

<SW015><SW013MD>

Pump & ValvesAuto on Graphic

Manual operation is availablefrom graphic display.

Low SeaChest V.(VS1)Open

<SW002>

High SeaChest V.(VS2)Open

<SW001>

Auto Man

AutoMan

Shaft Rev.Over 57 rpm

10 Min.

A

Spool Inlet Use Circulation Pump Use

B

ASpool Inlet Use

MGPS Scoop V.Open Order (VS20)

(Pulse OutputOpen at Contact Close)

<SW906>

MGPS VLV.Shut Order (VS28)

(Pulse OutputShut at Contact Close)

MGPS VLV.Shut Order (VS29)

(Pulse OutputShut at Contact Close)

<SW904>

<SW905>

No

No

Yes

Yes

MGPS ScoopV. (VS20)

Open

High SeaChest V. (VS2)

Open?

Scoop V. Open Order(Latch Output

Open at ContactClose)

Circulation PumpAuto Stop Treatment

<SW013>

MGPS PumpV. (VS28)

Shut

No

Yes

Scoop V.Open

No

Yes

Main Circ. PPStop

No

Yes

Circ. PPDisch. V. Shut

(VS8)

No

Yes

Aux. Circ. PPStop

No

Yes

Circ. PPDisch. V. Shut

(VS7)

No

Yes

MGPS PumpV. (VS29)

Shut

T1200 Sec.

No

Yes

Scoop LampFlicker

Scoop Running(Lamp is / Illuminated on

Graphic)

Scoop SystemTrouble Alarm

(One-shot)

Circulation PumpAuto Stop Treatment

No

Yes

Main Circ. PPRun

No

Yes

Circ. PPDisch. V. Open

(VS8)

No

Yes

Aux. Circ. PPRum

No

Yes

Circ. PPDisch. V. Open

(VS7)

Tn 80 Sec.

T2200 Sec.

Scoop SystemTrouble Alarm

(One-shot)

Pump LampFlicker

Scoop Running(Lamp is / Illuminated on

Graphic)

Scoop V. Close Order(Latch Output

Open at Contact Close)

<SW013>

Scoop V.Close

No

Yes

MGPS Scoop V.Shut Order (VS20)(Pulse Output Shutat Contact Close)

<SW906>

MGPS VLV.Open Order (VS28)(Pulse Output Shutat Contact Close)

<SW904>MGPS ScoopV. (VS20)

Shut

High SeaChest V. (VS2)

Open?

No

Yes

MGPS PumpV. (VS28)

Open

No

Yes MGPS VLV.Open Order (VS29)(Pulse Output Shutat Contact Close)

<SW905>

MGPS PumpV. (VS29)

Open

No

Yes

Yes

No

Circulation Pump Use

B



Illustration 2.3.2a Cooling Sea Water Service System

CI

PI

PI CI

PI CI

TI

PI

TI

PI

TI

PI

TI

PI

TI

PI

TI

PI

TI

PI

TI

PI

PI CI

TI

TI

PI

PI

TI

PX

CI

PI

Distilled PlantSea Water

Feed Pump(90 m3/h x 43 MTH)

From No.2 Fire, Bilge &G/S Pump Suction Line

Main Cooling Sea Water Pump(1,200 m3/h x 21 MTH)

Low SeaChest

KeySea Water LineFresh Water Line

Drain Line

125V

108V

157V (F)

D-5

7VCh

emic

alD

osin

g U

nit

No.1 Distilled Plant(60 Ton/day)

M.G.P.S Anode TanksFor Scoop System

To SawDust Box

No.2

No.1

To Scoop Inlet

From F.WHyd. Unit

S

PS

109V

PI

112V

From F.WHyd. Unit

D-1

9V

Flow

met

er

PI

PI

TI

PX

106V


S

PS

107V

PI11

1V

Flow

met

er

No.

1

No.2

135V

(F)

137V

110V

(F)

171V

(F)

170V

(F)

169V (F)

167V

(F)

164V

(F)16

6V (F)

165V

(F)

No.

1 G

en. E

ngin

eFr

esh

Wat

er C

oole

r

No.

2 Va

cuum

Pum

pH

eat

Exch

ange

r

144V

146V

TI

TI

143V

145V

No.

1 Va

cuum

Pum

pH

eat

Exch

ange

r

High SeaChest

FromIAS

LSM10

1V

(F)

156V

(F)

FromIAS

LSM10

5V (F)

M.G.P.S AnodesTo be Fitted

To RudderNeck Bearing

PI CI

Generator Engine S.W Cooling Pump(200 m3/h x 25 MTH)

No.2

No.1

160V

158V

(F)

(F)

176V

(F)

178V

(F)

175V

(F)

177V

To HighSea Chest(For Scoop)

Em'cy BilgeSuction Line

To LowSea Chest(For Scoop)

FI

FI

FI

FI

FI

PIALIAS

PX

120V

PIPS

118V

PS

(For PumpControl)

PIALIAS

PX

162V

PS

163V

PS

(For PumpControl)

Chem

ical

Dos

ing

Uni

t

155V

(F)

140V

(F)

154V (F)

153V (F)

151V

(F)

148V

(F)

150V

(F)

149V (F)

No.

2 M

ain

Cent

ral

Fres

h W

ater

Coo

ler

No.

1 M

ain

Cent

ral

Fres

h W

ater

Coo

ler

LS

LS

(F)

152 V

(F)

176V

(F)

180V

(F)

181V

119V122V

No.1 114V

(F)

117V121V

(F) (F)

FerrousGenerator

174V

(F)

172V

(F)

173V

(F)138V

FI104V

185V

186V

139V

123V

168V

(F)

No.

2 G

en. E

ngin

eFr

esh

Wat

er C

oole

r

161V

159V

(F)

115V

(F)(F) (F)

No.

213

4V

(F)

136V



2.3.2 Cooling Sea Water Service System 1. General Description Other systems requiring sea water cooling services are supplied from the main cooling seawater pumps. These are vertical electrically driven centrifugal pumps, with one normally in use and the other on stand-by. The sea water suction to these pumps is from a common supply pipeline, which extends from the high sea chest to low sea chest. There is a remotely operated ship’s side butterfly valve on each sea chest which allows the sea water to enter a line simplex filter. Each sea chest has a vent valve which normally remains open, ensuring that the chest is flooded at all times. The outlet butterfly valve on each filter allows the unit to be isolated and cleaned periodically. The discharge from the two pumps is joined into a single pipeline system, which in turn allows for feeder lines to each unit requiring the cooling water. The sea water cooling system provides water to the following units:

- No.1 and No.2 main condenser vacuum pump coolers - No.1 and No.2 central fresh water coolers - No.1 and No.2 generator engine F.W coolers - Fresh Water Generators - Main condenser sawdust box - Marine growth prevention system

After passing through the central fresh water and main turbine vacuum pump cooler units, the water is discharged overboard at a remotely operated ship side valve 152V. The central fresh water coolers are of the plate type design, one of which is normally in use, while the other is retained in a clean condition and ready for use when the other unit becomes dirty. There is a MGPS which protects cooling sea water system against fouling caused by seawater-borne organism, and the treated sea waters are led to whichever seachest is in use. The two F.W.G SW Feed Pumps also sucked sea water from No.2 fire, bilge & G.S pump suction line and supply to the each F.W.G.


Main Cooling SW Pumps: Shinko No. of sets: 2 Model: SVA400M Flow: 1,200 m3/h at x 21MTH FW Generator: Alfa-Laval No. of sets: 2 Type: Condensate Cooled Type Sea Water Cooled Type Capacity: 60 t/day per unit Salinity: 1.5 ppm(max) Distilling Plant S.W. Feed Pump: Shinko Model: SVA125-2M No. of sets: 2 Flow: 90m3/h X 43MTH


1) Open the sea chest suction valve, to high or low suction, depending on vessel’s draft. This valve may be opened remotely, and an indicator light will show when fully open. Vent off the line suction strainer to prove full of water.

2) Select the pump to be used and, with the power off, ensure that the

pump turns freely by hand. Open the suction valve to the pump. 3) Vent off the pump casing and ensure that it is flooded. 4) Check the central fresh water coolers and vacuum pump coolers to

ensure that the drain valves are shut. Open the shipside valve for the cooler overboard discharge line. Ensure that the indicator light on the panel is on at fully open.

5) Select which vacuum pump and central fresh water cooler to use. Open

the inlet and outlet valves. 6) Start up the pump and, when rotating correctly, slowly open the

discharge butterfly valve until fully open. 7) Check both of the in-use coolers, venting off at the outlet water boxes

to ensure that no air is entrained in the units. Close the vent valves tightly.

4. Aux. Cooling Sea Water System IAS Display



Illustration 2.3.3a MGPS System

No.1 Control Panel KCAF5070NM

No.1 Anode Treatment Tank

8.8.

CU1

8.8.

CU2

8.8.

CU3

8.8.

CU5

8.8.

AL1

8.8.

AL2

8.8.

CU4

NO.1 MGPS CONTROL PANEL

Cu1 Cu3

Cu4Cu2 Cu5

Al1 Al2

FlowMeter

Cu(Copper) Anode

Junction Box

Al(Alumintum) Anode

AC 220V60Hz, 1PH

1 622

3

3

25

JB1

4

1

6

2

3

5

4

Main Power

Alarm

Anode Connection Cable

Anode Cable Tail

Low Flow Alarm

Cathode Cable Tail

JB2

4

No.2 Control Panel KCAF5070NM

No.2 Anode Treatment Tank

8.8.

CU1

8.8.

CU2

8.8.

CU3

8.8.

CU5

8.8.

AL1

8.8.

AL2

8.8.

CU4

NO.2 MGPS CONTROL PANEL

Cu1 Cu3

Cu4Cu2 Cu5

Al1 Al2

FlowMeter

Cu(Copper) Anode

Junction Box

Al(Alumintum) Anode

AC 220V60Hz, 1PH

1 622

3

3

25

JB1

4

JB2

4



2.3.3 Marine Growth Preventing System 1. General Description There are two types known as the Marine Growth (CU) anodes and Trap Corrosion (AL) anodes. CU Anodes are manufactured from copper as major part systems. They release ions during electrolysis which combine with these released from the sea water to form an environment which discourages spat and any other minute organisms entering, and adhering in some area where they grow and start breeding. They are, instead, carried straight through to discharge and provided that no untreated water is allowed to enter at some point subsequent to the anodes, freedom from infestation is assured. AL Anodes are manufactured from aluminium as supplementary part for use in a system with predominantly steel pipes where the reaction of the aluminium anode with seawater results in the forming anti-corrosive barrier on the pipework which takes an insulation role preventing marine fouling from rooting and growing there.

1) Sea water to be treated :

- 20,540 m3/h for scoop cooling system - 1,700 m3/h for general system

2) Anode location:

- 5 CU x 2AL in each anode treatment tank (total two tanks) for scoop

cooling system - 1 CU x 1 AL in each of 2 strainers for general system

3) Anode mounting type: Flanged mounting sleeve 4) Electric source : AC220V, 60Hz, 1PH 5) Power Consumption: Max.525 Watt each for KCAF5070NM Control

Panel Max.180 Watt for KCAF3040NM Control Panel

2. Operation Procedure (Setting Up) Once the cables have been run and connected, the system is ready to be switched on.

NOTE

The following procedure can only by carried out with the anodes in seawater 1) Switch on the main power

2) Set all anodes currents by pressing the buttons unless the readings of

digital display correspond to each current specified in operation manual 3) Switch off until ship starts engine up and switch on when sea water pumps

are running

3. Drain-Off operation : Turn off main power in control panel. Close inlet valve of anode tank and open drain valve and then remove hydroxide



Illustration 2.4a Centralised Fresh Water System

TIPI

TIPI

TI TI

TITI

TITI

TI

PIPS

TI

PI PS

PI PS

TI TI

TXTIAHIAS

TI TI

TIPI

TIPI

TI TI

TI TI TX

PITI

TI TI

TI TI TX

TI TI

TI TI

TI TI

PITI

CI

PI

CI

PI

PITI

PITI

TI

TIPI

PI

TI TITIAHIAS

TI

TITI

TI

PIPS

TI TI

PI PS

TI TI

PI PS

TI TI

PI PS

TI TI

PI PS

TI TI

TI

TI TI

Key

Drain Line

Fresh Water Line

12V

No.1 Main Air-Con.Condenser

15V

No.1 Main Air-Con.Unit for MSBD/ECR

36V

No.2 Main Air-Con.Condenser

14V

No.1 Aux. Air-Con.Condenser

From F.WHyd. Unit

To CleanDrain Tank

To Deck Scupper

No.1 TurbineGenerator

No.2 TurbineGenerator

No.1 ProvisionRefrigerant Condenser

28V

No.2 Aux. Air-Con.Condenser

27V

39V

128V

47V51V

(A)

32V 73V

(A)

41V

No.2 ProvisionRefrigerant Condenser

TI TI

I.G Dryer Cooler

Water Chiller Unit Condenser

No.2 Main Air-Con.Unit for MSBD/ECR

35V

No.2 N2 Compressor(Oil Cooler)

No.2 N2 Generator(After Cooler)

TI 38V40V

34V 33V

30V 29V

No.1 N2 Compressor(Oil Cooler)

No.1 N2 Generator(After Cooler)

TXTIAHIAS

TXTI

Unit Coolerfor Workshop

107V

Main Central F.WExpansion Tank

(1 m3)LS LAL

IAS

129V

127V

ORI-

1

No.2MainL.O

Cooler

No.1MainL.O

Cooler

From AuxiliaryCentral F.W Cooler

To CleanDrain Tank

67V

(F)

68V

(F)

66V

(F)

65V

(F)

No.2Main

CentralF.W

Cooler

8V

(F)10V

(F)

No.1Main

CentralF.W

Cooler

SternTubeL.O

Cooler

9V

(F)

64V

(F)

72V

(F)

81V

11V

(F)

ControlAir

IP

IAS

4V

1V (F)

6V

3V (F)

44V

7V

PS

PS

2V

37V

42V

No.1 T/G BearingL.O Cooler

62V

80V 76V

No.2 T/G BearingL.O Cooler

78V

(A)

(A)

79V

92V 93V

118V

No.1 Gen. TurbineL.O Cooler

60V

(F)

70V

(F)

75V

(F)

58V

57V

(F)

53V

TIAHIAS74V

(F)

56V

(F)

52V

No.2 Gen. TurbineL.O Cooler

Drain CoolerFor Engine Room

43V

45V

ChemicalDosingTank(20 L)

Main Central CoolingFresh Water Pump(1,100 m3/h x 30 MTH)

No.1No.2

Temporary Filter to beRemoved After FlushingCI

PI

CI

PI

134V

131V (F)

133V

132V

(F)

No.1No.2

PX PIALIAS

46V

PI13V

115V

126V

(A)112V

122V

91V 90VWorking AirCompressor

TI

96V

89V 88VNo.2 Control Air

Compressor

TI

95V

87V 86VNo.1 Control Air

Compressor

TI

94V

No.2 D/G BearingL.O Cooler

No.2 DieselAlternator

No.1 D/G BearingL.O Cooler

No.1 DieselAlternator

82V

84V85V

83V

TXTIAHIAS

98V

TXTIAHIAS

TI TI 16V26V

55V

54V

137V

136V

25V17V

18V

TXTIAHIAS

97V

TI TI

No.2 Feed Water PumpT/B L.O Cooler

Unit CoolerFor BLR Test Room

114V111V

117V

TI TI

No.1 Feed Water PumpT/B L.O Cooler

To AuxiliaryCentral F.W Cooler

To CleanDrain Tank

Aux. Central CoolF.W Boost Pump

(150 m3/h x 30 MTH)

PX PS PS

135V



2.4 Centralised Fresh Water Cooling System 1. General Description The fresh water cooling pumps supplies fresh cooling water throughout the engine room and cargo machinery area. There are two pairs of pumps set up identically as duty / standby pairs, and these are Main Central Cooling Fresh Water, Auxiliary Central Cooling FW Boost pumps The pumps are set up as a duty standby pair. Two pressure switches on the pumps common discharge line is used to start the standby and the duty pump will be stopped after a predetermined time. A standby start can also be triggered by duty pump failure. Duty pump failure includes unexpected loss of running and starter failure. Any standby start will call for an alarm. From a mimic panel, operators can start / stop the pumps as well as switching duty and standby. Pressing the “ON” button will automatically set both pumps to auto mode and the duty pump will be started. Pressing the “OFF” button will stop the running pump and switch both pumps to manual mode. When switching duty pumps, the standby will first start. When confirmed running, the duty will be stopped and the duty standby indication will be switched. 2. Capacities and Ratings

Main Central C.F.W. Pumps: Shinko No. of sets: 2 Model: SVA350M Capacity: 1,100 m3/h X 30MTH Aux. Central C.R.W. Booster Pump: Shinko No. of sets: 2 Model: SVA125M Capacity: 150 m3/h X 30MTH Central F.W. Coolers: Alfa-Laval No. of sets: 2 Type : Plate type Heat Dissipation: 4,000,000 kcal/h Heat Transfer Area: 294.4 m2

3. Operating Procedures Ensure the main sea water service system is in use, with cooling sea water being provided to the fresh water coolers and both inlet and outlet valves to the cooler to be placed in use are open.

l) Locally:

(1) Ensure that all the vent air valves on the fresh water cooling system for return to the fresh water header expansion tank are open.

(2) Ensure that all system drain valves are closed. (3) Open the inlet and outlet valves on the units to be cooled. (4) Open the inlet and outlet valves on the cooler to be used. (5) Open the suction and discharge valves on the CFW pumps, venting

off casings to ensure that the units are flooded. (6) Start one of the pump CFW pump and check that it is operating

normally. (7) Start the cooling fresh water pumps and check that it is operating

normally. (8) Place each second pump in stand-by mode. (9) Stop each of the pumps in turn to prove that the auto cut-in operates

correctly. (10) Check all systems for leaks, and that the operating temperature is

normal. 2) Remotely:

(1) Ensure the pump discharge pressure is correct and that the

temperature is being maintained and observe that the temperature control valve is operating satisfactorily.

(2) Start and stop the pumps at the remote position in the engine control room.

4. Central Cooling Fresh Water Temperature Control

IAS

Central C.F.W.Pumps

Fresh WaterCooler

To M/T

PID[Reverse]

PV SP36

<FWC012>

OP

<FWC012I> <FWC014>

12V

<FWC013I>

ManualChangeover

1-TX-1/23M/Cent. F.W. CLR Out Cont.

From Cargo Mach.C.F.W. Pumps

0%(4 mA)

100%(20 mA)

100%

0%

ValvePosition

Control Output

Regulate temperature of central cooling fresh water is done by manipulating 3 way control valve automatically in accordance with measured central cooling fresh water outlet temperature. One PID controller (FWC012) with one output signal (FWC014) is provided in IAS. Manual operation of control valve from IAS is available. The IAS provides one output signal to field elements (I/P converter). When PV increases, PID controller decreases OP and changes to cooler use side. In addition, as for the input signal used for control, dual sensor change processing is performed by manually. 5. Control and Alarm Settings


FWC027SW AUX. FW CLR OUT TEMP H 40

FWC032SW D/G FW CLR OUT TEMP H 80

FWC012SW M CENT FW CLR OUT TEMP H 40

DG015 DG 1 ALT A/C FW OUT TEMP H 45

DG081 G/E 1 BRG LO CLR FW OUT TEMP H 45

DG011 G/E 1 FW COOL OUTLET TEMP H 90

DG082 G/E 2 BRG LO CLR FW OUT TEMP H 45

DG016 DG 2 ALT A/C FW OUTLET TEMP H 45

DG012 G/E 2 FW COOL OUTLET TEMP H 90

TG094 1 T/G AIR CLR WTR TEMP H 45

TG096 2 T/G AIR CLR WTR TEMP H 45



Illustration 2.5a Boiler Water Sampling and Treatment System

PI

LG

PI

LS

TI TI TI

LS

Water Drum

Steam Drum

M-114VFrom Auxiliary CondensateWater System

To Atmos.Drain Tank

To CleanDrain Tank

From Boiler Feed PumpRecirculating Line

Surf

ace

Blow

-off

Lin

e

BottomBlow-off

Line

68B67B

16B 62B

904V

15B 61B

65B 64B

Surf

ace

Blow

-off

Lin

e

BottomBlow-off

Line

No.2 Main Boiler

68B67B

16B 62B

903V

902V

901V

15B 61B

65B 64B

69B

69B

69BSF-3

SF-5 66B

66B SF-1

SF-2

SF-4

Key

Condensate/Chemical Feed Line

Drain Line

Water Drum

Steam Drum

69B

SF-6

No.1 Main Boiler

Boiler Water ChemicalInjection Unit

Sam

plin

g Co

oler

FI

C

PHSa

mpl

ing

Cool

er

FI

C

PH

Sam

plin

g Co

oler

FIFI

PH

C

TI

FIFI

PH

C

From Main CondensatePump Discharge

From Main Feed WaterPump Discharge

Cooling WaterFrom Main CondensatePump

Boiler Water Analysis Unit

ORI-17

ORI-16

LG


M

PI PI

LS

N2H4 Injection Unit

LG

M

Deaerator(30 m3)

To Boiler Feed Pump

M-2

01V

M-2

02V

302V

HydrazineMixing Tank

(0.3 m3)

ChemicalFeed Tank

(150 L)

2 1 2 1(15 L/H x 8 MPa)

(3.5 L/H x0.8 MPa)

ChemicalFeed Tank(150 L)

303V



2.5 Boiler Water Sampling and Treatment Systems 1. General Description Chemical analysis and treatment of feed water is undertaken to prevent corrosion and scale formation in the main boilers and degradation of the steam quality. Inadequate or incorrect treatment can result in severe damage to the boilers, and constant monitoring is necessary to give an early indication of possible contamination of the feed water. Chemical treatment and analytical tests must be undertaken in accordance with the detailed instructions given by the chemical supplier and the water characteristics maintained within the ranges specified. Test results are to be recorded in a form that enables trends and the effect of treatment to be monitored. The dissolved solids in the boiler water are controlled by use of scum lines in the steam drum and/or water drum blow down valves in the water drum, through which these impurities are discharged overboard. These systems are an integral part of the boiler water treatment. The main water analyser unit has permanent sample lines fitted, which are led through coolers to permanent test meters.

- No.1 Boiler water drum out - No.2 Boiler water drum out - Main feed water pump discharge - Main condensate pump discharge

All the coolers use the fresh water cooling system as their supply. The hydrazine injection unit provides a continuously metered supply of hydrazine into the feed pump suction line. The hydrazine is used as an oxygen scavenger in the system. The unit consists of a tank, which is filled with a mixture of distillate water supplied from the main condensate pumps and hydrazine compound. They are mixed in the tank using an agitator, and the resulting mix is injected into the feed line through either of the two pumps supplied. The stroke of these pumps can be adjusted to give correctly metered amounts into the system. The boiler chemical dosage unit consists of two tanks, normally one for each boiler. Chemicals are poured into the tanks and mixed by an agitator before being injected into the boiler steam drum through its chemical injection valves. The pumps are of a reciprocating type and their stroke can be adjusted to meter the time the chemical takes to enter the boiler. Should one pump become faulty, it is possible to use the other pump to inject to either boiler. The pumps have a non-return valve on their discharge side to prevent boiler pressure being present in the tank. Any blockage in the system will cause the relief valve on the discharge side of the pumps to lift, returning the chemicals back into the tank.

2. Water Specification: (boiler manufacturer’s figures)

NOTE The following information is given for general guidance only. Reference must be made to the specific instructions from the boiler chemical supplier regarding final data for chemical treatment of the boilers and feed water.

Low boiler water pH may be the result of pollution by sea water or lack of adequate phosphate treatment. A return to the normal state is required at the earliest opportunity. A tendency for a rise in the boiler water analysis figures towards the maximum range, with the exception of hydrazine, may also be the result of contamination by sea water or insufficient blow down of the boilers. Low or inadequate dosage of ammonia or neutralizing amine may cause a feed-water pH of 8.5 or less. This should be rectified at the earliest opportunity. Too high a dosage of ammonia or neutralizing amine, resulting in a pH in excess of 10, may not be detrimental to the steelwork in the system, though it is not recommended and system levels should be reduced into the range. Increase in hardness and/or sodium results from sea water contamination, and should be rectified as soon as possible. Iron contamination is a result of too low a pH and/or excess dissolved oxygen. If the oxygen level increases, the source of contamination is to be located and rectified as soon as possible and hydrazine dosage increased until the feed water content returns within limits. Contamination by organic matter cannot be rigorously defined, as potential contaminants are diverse. Any source of oil contamination must be identified and isolated as soon as possible, with the use of the scum valves on the drain inspection tank used to clear any accumulation found in the tank.

1) Boiler Water Characteristics Normal pH @ 25°C 9.6~10.3 Conductivity ≤ 400 µS/mm Total dissolved solids <200ppm Chlorides ≤ 20ppm Phosphates 10~20ppm Silica ≤ 3ppm

2) Feed Water Characteristics

pH @ 25°C 8.0~9.0ppm Total hardness 0.0ppm Dissolved Oxygen 0.02cc/litre Hydrazine > 0.01ppm

3. Operating Procedures 1) Sampling

The following information applies to whichever of the sample units is being used.

(1) Check that the cooling water lines from the fresh water cooling

system to the individual sampling coolers are open. Check the individual cooler outlet flow meters, to ensure that the correct amount of cooling medium is present.

(2) Ensure the cooler outlet valve to the sensing units is closed, and

open the by pass valve to the drain line to the scupper system. (3) Open the inlet valve to and outlet valve from the cooler, allowing

the line to be tested to flow through the cooler. Allow several minutes to pass while the line is drained of any standing water, which may be present from previous use. Some of these lines cover large distances and must be allowed time to clear. Ensure that a water sample is taken of the water presently in the system.

(4) Check the thermometer in the line to ensure that the sample is at the

correct temperature. A sample taken while the temperature is too high may not be tested satisfactorily, as the test chemicals themselves are only rated at certain temperatures.

(5) Once the line has cleared and the temperature is correct, the by pass

valve may be closed and the valve to the test analyser units opened. Check individual flow meters to ensure the correct water flows through the sensors.

(6) Manual samples may be taken from the by pass line.

Caution Boiler water samples are taken from the water drum and are thus consequently at a high pressure and temperature. Great care should be taken whenever these valves to the sample unit are opened. This must be done slowly. If any samples are also to be taken from the analyser unit meters, then clean dry flasks with stoppers are to be used. The flask should be filled to overflowing and stopped to prevent any ingress of oxygen while the flask is standing awaiting testing.



Illustration 2.5a Boiler Water Sampling and Treatment System

PI

LG

PI

LS

TI TI TI

LS

Water Drum

Steam Drum

M-114VFrom Auxiliary CondensateWater System

To Atmos.Drain Tank

To CleanDrain Tank

From Boiler Feed PumpRecirculating Line

Surf

ace

Blow

-off

Lin

e

BottomBlow-off

Line

68B67B

16B 62B

904V

15B 61B

65B 64B

Surf

ace

Blow

-off

Lin

e

BottomBlow-off

Line

No.2 Main Boiler

68B67B

16B 62B

903V

902V

901V

15B 61B

65B 64B

69B

69B

69BSF-3

SF-5 66B

66B SF-1

SF-2

SF-4

Key

Condensate/Chemical Feed Line

Drain Line

Water Drum

Steam Drum

69B

SF-6

No.1 Main Boiler

Boiler Water ChemicalInjection Unit

Sam

plin

g Co

oler

FI

C

PHSa

mpl

ing

Cool

er

FI

C

PH

Sam

plin

g Co

oler

FIFI

PH

C

TI

FIFI

PH

C

From Main CondensatePump Discharge

From Main Feed WaterPump Discharge

Cooling WaterFrom Main CondensatePump

Boiler Water Analysis Unit

ORI-17

ORI-16

LG


M

PI PI

LS

N2H4 Injection Unit

LG

M

Deaerator(30 m3)

To Boiler Feed Pump

M-2

01V

M-2

02V

302V

HydrazineMixing Tank

(0.3 m3)

ChemicalFeed Tank

(150 L)

2 1 2 1(15 L/H x 8 MPa)

(3.5 L/H x0.8 MPa)

ChemicalFeed Tank(150 L)

303V



2) Boiler Compound Injection Unit Chemicals are injected into the boiler steam drum, under its water level. This is done so the natural water circulation system within the boiler will move the chemicals around the boiler and ensure an even distribution.

(1) With all valves on the unit closed, open the drain valve and

ensure the tank is empty of any water or previous chemicals. Then close the drain valve.

(2) Put the chemicals in the tank and fill the unit with water

provided from the main condensate line. Use the agitator to ensure the chemicals are well mixed with the water.

(3) Open the two chemical injection valves on the boiler. (4) Open the pump suction and discharge valves and start the pump.

Once running, adjust the stroke of the pump as required to allow the chemicals into the boiler over a period of time.

(5) On completion, close all the valves and drain the tank.

3) Boiler Blow Down

Boiler blow down, through the valves on the water drum, imposes a considerable load on the unit, and must only be undertaken with the boiler in low load conditions. If in port, the duty deck officer should be contacted, to ensure the discharge from the ship’s side will not be dangerous.

(1) Open the ship’s side valve and double shut off valve fully, 901V,

903V No.2 boiler, 902V, 904V No.1 boiler. (2) Slowly open the master blow down valve fully, 65B port, 65B

starboard side and crack open the intermediate valve 64B port, 64B starboard side. Adjust the intermediate valve to control the blow down rate.

(3) As the blow down process is continuing, continually monitor the

boiler water level and ensure this is being maintained and the feed pump discharge is coping with the extra load.

(4) On completion, close the intermediate and master blow down

valves, then the ship’s side valve.

Note More frequently boiler impurities are discharged overboard via the scum valves on the steam drum. As this line is relatively small in diameter, this system can be used with the boiler on higher loads.



Illustration 2.6.1a Fuel Oil Bunkering and Transfer System

CI

PI

CI PI

CI

CI

PI

PI

Upper Deck

Key

Drain LineAir Line

Diesel Oil Line

Fuel Oil Line

AFT H.F.O.Bunker Tank (P)

(353.5 m3)LX LIAHL

IAS

59V

TX TIAHIAS

H.F.OSettling Tank (P)

(540 m3)LX LIAHL

IAS

58V

LSH For H.F.O Transfer

Pump Auto Stop

LS

For H.F.OTransferPumpAuto Start


Low SulphurF.O Tank (P)(293.2 m3)

LX LIAHLIAS

57V

TX TIAHIAS

TX TIAHIAS

3V

17V

52V

LS

IAS

LSIAS 77V

IAS

2V

F-203V

19V

LS

IAS

46V

LS

IAS

71V

73V

75V

F-20

4VF-

297V

H.F.O OverflowTank (70 m3)

9V

To MainBoiler

12V

1S(32 Mesh)

To M.D.OPurifier

To Oily Bilge Tank

DPI

49V

50V

DPI-IDuplexPressureGauge

Near3rd

Deck 3SG

10V

11V

32V

(A)

(A)

25V37V

82V

34V

(A)

(A)

(32 Mesh)

4S

H.F.O Transfer Pump(50 m3/h x 0.4 MPa)

M.D

.O T

rans

fer

Pum

p(3

0 m

3 /h

x 0.

45 M

Pa)

Incinerator M.D.OService Pump

(2 m3/h x 0.25 MPa)

(Overflow)

F.O AdditiveDosing Pump

(2 m3/h x 0.3 MPa)

M.D.O StorageTank

(100 m3)26V

LX LIAHLIAS

20V

27V

29V

36V

81V 6V

G/E M.D.OService Tank

(30 m3)28V

LXLIAHLIAS

18V

LSHFor M.D.O Transfer

Pump Auto Stop

From/To M.D.OBunker Station

62V

4SG

2SG

1SG Near

I.G.G. M.D.OService Tank

51V7V

LS LAHIAS

F.O DrainTank (1.0 m3)

8V

LSLAHIAS

From Boiler F.O BurnerCoaming Drain

From M.D.O Purifier

From I.G.G F.O PumpCoaming Drain

From G/E F.O ServicePump Coaming Drain


From Incinerator M.D.OService Tank Coaming Drain

To I.G.GM.D.O Pump

To I

ncin

erat

orM

.D.O

Ser

vice

Tan

k

Return From I.G.GM.D.O Pump

Em'cy G/E Room

I.G.G M.D.OService Tank

(70 m3)35V

84V

83V

Sett.0.33 MPa

LXLIAHLIAS

16V

LS

IAS

78V

39V

48V

(A)

(A)

From Incinerator M.D.OService Tank Overflow

Near G/EM.D.O. Serv.Deck

44V

(Air

Vent

/Ove

rflo

w)

(Air

Vent

/Ove

rflo

w)

87V

88V

13V

AFT H.F.O.Bunker Tank (S)

(462.2 m3)

LX LIAHLIAS

54V

TX TIAHIAS

H.F.OSettling Tank (S)

(535.5 m3)LX LIAHL

IAS

55V


Pump Auto Stop

LS

Low SulphurF.O Tank (S)(205.7 m3)

LX LAHHIAS

56V

TX TIAHIAS

TX TIAHIAS

1V

23V

53V

LS

IAS

IAS

4V

F-201V

21VLS

IAS

43V

LS

IAS

72V

74V

76V

F-20

2VF-

298V

(A)

To MainBoiler

To/From H.F.OBunker Station

86V

89V

65V

14V

F.O/M.D.O DrainFrom Bunker Station

68V

30V

66V

41V

F.OAdditive

Tank(3.0 m3)

45V

Em'cy G/EM.D.O Tank

Sett.0.5 MPa

2S(32 Mesh)

1ST

2SF

3S



2.6 Fuel Oil and Fuel Gas Service Systems 2.6.1 Fuel Oil Bunkering and Transfer Systems 1. General Description

1) Boiler Fuel Oil System

The AFT HFO tank (P) (capacity 353.5 m3) , AFT HFO tank (S) (capacity 462.2 m3), Low Sulphur FO Tank(P)(capacity 293.2 m3 ), Low Sulphur FO Tank(S)(capacity 205.7m3 ), are situated on either side of the engine room. The two settling tanks are located above their respective bunker tanks, HFO Settling Tank(P) (Capacity 540 m3 ), HFO Settling Tank(S) (Capacity 535.5 m3 ). Normally, fuel oil is supplied to the boilers from the settling tanks, in which the fuel oil is allowed to stand for 24 hours. Any entrained water is allowed to settle out and is drained from the tanks to the fuel oil drain tank through a spring loaded self-closing valve. The settling tanks are kept filled as necessary by transferring oil from the bunker tanks, using the engine room fuel oil transfer pump. The transfer pumps can take suction from any of the fuel oil tanks, and discharge to any of them as well as to the main deck. The marine diesel oil transfer pump can also be used to transfer diesel oil to the main deck and D.O service tank, and in case of emergency it can be used to transfer heavy fuel oil after changing over spectacle flanges. However, great care should be taken if doing so to prevent contamination of the diesel oil system by heavy fuel oil. The MDO transfer pump can take suction from the MDO storage tank and discharge to the main deck line and IGG DO service tank and G/E MDO service tank The Incinerator MDO service pump can take suction from the G/E MDO service tank and discharge to the Incinerator MDO service tank and emergency G/E MDO service tank. All the fuel oil pumps (transfer and service) are gear type driven by electric motors. The two aft bunker tank, two low sulphur fuel tank and settling tanks are steam heated, . The settling tanks each have a control valve to maintain a fuel oil temperature. All the lines to and from the tanks have steam tracing to maintain line temperatures. Overflows from settling tanks are led to the overflow tanks. When the

each bunker tanks level high limit switch activated the bunker tanks filling valves are automatically closed. Drains from save-alls around equipment using either heavy fuel oil or diesel are led to the fuel oil drains tank, where a level alarm will sound to indicate a leak in the system. The suction valves from the bunker and settling tanks are fitted with remotely operated quick closing valves. These can be closed from a remote fire station. After being operated they have to be reset manually. All storage tanks, both heavy fuel oil and diesel oil, are fitted with a float type air vent pipe with flame screens to prevent tank pressurization. The engine room fuel oil transfer pump can be used in auto mode, where a low level switch in the fuel oil settling tank will initiate the pump to run and a high level switch will cause the pump to auto-stop.

2) Diesel Oil System

(1) Marine Diesel Oil system supplies fuel to: - Incinerator - Boiler when in cold condition - Diesel generator engine - IGG - Emergency G/E

MDO storage tank, G/E MDO service tank and IGG MDO service tank are fitted with high level alarms, with any overflow going to the fuel oil overflow tank.


H.F.O Transfer Pump: Taiko No. of sets: 1 Model: VG-50MAB Capacity: 50 m3/h x 0.4MPa MDO Transfer Pump: Taiko No. of sets: 1 MODEL: HG-35MAB Capacity: 30 m3/h x 0.4MPa Incinerator MDO service Pump Taiko No. of sets: 1 MODEL: WL-4M Capacity: 2 m3/h x 0.25MPa

FO Additive Dosing Pump: Taiko

No. of sets: 1 Model: NHG-2.5MAB Capacity: 2 m3/h x 0.3MPa

3. Operating Procedure

1) To Transfer Fuel Oil from H.F.O Settling Tank (1) Put steam heating on the aft fuel tanks and ensure the temperature is

raised for easy pumping. (2) Ensure blinds are fitted to manifold valves and that valves are closed.

Open the deck line valves and inlet valves on tanks to be filled. (3) Ensure the aft tank filling valves are closed and open the pump

discharge valve. (4) Open the suction, discharge valves of the pump, ensuring that the line is

filled by testing the vent valve on the suction filter. (5) Start the pump with the relief/bypass valve partly open and, once oil is

flowing, set the valve to give optimum discharge pressure. (6) Have personnel inspecting the line throughout transferring, ensuring

that there is no leakage and that they are able to stop the transfer immediately should any problems occur.

(7) As the transfer continues, continuously monitor the levels in the forward fuel tank as well as the tanks being filled.

4. Fuel Oil Transfer System IAS Display



Illustration 2.6.1a Fuel Oil Bunkering and Transfer System

CI

PI

CI PI

CI

CI

PI

PI

Upper Deck

Key

Drain LineAir Line

Diesel Oil Line

Fuel Oil Line

AFT H.F.O.Bunker Tank (P)

(353.5 m3)LX LIAHL

IAS

59V

TX TIAHIAS


(540 m3)LX LIAHL

IAS

58V


Pump Auto Stop

LS




LX LIAHLIAS

57V

TX TIAHIAS

TX TIAHIAS

3V

17V

52V

LS

IAS

LSIAS 77V

IAS

2V

F-203V

19V

LS

IAS

46V

LS

IAS

71V

73V

75V

F-20

4VF-

297V

H.F.O OverflowTank (70 m3)

9V

To MainBoiler

12V

1S(32 Mesh)

To M.D.OPurifier

To Oily Bilge Tank

DPI

49V

50V

DPI-IDuplexPressureGauge

Near3rd

Deck 3SG

10V

11V

32V

(A)

(A)

25V37V

82V

34V

(A)

(A)

(32 Mesh)

4S

H.F.O Transfer Pump(50 m3/h x 0.4 MPa)

M.D

.O T

rans

fer

Pum

p(3

0 m

3 /h

x 0.

45 M

Pa)


(2 m3/h x 0.25 MPa)

(Overflow)

F.O AdditiveDosing Pump

(2 m3/h x 0.3 MPa)

M.D.O StorageTank

(100 m3)26V

LX LIAHLIAS

20V

27V

29V

36V

81V 6V


(30 m3)28V

LXLIAHLIAS

18V

LSHFor M.D.O Transfer

Pump Auto Stop


62V

4SG

2SG

1SG Near

I.G.G. M.D.OService Tank

51V7V

LS LAHIAS

F.O DrainTank (1.0 m3)

8V

LSLAHIAS


From M.D.O Purifier

From I.G.G F.O PumpCoaming Drain

From G/E F.O ServicePump Coaming Drain


From Incinerator M.D.OService Tank Coaming Drain

To I.G.GM.D.O Pump

To I

ncin

erat

orM

.D.O

Ser

vice

Tan

k

Return From I.G.GM.D.O Pump

Em'cy G/E Room


(70 m3)35V

84V

83V

Sett.0.33 MPa

LXLIAHLIAS

16V

LS

IAS

78V

39V

48V

(A)

(A)

From Incinerator M.D.OService Tank Overflow

Near G/EM.D.O. Serv.Deck

44V

(Air

Vent

/Ove

rflo

w)

(Air

Vent

/Ove

rflo

w)

87V

88V

13V

AFT H.F.O.Bunker Tank (S)

(462.2 m3)

LX LIAHLIAS

54V

TX TIAHIAS


(535.5 m3)LX LIAHL

IAS

55V


Pump Auto Stop

LS


LX LAHHIAS

56V

TX TIAHIAS

TX TIAHIAS

1V

23V

53V

LS

IAS

IAS

4V

F-201V

21VLS

IAS

43V

LS

IAS

72V

74V

76V

F-20

2VF-

298V

(A)

To MainBoiler

To/From H.F.OBunker Station

86V

89V

65V

14V

F.O/M.D.O DrainFrom Bunker Station

68V

30V

66V

41V

F.OAdditive

Tank(3.0 m3)

45V

Em'cy G/EM.D.O Tank

Sett.0.5 MPa

2S(32 Mesh)

1ST

2SF

3S



(8) When the receiving tank is at the required level, stop the transfer and close all valves on the pump and tanks. Check all tank levels, and record amounts transferred and received.

2) Diesel Oil Transfer from MDO storage tank to G/E MDO service tank

(1) Open the following valves:

- G/E MDO Service tank filling valve 34V - Quick closing valves from the storage tank 27V - Pump suction valve 32V

(2) Vent off any air at the pump suction filter. (3) Start the pump and monitor the service tank filling. (4) On completion, stop the pump and close all valves. Note and record

the quantities transferred with current tank levels. 3) Diesel Oil Transfer from MDO storage tank to IGG MDO service tank

(1) Open the following valves:

- IGG MDO Service tank filling valve 78V - Quick closing valves from the storage tank 27V - Pump suction and discharge valves 32V, 25V

(2) Vent off any air at the pump suction filter. (3) Start the pump and monitor the service tank filling. (4) On completion, stop the pump and close all valves. Note and record

the quantities transferred with current tank levels.



FO016 (P) A HFO BUNK TK LEVEL H 15.97m

FO015 (P) A HFO BUNK TK TEMP H 80

FO029 (P) F HFO BUNK TK LEVEL H 15.97m

FO031 (P) F HFO BUNK TK TEMP H 80

FO022 (P) LOW SULPHUR FO TK LEVEL H/L 15.97/0.5m

FO025 (P) LOW SULPHUR FO TK TEMP H 80

FO008 (P) HFO SETT TK LEVEL H/L 15.97/0.5m

FO007 (P) HFO SETT TK TEMP H 80

FO013 (S) A HFO BUNK TK LEVEL H 15.97m

FO014 (S) A HFO BUNK TK TEMP H 80

FO028 (S) F HFO BUNK TK LEVEL H 15.97m

FO030 (S) F HFO BUNK TK TEMP H 80

FO023 (S) LOW SULPHUR FO TK LEVEL H/L 15.97/0.5m

FO024 (S) LOW SULPHUR FO TK TEMP H 80

FO006 (S) HFO SETT TK LEVEL H/L 15.97/0.5m

FO001 (S) HFO SETT TK TEMP H 80

MDO005 DG MDO SEV TK LEVEL L 0.45m

MDO001 MDO STORAGE TK LEVEL H/L 10.65/0.45m



Illustration 2.6.2a Diesel Oil Purifying and G/E Fuel Oil System

PX

PIALMC

CI PI

Key

Drain LineAir Line

Diesel Oil Line

To Boiler F.OPump Suction

From M.D.OStorage Tank

126V

101V

FIIAS


(30 m3)

102V

137V

103V

(A)

104V

118V115V

105V FI

CI

121V

PI12

3V

138V

129V

(F)

120V

(A)(A)

(A)(A)

143V

127V

128V

(A)

(A)

132V 131V

(F)

130V

133V

CI

122V

LSPI

124V

PS

109V

G/E M.D.O Service Pump(2.88 m3/h x 0.4 MPa)

M.D.O PurifierSupply Pump

(3 m3/h x 0.3 MPa)

No.2

No.1

IAS

LS LAHMC

DPS

DPI

To Oily Bilge Tank

No.2 Generator Engine(Hyundai-B&W Model : 7L27/38)

Fuel Leakage

Alarm Box

To F.O Drain Tank

S

ControlAir

M.D.OPurifier

(3,000 L/H)

Sludge Tank(10 m3)

136V

11S(60 Mesh)

Finn

ed T

ube

Pipe

(10

0A)

Near G/E M.D.OService Tank Top

Near 2ndDeck

To F.O.Drain Tank

Running in Filter

106V

PX

PIALMC

114V

LS LAHMC

DPS


Fuel Leakage

Alarm Box

Running in Filter

111V

LM

MM

12S

(32 Mesh)

140V

141V



2.6.2 DO Purifying and G/E Fuel Oil System 1. General Description The purifier feed pump can take suction from the storage tank and service tank, which, after the purification process, discharges to the diesel oil service tank. Waste oil from the purifier flows into the fuel oil sludge tank, under the base of the purifier. The sludge pump can pump this tank out. Excess line pressure in the system is protected by a spring-loaded regulating valve, which re-circulates the oil back to the return chamber. Both service and storage tank suction valves are of the spring-loaded, quick closing type, and can be operated remotely should an emergency situation arise. 2. Capacities and Ratings

M.D.O. Storage Tank: 100 m3 G/E M.D.O. Service Tank: 30 m3 Sludge Tank: 10 m3 M.D.O. Purifier Supply Pump: Taiko No. of sets: 1 Model: NHG-4MAB Capacity: 3m3/h x 0.3MPa

M.D.O Purifier: Samgong Model: SG20G Type: Automatic Self-Cleaning Total

disch. No. of sets: 1 Capacity: 3000L/h

3. Operating Procedure of Purifier System The operation and running of the diesel oil purifier should be undertaken with reference to the manufacturer’s instruction manual. 1) Open and set the storage tank suction line quick closing valve

(27V) to the purifier inlet. MDO service tank suction line quick closing valve (126V)

2) Open the inlet line suction valve to the filter and vent off to ensure

that the line is flooder DO open the purifier discharge valve to the service tank.

3) Run up the purifier as per manufacturer’s instructions and ensure

that the service tank level is rising. 4) Monitor the purification process. Set up the cut-out process of the

purifier on the service tank level and check that the unit stops when the required level is reached. Test the purifier alarms to prove that all are operational.

4. Diesel Generator Fuel Oil System The operation of the diesel generator should be done in conjunction with the manufacturer’s instruction manual. The following outlines the use of the fuel system.

1) Open the quick closing valve (101V) on the service tank to the

generator engine. 2) Check the line suction filters and vent off any air at the cock,

ensuring they are closed on completion. 3) Open the inlet (103V) and outlet (104V) valves to the counter/flow

meter. 4) Open the following valves:

- Service pump suction and discharge valves - Duplex strainer in use inlet and outlet valves - D/G inlet and return line valves

5) Start the generator engine and monitor the differential pressure

across the suction filters, as well as the spill line pressure. 6) Check the flow meter and counter is operating correctly.

5. D/G Fuel System IAS Display



Illustration 2.6.3a Boiler Fuel Oil & Fuel Gas Service System

TI

TI

TI

TI

GD

GasDetector

GDGas

Detector

TI

TX

For PerformanceMonitor

TX

TX

PI

CI

TS

TXIAS

TXIAS

BCP

TI

TX

KeyFuel Oil Line

Drain Line

Methane Vapour LineNitrogen LineAir Line

From SealAir Fan

From SealAir Fan

From SealAir Fan

LS

223BLS

225BLS

No.3 Burner214B

213B

LS214B

LS211B

LS

223BLS

225BLS

Base Burner 217B214B

213B

LS214B

LS

LS

212B

LS

207B

223BLS

225BLS

221B

LS

To F.ODrain Tank

(Burner Coaming)

(Burner Coaming)

No.2 Burner LS214B

213B

LS214B

LS380B

216B

217B

216B

217B

216B

ControlAir

IAS

208B

292V

290V

252B

ORI-

28

ORI-27

390B

ORI-25

ORI-26

To N

o.4

Vent

Ris

er

218B

PIAHLIAS

ESAIAS

ESA

H LIAS

293V

291V

270V

274V

FX

DPX DPX

276V

275V

271V

272V

277V 273V

Furnace

From N2Generator

TX

TIAHLIAS

189B

189B

222BLS 242V 241V 285V 284V

(A)243V

ControlAir

IP

BCP

IAS

IAS220B

232B

279V

Plug

286VFI

PX

PS

PI

204B257B

PX

TSF.O Temp.

Low Trip

224B257B

PIALIAS

TIAHLIAS

PALIAS

TIIAS

DPAHIAS

PIAHLIAS

TI

TX

LS

223BLS

225BLS

No.3 Burner

214B

213B

LS214B

LS

211BLS

223BLS

225BLS

Base Burner

217B

214B

213B

LS214B

LS

LS

212B LS

207B

223BLS

225BLS

221B

LS

No.2 Burner

LS

LS

214B

213B

LS214B

216B

217B

216B

217B

216B

ControlAir

IAS

208B

267V

287V

252B

ORI-

24

ORI-

21

ORI-29

390B

ORI-23

ORI-22

218B

ESAIAS

ESA

H LIAS

269V

289V

258V

FX

DPX DPX

263V

259V

260V

Furnace

TX

TIAHLIAS

222BLS 239V 238V 282V 281V

(A)240V

ControlAir

IP

BCP

IAS

IAS220B

232B

278V

Plug

283VFI

PX

TSF.O Temp.

Low Trip

224B257B

TIAHLIAS

265V

264V

261V

PIAHLIAS

TIALHIAS

262V

Boil-offGas

NG-76 NG-75

G-3

3V

PI

PI190B

295VPX

PX

BCP

IAS

Viscosity Control

Temperature Control

217VPX

PS

208V

236V

BCP296V

PX

G-3

4V

253V

PS

For Safety forGas Temp.

Low Trip

F-46

V

221V

223V

234V

(A)

232V

233V

(A)

(A)

F-68

VF-

43V

F-66

V

To H.F.OTransfer Pump

To F.ODrain Tank

AFT H.F.O.Bunker

Tank (P)(353.5 m3)

H.F.OSettlingTank (P)(540 m3)


AFT H.F.O.Bunker

Tank (S)(462.2 m3)

H.F.OSettlingTank (S)

(535.5 m3)


F.O

Ret

urn

Pipe

(25

0A)

237V

218V

219V

Cont

rol A

ir

IP

215B

220V

212V

207V

F-14V

F-13V

214V

213V

215V

PI

CI

Boiler F.OService Pump

(12.6 m3/h x 2.8 MPa)

From G/E M.D.OService Tank

No.

2

No.

1

No.

1 Bo

iler

F.O

Hea

ter

(193

B)

194B

PI190B

222V

(A)

224V

No.

2 Bo

iler

F.O

Hea

ter

(193

B)

194B

191B 191B

245V

202V

204V

247V

375B

F.O Chamber

PX PIALIAS

22S(60 Mesh)

21S(60 Mesh)

Visc

orat

or

To H.F.OTransfer PumpTo F.O Heater

TemperatureControl Valve

F-3V

203V

201V

F-1V

205V

211V

(A)

210V

(A)

FI

ForPerformance

Monitor

209V

DuplexPressureGauge

To H.F.O Transfer Pump

No.2 MainBoiler

[Boiler Hood Room]

No.1 MainBoiler

SF-2

230V

SF-1

231V

AFTSide Wall

Extraction Fan(60 m3/min. x 40 mmAq)No.1No.2

From SealAir Fan

From SealAir Fan

From SealAir Fan

Gas

hea

der

(300

A)G

as h

eade

r (3

00A)

Pump Change Over

DPX

226V

227V

228V

229V

Drain Valve &Press. Gauge tobe Provided on

Each StrainerDifferential

Press. Gauge

DPI

DPS

DPI

IAS

298V

(A)

297V

216V

PX

PI

PS 204B257BPIALIAS



2.6.3 Boiler Fuel Oil Service Systems 1. General Description Fuel oil is normally supplied to the three burners of each boiler from either of the two fuel oil settling tanks, by one of the two fuel oil service pumps. Diesel oil may be used for flushing through lines or for flashing the boilers from cold when no heating steam is available. The fuel oil service pump takes suction from the in-use settling tank, through a manually cleaned suction strainer. The strainer has a differential pressure alarm fitted and care should be maintained to have a positive suction pressure at all times. One pump will be running with the other on auto-start stand-by, in case the discharge pressure from the in use pump falls. The fuel oil passes through a flow meter and counter, from which the consumption can be calculated, and then to the pump suctions and each boiler suction. The pumps are electrically driven horizontal rotary type, with auto-start change-over. The system pressure is controlled by a recirculation valve 237B, which allows oil to re-circulate to air separator, and maintains a constant set pressure. The pressure is set as part of the automatic combustion control system. The oil then passes through the fuel oil heaters, normally one of which is in use, with the other clean and ready for use Temperature control is by means of a viscometer, which measures the viscosity of the oil and, from its signal, opens or closes the steam valve to the heaters to alter the temperature. The viscosity value is set at the control station, with temperature and viscosity signals from after the FO heater being compared with the set point. On the fuel inlet rail, both boilers have the same arrangements after passing through a flow meter. There are three valves placed in parallel to each other, and the oil is able to pass through a choice of them as follows:

- At all steam loads except minimum fuel demand from the boilers, the oil will pass through the fuel oil flow control valve (220B) to the rail.

- The minimum fuel pressure keeping valve (232B) will be open to maintain the boiler flame even when the steam load is in an extremely low condition.

- A bypass valve (240V, 243V), which allows fuel oil to bypass the other

valves. It can also be used for emergency boiler operations, for instance, when the flow control valve is out of order.

Each boiler burner system has a recirculating valve opened when all the burners are extinguished and closed when the burner operation is initiated, to stop fuel from passing through the recirculation line to the pump suctions. When total (No.1 and No.2) FO flow is less than 900kg/h or either boiler is gas mode, the return valve (237V) is opened. At each burner, there are two solenoid-operated valves (225B, 223B). These form a double shut off when the burner is not in use. Also fitted to the line is another solenoid operated valve which opens for a set time when the burner is first taken out of use, and allows steam to pass through the burner, preventing any fuel in the line from turning to carbon and blocking the burner. The boilers are tripped in an emergency by valves (222B). 2. Capacities and Ratings

F.O Service Pump: MHI No. of sets: 2 Type: Horizontal Screw Flow: 12.6 m3/h x 2.8MPa F.O Heater: MHI No. of sets: 2 Type: Shell & Tube Capacity: 50/150 F.O Viscosity Controller: VAF Instrument B.V No. of sets: 1 Type: Diff. Press. & Pneumatic


1) Supplying fuel oil to boiler. It is assumed steam has been raised using diesel oil, with all inlet and outlet valves to pumps and heaters open.

(1) When sufficient steam pressure is raised on a boiler to supply the

desuperheater system, commence supplying steam to the heating coil of the settling tank to be used. Open the heating coil drains valve to the bilge and the steam inlet valve. Check the drains for contamination and, if they are satisfactory, open the outlet valve to the drains cooler and close the valve to the bilge.

(2) As the temperature rises, check the tank for water. The temperature

would normally need to be around 50°C for good pumping conditions.

(3) Commence supplying steam to the in-use fuel oil heater. As above, open the drains to the bilge until it is certain they are uncontaminated, and then open them to the engine room drains cooler. Use the steam temperature control bypass valve to allow steam through the system slowly.

(4) As diesel fuel will be in the system, with the fuel oil pump taking

suction from the diesel oil service tank and diesel oil storage tank, ensure that the temperature in the heater does not rise above 50°C.

(5) When the line temperature rises to approximately 80°C, close the valve

207V, and open the valve of the heavy fuel oil system 205V (6) As the heavier fuel oil purges the system of diesel oil, the system

pressure will rise. Care should be taken to manually control the pump back pressure, and maintain it at a suitable level. The fuel oil heater inlet steam valve should be opened further to bring the line temperature to over 100°C, for good combustion.

(7) As the boiler was flashed using diesel oil, air will have been supplied as

the atomizing medium at the burner. Continue to use the air for this purpose until the system has been cleared of diesel oil.

Caution

At no time should atomizing steam be used in conjunction with diesel oil when flashing the boiler. Explosions with resultant injuries and damage could occur

(8) Open the atomizing steam valves on the 1.0MPa line from the boiler

desuperheater steam system. Open manually the atomizing steam valves on the burners not in use, and allow any condensation in the lines to be blown through. When it is certain that no water remains in the lines, slowly open manually the valves to the base burner, and shut off the atomizing air supply.

(9) With the base burner now being supplied by fuel oil with atomizing

steam, the boiler pressure can continue to be raised as the fuel pressure is increased.

(10) Start the viscorator unit, and shut the unit bypass valve. As the

viscosity reading rises to coincide with the fuel oil line temperature, set the control value, place the unit on automatic, and allow the temperature to be on auto-control.

(11) Check and inspect all systems for leaks. Ensure all bypass valves are

closed, and that flow meters at the suction filter, and at the boiler fuel rail for the automatic combustion control system are operating.




TI

TI

TI

TI

GD

GasDetector

GDGas

Detector

TI

TX


TX

TX

PI

CI

TS

TXIAS

TXIAS

BCP

TI

TX

KeyFuel Oil Line

Drain Line


From SealAir Fan

From SealAir Fan

From SealAir Fan

LS

223BLS

225BLS

No.3 Burner214B

213B

LS214B

LS211B

LS

223BLS

225BLS


213B

LS214B

LS

LS

212B

LS

207B

223BLS

225BLS

221B

LS

To F.ODrain Tank

(Burner Coaming)

(Burner Coaming)

No.2 Burner LS214B

213B

LS214B

LS380B

216B

217B

216B

217B

216B

ControlAir

IAS

208B

292V

290V

252B

ORI-

28

ORI-27

390B

ORI-25

ORI-26

To N

o.4

Vent

Ris

er

218B

PIAHLIAS

ESAIAS

ESA

H LIAS

293V

291V

270V

274V

FX

DPX DPX

276V

275V

271V

272V

277V 273V

Furnace

From N2Generator

TX

TIAHLIAS

189B

189B

222BLS 242V 241V 285V 284V

(A)243V

ControlAir

IP

BCP

IAS

IAS220B

232B

279V

Plug

286VFI

PX

PS

PI

204B257B

PX

TSF.O Temp.

Low Trip

224B257B

PIALIAS

TIAHLIAS

PALIAS

TIIAS

DPAHIAS

PIAHLIAS

TI

TX

LS

223BLS

225BLS

No.3 Burner

214B

213B

LS214B

LS

211BLS

223BLS

225BLS

Base Burner

217B

214B

213B

LS214B

LS

LS

212B LS

207B

223BLS

225BLS

221B

LS

No.2 Burner

LS

LS

214B

213B

LS214B

216B

217B

216B

217B

216B

ControlAir

IAS

208B

267V

287V

252B

ORI-

24

ORI-

21

ORI-29

390B

ORI-23

ORI-22

218B

ESAIAS

ESA

H LIAS

269V

289V

258V

FX

DPX DPX

263V

259V

260V

Furnace

TX

TIAHLIAS

222BLS 239V 238V 282V 281V

(A)240V

ControlAir

IP

BCP

IAS

IAS220B

232B

278V

Plug

283VFI

PX

TSF.O Temp.

Low Trip

224B257B

TIAHLIAS

265V

264V

261V

PIAHLIAS

TIALHIAS

262V

Boil-offGas

NG-76 NG-75

G-3

3V

PI

PI190B

295VPX

PX

BCP

IAS

Viscosity Control

Temperature Control

217VPX

PS

208V

236V

BCP296V

PX

G-3

4V

253V

PS


Low Trip

F-46

V

221V

223V

234V

(A)

232V

233V

(A)

(A)

F-68

VF-

43V

F-66

V


To F.ODrain Tank

AFT H.F.O.Bunker

Tank (P)(353.5 m3)



AFT H.F.O.Bunker

Tank (S)(462.2 m3)


(535.5 m3)


F.O

Ret

urn

Pipe

(25

0A)

237V

218V

219V

Cont

rol A

ir

IP

215B

220V

212V

207V

F-14V

F-13V

214V

213V

215V

PI

CI


(12.6 m3/h x 2.8 MPa)


No.

2

No.

1

No.

1 Bo

iler

F.O

Hea

ter

(193

B)

194B

PI190B

222V

(A)

224V

No.

2 Bo

iler

F.O

Hea

ter

(193

B)

194B

191B 191B

245V

202V

204V

247V

375B

F.O Chamber

PX PIALIAS

22S(60 Mesh)

21S(60 Mesh)

Visc

orat

or



F-3V

203V

201V

F-1V

205V

211V

(A)

210V

(A)

FI

ForPerformance

Monitor

209V

DuplexPressureGauge


No.2 MainBoiler

[Boiler Hood Room]

No.1 MainBoiler

SF-2

230V

SF-1

231V

AFTSide Wall


From SealAir Fan

From SealAir Fan

From SealAir Fan

Gas

hea

der

(300

A)G

as h

eade

r (3

00A)

Pump Change Over

DPX

226V

227V

228V

229V



Press. Gauge

DPI

DPS

DPI

IAS

298V

(A)

297V

216V

PX

PI

PS 204B257BPIALIAS



(12) Open all master valves on fuel and steam lines to other burners. These can now be operated from the control panel as required.

2) To Circulate Fuel to Second Boiler

It is assumed that one boiler is already on line, using fuel oil and atomizing steam.

(1) Open slowly the fuel rail recirculation isolation valve for the second

boiler. This allows fuel oil to flow along the inlet rail to the three burners, and back to the pump suction.

(2) Open the instrument air supply to the fuel flow control valve. (3) Open the inlet and outlet valves to the rail flow meter, and reset the

emergency shut off valve, allowing fuel oil to the control valves. (4) With boiler ACC control on manual mode, slowly open the fuel oil

control valve until pressure is noted in the rail. Ensure that the fuel oil pressure on the in-use boiler is not affected by this operation.

(5) Check pressure gauges and thermometers for ongoing readings, and

bring the fuel temperature up to approximately 100°C to enable a satisfactory flashing process.

3) To Change to Diesel Oil Firing Prior to Shut Down

It is assumed both boilers are firing. This operation should be undertaken approximately 15 minutes before total plant shut down.

(1) Shut off steam lines and steam tracing line to the fuel oil settling

tanks and fuel oil heaters. (2) Maintain a close watch of the fuel oil temperature, and when this has

dropped to approximately 95°C, open the diesel oil tank outlet to fuel oil pump suction line valve.

(3) Open diesel oil supply valves and close the fuel oil valves to pump

suction from settling tanks. (4) Change over from atomizing steam supply to the boiler burners,

closing the steam valves, and replace with the atomizing air supply. (5) With the ACC system on manual control, ensure the pressure drop in

the fuel line with diesel oil now in use is compensated for by opening the fuel oil valves further.

(6) Change to the spare bank of both the fuel oil pump suction and

discharge strainers, to ensure both banks are flushed through with diesel..

(7) Change to the second fuel oil heater to ensure that this is also flushed through.

(8) Stop the in use pump, allowing the stand-by unit to be in use, and

flushed through. (9) After a few minutes, shut down one boiler. The action of stopping the

burner opens each burner rail recirculation valve, and allow it to recirculate for a short time. After a few moments close the main fuel oil shut off valve to the fuel oil rail. Do not leave the diesel oil recirculating to the boiler for longer than necessary, as the diesel oil will be recirculating to the fuel oil settling tank.

(10) Repeat operation for the second boiler, when steam supply is no

longer required. (11) Stop the pumps and close all fuel oil valves on the system.

4. Boiler Fuel Oil Temp Control

IAS

From Boiler F.OSupply Pumps

Steam

No.1 F.O.Heater

No.2 F.O.Heater

Small

Large

PID[Direct]

PV PV

<BC030>

ViscoCont.

TempCont.

OP

PID[Reverse]

<BC031>

<BC031I>F.O Heater Out Temp. Cont.

<BC081>F.O Temp. Cont. Valve(Small)

<BC080>F.O Temp. Cont. Valve

(Large)<BC030I>Boiler F.O Viscosity

OP

VT TT

0% 50% 100%

100%Small Large

BC080BC081

0%

OP

OP of BC010

To Boiler

IAS control boiler FO heater outlet temp by a PID controller (BC031) withsprit range function. There are two steam supply valves’ large valve(BC080) and small valve (BC081), and the PID controller controls thesetwo valves. When PV increase, OID controller decrease OP whileincreasing of PID output signal from 0% to 50%, will be opening the smallvalve from 0% to 100%, and while increasing of PID output signal from50% to 100%, the large valve will be opening from 0% to 100%. For thebackup of temp control loop, viscosity control(BC030) loop is also providedin IAS. PID controller is provided for visco control and output of thecontroller can be connected control valves of temp control loop. Selectionof controller (Temp / Visco) is done by a selector switch on a g display withbump less.raphic



BC027 BLR FO HTR OUT PRESS L 1.5MPa

BC0301 BLR FO HTR OUT VISCO H/L 35/8.75cSt

BC029 BLR FO HTR STRAINER DP H 0.1MPa

BC079I BLR FO HTR OUT TEMP H/L 145/95

6. Boiler Burner System IAS Display




TI

TI

TI

TI

GD

GasDetector

GDGas

Detector

TI

TX


TX

TX

PI

CI

TS

TXIAS

TXIAS

BCP

TI

TX

KeyFuel Oil Line

Drain Line


From SealAir Fan

From SealAir Fan

From SealAir Fan

LS

223BLS

225BLS

No.3 Burner214B

213B

LS214B

LS211B

LS

223BLS

225BLS


213B

LS214B

LS

LS

212B

LS

207B

223BLS

225BLS

221B

LS

To F.ODrain Tank

(Burner Coaming)

(Burner Coaming)

No.2 Burner LS214B

213B

LS214B

LS380B

216B

217B

216B

217B

216B

ControlAir

IAS

208B

292V

290V

252B

ORI-

28

ORI-27

390B

ORI-25

ORI-26

To N

o.4

Vent

Ris

er

218B

PIAHLIAS

ESAIAS

ESA

H LIAS

293V

291V

270V

274V

FX

DPX DPX

276V

275V

271V

272V

277V 273V

Furnace

From N2Generator

TX

TIAHLIAS

189B

189B

222BLS 242V 241V 285V 284V

(A)243V

ControlAir

IP

BCP

IAS

IAS220B

232B

279V

Plug

286VFI

PX

PS

PI

204B257B

PX

TSF.O Temp.

Low Trip

224B257B

PIALIAS

TIAHLIAS

PALIAS

TIIAS

DPAHIAS

PIAHLIAS

TI

TX

LS

223BLS

225BLS

No.3 Burner

214B

213B

LS214B

LS

211BLS

223BLS

225BLS

Base Burner

217B

214B

213B

LS214B

LS

LS

212B LS

207B

223BLS

225BLS

221B

LS

No.2 Burner

LS

LS

214B

213B

LS214B

216B

217B

216B

217B

216B

ControlAir

IAS

208B

267V

287V

252B

ORI-

24

ORI-

21

ORI-29

390B

ORI-23

ORI-22

218B

ESAIAS

ESA

H LIAS

269V

289V

258V

FX

DPX DPX

263V

259V

260V

Furnace

TX

TIAHLIAS

222BLS 239V 238V 282V 281V

(A)240V

ControlAir

IP

BCP

IAS

IAS220B

232B

278V

Plug

283VFI

PX

TSF.O Temp.

Low Trip

224B257B

TIAHLIAS

265V

264V

261V

PIAHLIAS

TIALHIAS

262V

Boil-offGas

NG-76 NG-75

G-3

3V

PI

PI190B

295VPX

PX

BCP

IAS

Viscosity Control

Temperature Control

217VPX

PS

208V

236V

BCP296V

PX

G-3

4V

253V

PS


Low Trip

F-46

V

221V

223V

234V

(A)

232V

233V

(A)

(A)

F-68

VF-

43V

F-66

V


To F.ODrain Tank

AFT H.F.O.Bunker

Tank (P)(353.5 m3)



AFT H.F.O.Bunker

Tank (S)(462.2 m3)


(535.5 m3)


F.O

Ret

urn

Pipe

(25

0A)

237V

218V

219V

Cont

rol A

ir

IP

215B

220V

212V

207V

F-14V

F-13V

214V

213V

215V

PI

CI


(12.6 m3/h x 2.8 MPa)


No.

2

No.

1

No.

1 Bo

iler

F.O

Hea

ter

(193

B)

194B

PI190B

222V

(A)

224V

No.

2 Bo

iler

F.O

Hea

ter

(193

B)

194B

191B 191B

245V

202V

204V

247V

375B

F.O Chamber

PX PIALIAS

22S(60 Mesh)

21S(60 Mesh)

Visc

orat

or



F-3V

203V

201V

F-1V

205V

211V

(A)

210V

(A)

FI

ForPerformance

Monitor

209V

DuplexPressureGauge


No.2 MainBoiler

[Boiler Hood Room]

No.1 MainBoiler

SF-2

230V

SF-1

231V

AFTSide Wall


From SealAir Fan

From SealAir Fan

From SealAir Fan

Gas

hea

der

(300

A)G

as h

eade

r (3

00A)

Pump Change Over

DPX

226V

227V

228V

229V



Press. Gauge

DPI

DPS

DPI

IAS

298V

(A)

297V

216V

PX

PI

PS 204B257BPIALIAS



2.6.4 Boiler Fuel Gas Service System 1. General Description The fuel gas is normally supplied to the three burners of each boiler from the cargo tanks via the L/D gas heater and L/D compressor. The combination burner burns the fuel-oil/gas inside the furnace and its burning mode is changed through fuel-oil only, gas only , dual mode etc according to the boiler operating condition. Pressurised N2 is provided for eliminating remaining fuel gas from the fuel gas pipeline when fuel gas burning is automatically stopped. The gases mixed with N2 and fuel gas are released via the vent master of No.2 cargo tank and the purging function sequence is as follows;

Master N2 purge Gas header N2 purge Burner N2 purge

To enable the gas to be supplied to the boilers from cargo tanks, the following equipment is provided:

Two Low duty (LD) compressors. Two Boil-off / Warm-up heaters. One steam-heated forcing vaporizer.

The L/D compressor discharges fuel gas through the gas heater where the temperature is regulated with two flow control valves, allowing the gas to pass through or by-pass the heater. The master gas valve is provided to isolate the engine room gas burning system from cargo part in case emergency operations such as the emergency Shut Down System (ESDS) activate. The fuel gas from the master gas valve is led to the boiler gas header via each boiler gas valve (211B) and the burner gas valves (214B); these two valves on each burner form a double shut-off between gas header and furnace. Gas flow control valve (208B) controls gas flow by fuel demand signal from the boiler ACC. In the master N2 purge to vent sequence, the piping from the master gas valve outlet to each boiler gas valve (211B) inlet is internally N2 purged for 60 seconds. In the gas header N2 purge to vent sequence, the piping from the boiler gas valve (211B) outlet to the gas burner valve (214B) inlet is internally N2 purged for 35 seconds. In the gas burner N2 purge to vent sequence, the piping from the burner gas valve (214B) outlet to the gas burner nozzle is internally purged for 15 seconds.

2. Gas Burner Operation

1) Open the instrument air supplies to the control valves and piston valves and confirm its operating condition.

2) Operate one of the boil-off leak gas extraction fan and the other one on

stand-by condition. 3) Open Master Gas Valve

Pressing the Master Gas Valve “Open” pushbutton causes the valve to open, When the master gas valve opens, the master N2 vent valve closes 10 seconds afterwards.

4) Open Boiler Gas Valve

Pressing the boiler gas valve “Open” PB causes the valve to open. When the boiler gas valve opens, the header N2 vent valve closes after 5 seconds. This is to replace existing N2 gas in the boiler gas header piping by boil-off gas and to fill the line with boil-off gas. Thereafter, the boiler will be in the gas burning stand-by state.

5) Open the burner gas valve (214B) for the base burner

Before starting gas burning, prepare the LD gas compressor, High & Low duty heaters and related systems. Initial gas burner starting should be done under free-flow conditions without the LD compressor running. The start of the gas burner may be conducted at the BGB and manually or automatically at the ECR.

6) Check & confirm temperature control function of gas heater. 7) Increasing the Number of Gas Burners as required. 8) Checked the L/D compressor and run it if required. 9) Checked and confirm burning condition and gas leakage etc.

Note

If the Gas Master Valve and the boiler gas valve stays in the shut-off condition (“Close” button lamp flashes) and the valve will not open even though the “Open” button is pressed, the interlock is engaged and must be reset to the normal condition in accordance with the boiler gas shut-off routine.



BC093 FUEL GAS COMM LINE PRESS H/L 70.0/10.0kPa

4. Boiler BMS System IAS Display



Illustration 2.6.5a IGG and Incinerator Fuel Oil System

302V

Key

Drain Line

Air Line

Diesel Oil Line

Waste Oil Line

Fresh Water Line

Inert Gas Line

Sea Water Line

Inert GasCooler

2032

From S.W Supply(For Ballast System)

From F.W Supply(For Rinsing)

Blower 1

Blower 2

M

2040

S

2042

1506

S

1509

PI2037 2038

2041

1507

PS

1058

L

1053PI

1054

1055

PI10031013

1012

To F.ODrain Tank

I.G.G D.O Pump(1,460 L/H x 2.5 MPa)

From ControlAir System

WashingCoolingTower

Combustion Chamber

Pilo

t Bu

rner

Main Burner

CI

CI

PI

PI

Upper Deck

To H.F.OOverflow Tank

Em'cy G/E Room

To M.D.OPurifier

32V

(A)

25V

37V

34V

(A)

(A)

(32 Mesh)

M.D

.O T

rans

fer

Pum

p(3

0 m

3 /h

x 0.

45 M

Pa)


(2 m3/h x 0.25 MPa)

To M.D.OStorage Tank

29V36

V


(30 m3)


2SG

1SG


(70 m3)

LS

IAS

78V

39V

48V

(A)

(A)

Em'cy G/EM.D.O Tank

2S(32 Mesh)

3S


(Burner Atomizing Steam)

31SG

62V

4V

1052105110021001 10051004

2103S

2105

S

From 0.9 MPaService Air

PI

306V

(A)

To OilyBilge Tank

To OilyBilge Tank

To F.ODrain Tank

Service Tank(1.5 m3)

No.1 IncineratorWaste Oil

308V

305V

From Waste OilTransfer Pump

TS

TS

LS

LS

L

H

H

L314V

309V

(Overflow)

No.2 IncineratorWaste Oil

Service Tank(1.5 m3)

TS

TS

LS

LS

L

H

H

L320V

Mill Pump(26 m3/h x0.04 MPa)

PI303V

CI

LS

For PumpStop LS

LS

For PumpStop

301V

MS PS

PS

TC

MS

LS LAHIAS

LS LALIAS

Incinerator M.D.OService Tank

(2.0 m3)315V

316V

317V

307V

313V

310V

From L.O BunkeringStation (S)

Drain

From Oil MistChamber /

Header Drain

304V

318V

319V

321V

322V LS323V

324V

SS

SS

ControlPanel

PrimaryBlower

Incinerator(ABT. 700,000 kcal/h)



2.6.5 IGG and Incinerator Fuel Oil System 1. General Description The I.G.G system use diesel oil as its operating fuel supply. The incinerator use diesel oil as its operating fuel supply. The DO is bunkered to the IGG DO service tank via a line running from the manifold, which can be supplied from either barge or shore installation. The emergency diesel generator service tank is supplied oil by MDO transfer pump and IGG MDO service tank supplies the I.G.G system by direct suction from the tank through a remote operating quick closing valve. The Incinerator MDO service pump take suction from the G/E MDO service tank and supplies to incinerator MDO service tank. The MDO can also be mixed with the waste oil to the incinerator (306V), both to flush through the suction line to the unit and to lower the viscosity of the oil to be incinerated. The incinerator waste oil tank is fitted with gauge cocks to monitor the level, remote operated quick closing valve on the suction and overflows to the oily bilge tank. The incinerator waste oil tank is also fitted with high and low level alarms. 2. System Capacities

IGG MDO Service tank 70 m3 Incinerator MDO service tank 2.0 m3 No.1 Incinerator Waste Oil Tank: 3.0 m3

No.2 Incinerator Waste Oil Tank: 3.0 m3 Incinerator: Hyundai-Atlas Model: MAXI 150SL-1WS Type: Sludge oil & solid waste burning Cap: 700,000Kcal/h

3. Operating Procedures To Supply MDO to Emergency Generator Service Tank

1) Check the G/E MDO service tank for water through the spring self-closing valve and open the remotely operated quick closing valve 29V

2) Open the Incinerator MDO service pump inlet and outlet valve 37V,

48V and close 39V, and vent off any air in the suction strainer.

3) Set the service pump relief/by-pass valve to approximately half open and start the pump.

4) When the pump is operating satisfactorily, adjust the relief valve to the

correct discharge pressure. 5) Ensure that the service tank gauge glass valves are open, and monitor

them as the level rises. Stop the pump when the required level is reached. 5. Incinerator Fuel System IAS Display



Illustration 2.7.1a Main Turbine Lubrication Oil System

PITI

PITI

PITI

PITI

CI

PXPI

PI

DPIPI PX

TX

TIAHLIAS

H.PTurbine

L.P Turbine

Aste

rn T

urbi

nePI PI

TX TX

TI

TI

TX

TI

PS PS

Key

Drain LineAir Line

Lubricating Oil LineMain L.O Sump Tank

(65 m3)

LX

LALIAS

LIAHLIAS

LS

LS

DPX

TIAHIAS

TIAHIAS

TXTIAH

Main ThrustBearing Pad

IAS

TIAHIAS

TIAHIAS

FLG

Auxiliary L.O Pump(170 m3/h x 0.3 MPa)

Main ThrustBearing L.O

Out

Main ThrustBearing

Main ThrustBearing

No.2 No.1

204V

PI

TI

TITIAHIAS TI

TI

TI TI

PI20

3V

(20 Mesh)

FlowChecker

On P.G.B.

CIOn P.G.B.

Main L.O Pump(Turbine Driven)(170 m3/h x 0.3 MPa)

Dry Air SupplyManifold

To L.OSumpTank

IAS

Open Sett.Press. 0.1 MPa

IAS

IP

ControlAir

To H.P Turbine& L.P Turbine

TX

TIAHIAS

TX TIAHIAS

TX TIAHIAS

TXTIAHIAS TX

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TX

TIAHIAS

TX

TIAHIAS

TX TIAHIAS

DPIAHIAS

PIAHIAS

PI

PXPIALIAS

OnP.G.B.

From L.OService Line

Control Oil Pump(2.4 m3/h x 1.5 MPa)

Astern GuardValve Operating

Mechanism

Ahead NozzleValve Operating

Mechanism

To Bilge Well

To L.O Drain Tank

(Wat

er D

rain

)

L.OTemp.ControlValve

CI PX

PIAHIAS

216V

(F)

215V

(F)

218V

217V

214V

(F)

212V

(F)

ControlAir

0.9 MPaControl Air

Main L.OAuto Back FlushingFilter (20 Micron)Sludge

Collector

IP

TX

IAS 213V

(F)

No.

2 L.

OCo

oler

No.

1 L.

O C

oole

r

IntermediateBearings

No.2 No.1

Dehumidifier

ReactivationAir In Reactivation

Air Out

To be Located Far AwayFrom React. Air Outlet

To L.ODrain Tank

205V

LX LIALIAS

224V

206V

Main L.OGravity Tank

(25 m3)

207VORI-21

208V

209V

V-4VNear M.L.O

Gravity Tank

This filling line to be providedAcc. to building spec. para 5.13.8.2

For Initial Filling(Normal Close)

AsternManeuvering Valve

OperatingMechanism

201V

226V

(F)

202V

227V

(F)

DPS

DPS

DPLASIAS

220V

219V

ControlOil Tank



2.7 Lubricating Oil Systems 2.7.1 Main Turbine Lubricating Oil System 1. General Description Lubricating oil is delivered to the main turbine bearings and double reduction gearing through a system which ensures the continuity of supply of high quality oil. Two electrically driven pumps, arranged in main and stand-by configuration and one shaft driven pump, draw oil from the main turbine sump tank and discharge into a common line. The shaft driven pump has a filter in its suction line. During normal full-away operations, at over 90% full ahead revolutions, the discharge pressure from the shaft driven pump is sufficient to supply the system. At these rev/min, a signal from the main turbine control unit stops the running auxiliary lub-oil pump, without starting the stand-by pump, and places the stopped pump as first start stand-by. Reducing the turbine speed below the 90% full rev/min, initiates the start of the first stand-by auxiliary electrically driven pump, without sounding any alarm. If, for any reason, there should be a further reduction in lub-oil pressure, the other electrically driven auxiliary pump will cut in. To ensure the shaft driven pump picks up suction as the engine revolutions rise, oil from the auxiliary pump discharge line passes through an orifice to keep a continuous oil pressure to the shaft driven pump suction. The system pressure is maintained constantly at around 0.3MPa by a pneumatic control valve fitted after the line filters. This allows excess oil pressure to be vented back to the sump tank. Oil from the main line is used as a control medium for the main turbine manoeuvring block operating mechanism. Oil from this line is also fed through an orifice plate to the emergency trip valve, which will allow the oil to return to the sump, thereby closing the manoeuvring valve and stopping the turbine. Two lub-oil coolers (main and stand-by), and the associated control system, regulate the temperature of the oil under normal operating conditions. A three way control valve allows oil to pass through or bypass the in-use cooler to maintain a cooler outlet temperature of approximately 40°C. The coolers are of the plate type and are cooled by water from the fresh water cooling system. The oil then passes through an orifice plate, which reduces its pressure, and a line is led to the bottom of the gravity tank, which is constantly fed to overflow back to the sump. A visual check of this overflow can be observed through a sight glass in the line.

In the event of the failure of pressure supplies to the main turbine lub-oil system, the flow of oil from the bottom of the gravity tank reverses and the positive head of oil in the tank, is supplied through a non-return valve to the bearings and gears. The oil passes through another orifice plate and flows to the turbine and gearing bearings and the reduction gear oil sprays. A separate line leads the oil to the two intermediate shaft bearings. All the oil from the bearing and gearing supplies is returned to the sump. To maintain system purity, in addition to the in-line filtration provided, the oil in the sump is circulated through the lub-oil purifier system. 2. Capacities and Ratings

Shaft Driven Lub-Oil Pump: HHI Mitsuibishi No. of sets: 1 Capacity: 170 m3/h Total pressure: 0.3MPa Auxiliary Lub-Oil Pumps Shinko No. of sets: 2 Type: Vertical centrifugal Capacity: 170 m3/h Pressure: 0.3MPa

Lub-Oil Coolers: Alfa Laval No. of sets: 2 Type: SUS PLATE Capacity: 760,000 kcal/h

3. Operating Procedures To place the main turbine Lubricating oil system into service.

1) Verify the system’s integrity. Check the level of oil in the main turbine sump and top up as required.

2) Under cold operating conditions, it may be necessary to increase the

sump oil temperature by use of heating steam.

Note Depending upon service requirements, a certain degree of heating can be achieved by the circulation of the sump through the lub. oil purifier system.

3) Select and line up the duty auxiliary lub-oil pump. Ensure cooling water

is operating through the lub-oil cooler to be used.

4) Supply instrument air to the pressure control valve and the cooler three-way bypass valve. Check the operation of both units on manual control and, when satisfied, return to automatic.

5) Start the pump; vent off the system at the filters and selected lub-oil cooler. 6) If the gravity tank level is low, open the valve 208V(NC) and fill the tank

until oil is seen at the overflow line sight glass. Shut the valve, and ensure that overflow continues.

7) Line up the stand-by auxiliary lub-oil pump and, when operational

conditions permit, check the auto changeover of the unit. 8) With the system in operation, visually check all sight glasses on gearing and

bearings. Check that local and remote thermometers and pressure gauges are reading correctly.

4. Normal Operation

1) With the lub-oil system in use, the turbine itself can be brought back into operation and the turning gear operated.

2) With the engine at over 90% of its full sea rev/min, ensure the in use

auxiliary lub-oil pump stops and the pressure in the system is maintained by the shaft driven pump.

3) Similarly, when speed is reduced, ensure the auxiliary pump cuts-in and

provides the system oil pressure. 4) When operational requirements permit, test the system alarms to prove all is

satisfactory. 5) Monitor the system filter units and the operation of the auto back-flush unit.



Illustration 2.7.1a Main Turbine Lubrication Oil System

PITI

PITI

PITI

PITI

CI

PXPI

PI

DPIPI PX

TX

TIAHLIAS

H.PTurbine

L.P Turbine

Aste

rn T

urbi

nePI PI

TX TX

TI

TI

TX

TI

PS PS

Key

Drain LineAir Line

Lubricating Oil LineMain L.O Sump Tank

(65 m3)

LX

LALIAS

LIAHLIAS

LS

LS

DPX

TIAHIAS

TIAHIAS

TXTIAH

Main ThrustBearing Pad

IAS

TIAHIAS

TIAHIAS

FLG

Auxiliary L.O Pump(170 m3/h x 0.3 MPa)

Main ThrustBearing L.O

Out

Main ThrustBearing

Main ThrustBearing

No.2 No.1

204V

PI

TI

TITIAHIAS TI

TI

TI TI

PI20

3V

(20 Mesh)

FlowChecker

On P.G.B.

CIOn P.G.B.

Main L.O Pump(Turbine Driven)(170 m3/h x 0.3 MPa)

Dry Air SupplyManifold

To L.OSumpTank

IAS

Open Sett.Press. 0.1 MPa

IAS

IP

ControlAir

To H.P Turbine& L.P Turbine

TX

TIAHIAS

TX TIAHIAS

TX TIAHIAS

TXTIAHIAS TX

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TIAHIAS

TX

TX

TIAHIAS

TX

TIAHIAS

TX TIAHIAS

DPIAHIAS

PIAHIAS

PI

PXPIALIAS

OnP.G.B.

From L.OService Line

Control Oil Pump(2.4 m3/h x 1.5 MPa)

Astern GuardValve Operating

Mechanism

Ahead NozzleValve Operating

Mechanism

To Bilge Well

To L.O Drain Tank

(Wat

er D

rain

)

L.OTemp.ControlValve

CI PX

PIAHIAS

216V

(F)

215V

(F)

218V

217V

214V

(F)

212V

(F)

ControlAir

0.9 MPaControl Air

Main L.OAuto Back FlushingFilter (20 Micron)Sludge

Collector

IP

TX

IAS 213V

(F)

No.

2 L.

OCo

oler

No.

1 L.

O C

oole

r

IntermediateBearings

No.2 No.1

Dehumidifier

ReactivationAir In Reactivation

Air Out

To be Located Far AwayFrom React. Air Outlet

To L.ODrain Tank

205V

LX LIALIAS

224V

206V


(25 m3)

207VORI-21

208V

209V

V-4VNear M.L.O

Gravity Tank

This filling line to be providedAcc. to building spec. para 5.13.8.2

For Initial Filling(Normal Close)

AsternManeuvering Valve

OperatingMechanism

201V

226V

(F)

202V

227V

(F)

DPS

DPS

DPLASIAS

220V

219V

ControlOil Tank



5. Main Turbine Lube Oil Temperature Control

IAS

Main L.O Sump Tank

2 1 Aux. L.O Pump

Main L.OCooler

To M/T

PID[Reverse]

PV SP45

<MT070>

OP

<MT070I> <MT076><MT071I>

ManualChangeover

1-TX-1/23M/T Main L.O Temp.

Main L.O InletCont.

0%(4 mA)

100%(20 mA)

100%

0%

ValvePosition

Control Output

Regulate temperature of main turbine lub. oil is done by manipulating 3 way control valve automatically in accordance with measured main lube. oil cooler outlet temperature. One PID controller (MT070) with one output signal (MT076) is provided in IAS. Manual operation of control valve from IAS is available. The IAS provides one output signal to field elements (I/P converter). When PV increases, PID controller decreases OP and changes to cooler use side. In addition, as for the input signal used for control, dual sensor change processing is performed by manually. 6. Control and Alarm Settings


MT155 INT SHFT AFTBRG TEMP H 65

MT154 INT SHFT FWD BRG TEMP H 65

MT124 M/T HPT AFT BRG TEMP H 80

MT123 M/T HPT FWD BRG TEMP H 80

MT122 M/T HPT THR BRG TEMP H 80

MT099 M/T LPT AFT BRG TEMP H 80

MT098 M/T LPT FWD BRG TEMP H 80

MT100 M/T LPT THR BRG TEMP H 80

MT121 M/T M/THR BRG LO OUT TEMP H 60

MT070SW M/T MAIN LO TEMP H/L 54/34

MT143 M/T MAIN THR PAD BRG TEMP H 80

7. Main Turbine LO System IAS Display



Illustration 2.7.2a Stern Tube Lubricating Oil System

324V

322V

318V

PI CI

PI TI

Stern TubeL.O Tank

(180 Liter)

Stern TubeL.O Sump

Tank (5.4 m3)

#1 #2 #3 #5#4

TIAHIAS

S/T AFT

TX

TIAHIAS

S/T FWD

TX

PALIAS

Seal AirPressure

To be ArrangedDelayed Auction : 20 Sec.

PS

LALHIAS

LS

LALIAS

LS

(To

S/T

L.O

Inl

et)

(Air

in t

o AF

T Se

al f

or #

1-#

2)

(Below S/T L.O Tank Level)

(Fro

m S

/T

L.O

Out

let)

(Dra

in F

rom

#1,

#2)

(L.O Inlet)

(To #2, #3)

Key

Drain LineAir Line

Lubricating Oil Line340V

A-125V

341V

315V

345V

337V

347V

336V

L-51V

309V

PI TI308V

326V

Air ControlUnit

From FWD Seal ShaftCenter ABT. 1.7 m

From Control Air

From FWD Seal ShaftCenter ABT. -1~1m

From

FW

D S

eal S

haft

Cent

er A

BT. 1

m

From

FW

D S

eal

Cent

er 1

~2

m

Normal Level

From

Sha

ftCe

nter

1~

2 m

From

S/T

L.O

Tan

k Le

vel

Belo

w S

haft

Cent

er

FWDSealTank(15 L)

PI344V

306V305V

331V

329V

338V

339V

328V

332V Sett.0.25 MPa

330V

To OilyBilge Tank

To OilyBilge Tank

From Main L.OStorage Tank

Ster

n Tu

beL.

O C

oole

r

310V

311V

307V

335V

301V

302V

(100 Mesh)

31SNo.1

Stern Tube L.O Pump(1.0 m3/h x 0.25 MPa)

PI

PI PI

CI

303V

314V

304V

(100 Mesh)

32SNo.2

DPS

DPS

313V

FI

323V

LALHIASLSCap

To LocatedNear Flowmeter

With LockedOpen Device

To be RemovedAfter Seal Trial

This Valve to be Openedfor Air Line Flushing

To be slope

321V

DPI

DrainCollection

Unit

319V

AFTB.H.

333V

317V

31SG



2.7.2 Stern Tube Lubricating Oil System 1. General Description The Stern Tube Lubrication Oil (ST LO) system is provided to lubricate the stern tube and the stern tube seal system. The stern tube lube oil enters the stern tube at the bottom of the shaft through ST LO cooler by ST LO pumps and is discharged to ST LO tank. Then the oil flows to ST LO sump tank through the ST bearing. Two ST LO pumps are set up as a duty standby pail. Two differential pressure switches on the pump common discharge line is used to start the standby pump. One pump is selected as duty and the other one is standby. If the discharge pressure falls under set point value, the standby pump will start and duty pump runs until discharge pressure establishes. When auto change over function is activated by motor failure and differential pressure switch, manual stop from IAS or stop at local side, the standby pump will start and the duty pump will stop. A standby start alarm is announced in IAS. The stern tube lub-oil system is provided to lubricate the stern tube and the stern tube seal system. A stern tube lub-oil tank (180L capacity), supplies the stern tube lub-oil system. The tank is fitted with a sight glass to observe the level and also has a low level alarm fitted. There is a sight glass in the overflow line return to the stern tube lub-oil sump tank. The lub-oil is fed to the stern tube bearing through stern tube LO pump and the oil circulates between the shaft and aft bearings. The oil enters the stern tube at the bottom of the shaft and discharged at the top. The oil can then flow through either an overflow sight glass and return to the sump tank, or back to the stern tube LO tank. There are two stern tube lub-oil pumps; one being normally in use and the other on auto stand by. Should the discharge line to stern tube LO tank drop, the other pump will cut in. The pumps take suction from the stern tube lub-oil sump tank. This tank is topped up from the main LO storage tank. The tank is fitted with a level transmitter and high and low level alarms. There is a lub-oil cooler in the line to the stern tube LO tank, which is cooled from the fresh water cooling system. A by pass valve is fitted to the cooler, to both regulate the temperature and allow work to be carried out on the unit, if required. 2. FWD / AFT stern tube seal

Maker: JAPAN MARNIE TECHNOLOGIES Ltd. Type:

Forward stern tube seal STERN GUARD MK-II Aft stern tube seal AIR GUARD 4AS-B(3PIPING SYSTEM)

1) AFT SEAL

#0 Seal Ring#1 Seal Ring

#2 Seal Ring#3 Seal Ring

The Aft Seal consist of three major parts. (1) Four rubber seal rings and P-ring, (2) a metal housing holding the rubber seal rings, and (3) a liner which rotates together with the propeller shaft. The metal housing is made up, in the order from the stern frame side, of spacer, aft casing flange, aft intermediate ring A, B & C and a split-type seal cover & P-ring cover. Rubber seal rings are inserted between three metal rings, and bolted together. The clamp section of each seal rings are securely fitted to the metal ring’s inner circumferences and to the small grooves on the inner side of the metal rings, so that the clamp part is made rigidly oil-and-water-tight. Provide P-ring between seal cover and P-ring cover so protection against fishing nets. The material of the liner is highly resistant to corrosion and wear. 2) FWD SEAL

Transport Tool

Fwd Intermediate Ring

Fwd Seal Cover

Fwd Liner Fixing BoltClamp Ring

Fwd FlangeCasing

Fwd Casing Fixing Bolt

Stern FrameStern Frame

Fwd Liner

#4 Seal Ring

#5 Seal RingBack-Up Feature

"O" Ring

The Forward Seal consists of four major parts. (1) Two rubber seal rings, (2) a metal housing holding the rubber seal rings, (3) a liner which rotates together with the propeller shaft, and (4) a clamp ring which holds the liner. The metal housing is made up, in the order from the stern side, of casing flange, intermediate ring and seal cover. The metal rings of the Forward Seal are bolted together, so that the rubber seal rings can be readily clamped and assembled, similar as in the case of the aft seal. The material of the liner is used excellent wear-resistant and lip-lubricating properties. 3. Operating Procedures

1) Check the oil level in the stern tube sump tank and stern tube L.O tank; top up tanks if required

2) Open the pumps’ suction and discharge valves, and the inlet and outlet

valves on the cooler. Have fresh water cooling medium circulating through the cooler.

3) Start up one of the pumps, ensuring air is vented at the suction strainer. 4) Confirm the condition of the flow indicator and pressure gauge.

5) Fill the aft /fwd stern tube seal tank to the normal level and open inlet and

outlet valve of the aft stern tube system.

6) Confirm the stand-by pump selection on the IAS.

7) When operations allow, check all alarms on the unit to prove that they are operating satisfactorily.

Note

After the inspection of the seals in dry-dock, the stern tube must be filled at least 12 hours prior to flooding the dry-dock. A visual inspection of the seals is to be made to verify that they are oil tight. During the period, the shaft is to be turned periodically with the turning gear in order to change the position of the shaft in relation to the seal. 4. Control and Alarm Settings


SN001 S/T AFT NO.1 BRG TEMP HH/H 65/55

SN002 S/T AFT NO.2 BRG TEMP HH/H 65/55

SN003 S/T FWD BRG TEMP HH/H 65/55



Illustration 2.7.3a Lubricating Oil Transfer System

CI

PI

Main L.OSettling Tank

(80 m3)

Main L.OStorage Tank

(80 m3)31V

Main L.O SumpTank (65 m3)

L.O DrainTank (0.5 m3)

Key

Drain LineAir Line


Upper DeckOil Coaming

To IncineratorWaste Oil Settling Tank

Overflow Line

No.1 L.ODaily Tank(0.2 m3)



Clean OilTank

(0.6 m3)

(STBD)(STBD)(STBD)

33V

40V

35V

47V

52V

51V

48V

25V 26V

50V 22V

54V

23V 24V

27V

53V

49V

29V

15V

41V

38V

3V

36V

21V19V

42V

To Bilge ShoreConnection

LAHIAS

LS

32V

17V

39V

28V6V

7V

46V 43V45V 44V

Stern TubeL.O Sump

Tank(1.0 m3)

From Auxiliary L.O PumpDischarge Line Drain

From No.2L.O Purifier

To Stern TubeL.O Tank

34V

Generator TurbineL.O Storage Tank

(10 m3)

Generator TurbineL.O Settling Tank

(10 m3)12V

10V

LAHIASLS

LAHIAS LS

LALIAS LS

16V

Generator EngineL.O Storage Tank

(10 m3)

Generator EngineL.O Settling Tank(10 m3)2V

1V

LAHIASLS

5V

From No.2 MainL.O Purifier

To Oily Bilge Tank



From Hyd.Power UnitDrain

Surface Valvewith Handle

No.1 G/TL.O Sump Tank

20V

13V

37VLALIAS LS

No.2 G/TL.O Sump Tank

18V

1S(32 Mesh)

L.O Transfer Pump(5 m3/h x 0.4 MPa)

To OilyBilge Tank

To No.2 Main L.OPurifier Supply Pump

To Waste OilTransfer Pump

To No.1 Main L.OPurifier Supply PumpFrom Main L.O Purifier

Heater and Coaming DrainFrom Main L.O Gravity

Tank Coaming Drain

From Main Turbine L.O Cooler& Main Turbine L.O Coaming Drain

To F.ODrain Tank

LAHIASLS

LAHLIAS

LS

No.1 G/E L.OSump Tank

To No.2 MainL.O Purifier

Supply Pump

8V9V

To F.ODrain Tank

To C.W.Shut-off

Valve

To C.W.Shut-off

Valve

LAHLIAS

LS

No.2 G/E L.OSump Tank

(PORT) (PORT) (PORT)



2.7.3 Lubricating Oil Transfer and Purifying System 1. General Description The purifying and transfer system supplies bulk oil to the main machinery systems within the engine room, and facilitates the circulation of lub-oil through purifiers. Main storage and settling tanks are provided as follows:

- Main lub-oil storage tanks - Main lub-oil settling tank - Turbo generator lub-oil storage tank - Turbo generator lub-oil settling tank - Diesel generator lub-oil storage tank - Diesel generator lub-oil settling tank

The main storage tanks have facilities for direct filling from deck, and drop lines to the main consumer sump tanks. The settling tanks are located adjacent to their main storage tanks and, though it is possible to drop lub-oil from these tanks to the consumers, the valves joining them to the storage tank drop lines are normally locked shut. If it is required to transfer lub-oil from the settling tanks, this is normally done through the lines after the oil has passed through the purifiers. For safety, the drop valves from the storage and settling tanks are fitted with remotely operated quick closing valves. The lub-oil transfer pump is able to take suction from all the main storage and settling tanks, either turbine lub-oil or oil for the diesel engine. Other suctions available are as follows:

- Turbine generator sump tanks - Main turbine lub-oil sump tank - Diesel generator engine sump tanks

The pump is able to transfer the oil to any of the main storage and settling tanks and to deck through the tank filling lines. There are two lub-oil purifiers for the turbine oil systems; they are used primarily to circulate and purify the main turbine sump. They have options to purify the following:

- Main turbine oil sump and settling tanks - Turbine generator sump and settling tanks - Diesel generator sump and settling tanks

They discharge to the following:

- Main lub-oil settling tank - Main turbine sump tanak - Turbine generator lub-oil settling tanks - Turbine generator sump tanks

- Diesel generator lub-oil settling tanks - Diesel generator sump tanks

The main lub-oil purifiers are supplied through two electrically driven rotary feed pumps. The pump discharges can be crossed over so that either purifier can be supplied from either pump. The lub-oil is passed through a steam heater. Automatic operation of all the self-cleaning purifiers is program controlled, and a supply of fresh water provides seal, flushing and bowl operating water. The three-way solenoid operated inlet/bypass valves are operated under the same program. The drain/sludge from the purifiers is led to a sludge tank under the unit, which is emptied by the engine room sludge pump. Apart from the above mentioned main lub-oil tanks, which may be filled through transfer systems, daily using other tanks are provided. These are as follows:

- Clean oil tank : 1 of 0.6 m3 - LO daily tank : 3 of 0.2 m3


Main Lub-oil Purifiers: Samgong No. of sets: 2 Type: Automatic, Self-cleaning, Partial Discharge Capacity/Viscosity: 3,000 L/h SAE#30 at 40°C Main Lub-oil Purifier supply Pump: Taiko No. of sets: 2 Model: NHG-3MT Capacity: 3.0 m3/h Pressure: 0.3MPa Lub-oil Transfer Pump: Taiko No. of sets: 1 Model: NHG-5MT Capacity: 5.0 m3/h Pressure: 0.4MPa Main Lub-oil Purifier Heaters: Dong-Hwa Entec No. of sets: 2 Type: Shell & tube Capacity: 3.0m3/h x 40 / 85°C

3. Storage Capacity

- Main lub-oil storage tank : 80 m3 - Main lub-oil settling tank: 80 m3 - Main lub-oil sump: 65 m3

- Turbine generator lub-oil storage tank: 10 m3 - Turbine generator lub-oil settling tank: 10 m3 - Diesel generator engine lub-oil storage tank: 10 m3

- Diesel generator engine lub-oil settling tank: 10 m3 - S/T lub-oil sump tank: 1.0 m3

4. LO Transfer System IAS Display


1) To Fill Lubricating Oil (1) Check and record the level in the tank to receive the oil.

Check the specification of oil being supplied.

(2) Inspect the bunker connections, ensure that the area is clean and the save-alls are secure to receive any leakage. Remove the blinds and connect the hose at the manifold. Commence filling, checking for leakage and monitoring tank levels.

(3) On completion, re-check tank levels and record. Disconnect the hose

and refit the blind. Contain and clear any spillage. Record the amounts received and that are now on board.



Illustration 2.7.3b Lubricating Oil Purifying System

CI

PI

No.2 Main L.O PurifierSupply Pump

(3 m3/h x 0.3 MPa)

TI TI

To T.C.V(T-417V)

Key

Drain LineAir Line


No.2 MainL.O Purifier(3,000 L/H)

To OilyBilge Tank

No.2 L.O PurifierHeater

TAHL

PI

To T.C.V(T-413V)

TX

To L.ODrain Tank

To Waste OilTransfer Pump

From G/E L.O Sump Tankor G/E L.O Settling Tank

124V

(A)

108V

125V

127V

(A)

(A)

105V

(A)

115V

104V

106V

(A)

S S

11S(32 Mesh)

Sludge Tank(10 m3)

129V

CI

PI

No.1 Main L.O PurifierSupply Pump

(3 m3/h x 0.3 MPa)

TI TI

No.1 MainL.O Purifier(3,000 L/H)

No.1 L.O PurifierHeater

TAHL

PI

To G/E L.O Sump Tank

To G/E L.O Settling TankL-41VTo G/T L.O Settling Tankor Main L.O Settling Tank

To G/T L.O Sump Tank

To Main L.OSump Tank

TX

LSLS

From Main L.O Sump Tank or Main L.O Settling tankor Main L.O Storage Tank or S/T L.O Sump Tank

From G/T L.O Sump or G/T L.O Settling Tank

109V

123V

(A)

(A)

122V

107V

119V

102V

101V

121V

(A)

(A)

12S(32 Mesh)

0.9 MPa Air

118V

110V

L-42V

112V

128V

(A)

126V

(A)

130V

WDLM

MM

DD

WDLM

MM

DD

114V

PurifierWork Bench

LAHIASLS

120V

(A)

116V



2) To Drop Lub-oil from Storage Tanks to Sumps and Services

(1) Check oil in the storage tank for water contamination, draining as necessary.

(2) Check levels in both the storage tank and the receiving tank. Check

all branch valves from the drop line are closed, then line up the valves between the tanks, leaving the local receiving tank valve closed until ready to commence the drop.

(3) Monitor the tank levels, stopping the drop at the required level

Record the amount of oil transferred. 3) To Use the Lub-oil Transfer Pump

As the transfer pump can be used to pump oil from many tanks and systems, great care must be taken to ensure the valves are open only on the lines required to be used, and that all other valves are closed.

(1) Ensure that all inlet and outlet valves on the pump are closed. Check

lines through which the oil is to be transferred and that all valves on branch lines are closed, both on the suction and discharge side of the pump.

(2) Line up the suction side of the pump, ensuring that only the valves

on the line from which the pump is to take suction are open. (3) Line up the discharge side of the pump, ensuring that only the valves

on the line to which the pump is to discharge are open. If to be discharged ashore, check that the line blind is removed and that the connection of the hose is satisfactory.

(4) Monitor the tank level before, during and after the transfer. When

given authority, start the pump, check the discharge pressure and inspect lines for leakage.

(5) On completion of transfer, stop the pump and shut down the system,

ensuring that all valves are closed. Return all blinds removed or spectacle pieces turned back to their normal positions.

(6) Contain and clear any spillage. Record all tank levels and amounts

transferred.

4) To Purify the Lub-oil

(1) Open the shut-off valve in the product feed line. (2) Switch on the motor. (3) Open the stop valve in the product discharge.

(4) Switch on the control unit.

(5) Check that the operating mode selected on the control unit corresponds

(6) Start the program. (7) After the feed valves have automatically opened. - Set the backpressure in the product discharge to approx. 0.15MPa - Adjust the desired throughput - When necessary, correct the backpressure in the product discharge. (8) Check the discharges for solids and dirty water.



LO022 MAIN LO SUMP TK LEVEL H/L 2.65/0.48m

LO023 MAIN LO GRAVITY TK LEVEL L 0.45m

7. LO Purifier System IAS Display



Illustration 2.8a Engine Room Bilge System

PICI

UpperDeck

CI

PI

CI

PIPSAuto

Stop

From Engine Room Toilet DrainFrom Incinerator W.OServ./Sett. Tank Drain

From Burner Coaming &Cleaning Bench Drain

From Incinerator W.OServ. & Sett. Tank Overflow

Stern TubeCooling

Fresh WaterTank

AFTBilge Well

Middle BilgeWell (STBD)

AFT Peak Tank

From Inspection Tank

From S/G Room OilCoaming Drain

From S/T L.O Pump & TankCoaming Drain

From Steam Line Drain

Cofferdam

From Main L.O Purifier Pump &L.O Trans. Pump Coaming Drain

From F.O Drain TankWater Drain

From I.G.GOverboardLine Drain

From Main L.OCooler F.W Drain

From AtmosphericDrain Tank Drain

7V

68V

92V 93

V

91V

53V

76V

40V

58V

From M/T Gland Steam

From Soot Blower Steam Drain

From Aux. Cond. S.W Drain

To No.1 Ballast Strip. EductorDriving S.W Supply

To No.2 Ballast Strip. EductorDriving S.W Supply

No.1 Main CoolingS.W Pump

Em'cy BilgeSuction

From Atmos. Cond. Drain

94V

Oily Bilge Tank(30 m3)

Bilge Holding Tank(100 m3)

Clean Drain Tank(30 m3)

Steering Gear Room

62V

61V59

V

41V

45V

(A)

(A)

37V

(A)

49V

(A)

36V

(A)

To OilyBilge Tank

23V

21V

(A)24V 29V

34V

46V

33V 44V

SF-2

LS LAHIAS

LS

LAHIAS

LS

LAHIAS

LS

LAHIAS

From L.O Trans. Pump

From L.O Drain Tank

From Sludge Tank

To Incinerator W.OService Tank

S

60V

50V

38V

96V 90V

2S

Engine RoomBilge Pump(10 m3/h

x 0.4 MPa)

PSAutoStop

1S

Waste OilTransfer Pump

(5 m3/h x 0.4 MPa)

56V

55V

PI CI

Water Spray Pump(850 m3/h x 110 MTH)

Fire Line Pressure Pump(2 m3/h x 50 MTH)

(P) (S)Shore Connection

LS

LAHIAS

6R

Thrust BearingRecess

1R 4R

19V 73V

Middle BilgeWell (PORT)

LSLAHIAS

LSFor E/R Bilge P/PAuto Start/Stop

LSFor E/R Bilge P/PAuto Start/Stop

SControlAir

LS

5M

17V

To Water Spray

BA-4

3

54V

3V

77V BA-42 BA-41

To Recess (FWD)

PI CI

Bilge, Fire & G/S Pump(245/150 m3/h x 30/115MTH)

To DistilledPlant S.W

Feed Pump

From SootCollecting Tank

Soot Collect TankEductor (23 m3/h)

No.1

No.2

LowSea Chest

S-15

7V

HighSea Chest

FromIAS

LSM10

1V

S-2S

(F)

S-15

6V

FromIAS

LSM10

5V (F)

97V

(F)

14V

(F)

1V

47V

10V

6V

4V

(F)

(F)

PI CI

2V

11V

7V

5V

86V

88V

89V

95V

16V

BF-111

ORI-2Floor

(PORT)

BF-105

ORI-8

Upper Deck (P)

BF-9

4

2nd Deck(PORT)

BF-109ORI-44th Deck(PORT)

BF-107ORI-63rd Deck(PORT)

BF-104

ORI-9Casing(STBD)

BF-128 ORI-13 3rd DeckNear Escape Trunk

BF-108

(A)

(A)ORI-5

3rd Deck(STBD)

BF-106 ORI-72nd Deck(STBD)

BF-112 ORI-1Floor

(STBD)BF-130 ORI-11Floor

Near Escape Trunk

BF-129 ORI-124th Deck

Near Escape Trunk

BF-110 ORI-34th Deck(STBD)

PIIASPX

64VPI

FWD BilgeWell (PORT)

3M

2M

LS

LAHIAS

15V

S-104V

43V

(A)

85V

(A)

FWD BilgeWell (STBD)

1M

LS

LAHIAS

CI

PIPSAuto

Stop

70V25V

3S (24 Mesh) (24 Mesh)(24 Mesh)

Oily BilgePump

(5 m3/h x 0.4 MPa)

72V

LS

LAHIAS

5R

Turbine Recess(AFT)

LS

LAHIAS

2R

TurbineRecess(FWD)

6M

ORI-

10

SControlAir

LS4M18V

LS

LAHIAS

To Sew. Treat. Plant& Sew. Collect. Tank

From MainCondenserDrain

28V

26V

39V

Bilge Primary Tank(5 m3/h)

Oily Bilge Separator(5 m3/h)

82V 81V

80V

79V

83V

32V

SG-1LS

PI

Electric HeaterPower

FloatingTank

MixingTank

S

PI Sep.Tank

SS

BilgeAlarm

15 ppm

ControlPanel

NACH(20 L)

EmulsionBreaker(20L)

S

Key

Drain Line

Air Line

Fresh Water Line

Bilge Water Line


Sea Water Line

From F.WHyd. Unit

ForSampling

From0.9 MPaControl

Air

20V

LS

LAHIAS

3R

Scoop InletRecess

Valve (S-13V)

69V

S-1S

84V

From F.W Tank (S)(For Rinsing Water for Water Spray)

9V

66V

65V

A-215V

42V

67V

BG-30 BG-31

D-56V



2.8 Bilge System

Discharge of Oil Prohibited The Federal Water Pollution Control Act prohibits the discharge of oil or oily waste into or upon the navigable waters of the United States or the waters of the contiguous zone if such discharge causes a film or sheen upon or a discolouration of the surface of the water or causes a sludge or emulsion beneath the surface of the water. Violators are subject to a penalty.(USCG Rule # 155.445)

1. General description There are five main bilge wells in the engine room. These can be pumped out by one or more of the engine room bilge pumps, namely the Bilge Pump & Bilge,Fire & G/S Pump (for emergency flood clearance only), E/R Bilge Pump and Oily Bilge Pump. Note that normally the bilge wells would be pumped by the E/R Bilge Pump to the Holding Tank The bilge holding tanks are as follows:

- Oily bilge tank (30.0 m3) - Bilge water holding tank (100.0m3) - Clean Bilge Tank(30.0 m3)

Valve Drain to the Oily Bilge Tank From Incinerator W.O service tank drain

From Burner coaming & cleaning From Incinerator W.O service tank overflow

76V

From S/G room oil coaming drain From Main LO puri. pump & LO trans. pump

coaming drain 40V From S/T LO pump & tank coaming drain

53V From FO drain tank drain

60V From Oily bilge pump & Bilge primary tank coaming drain

38V Oily bilge from Oily Bilge Separator or Bilge Primary tank overflow

From Oily bilge separator coaming drain 50V

From Oily bilge separator out oil

93V From E/R bilge pump & Waste oil trans. pump coaming drain

The oily bilge tank is filled with drains and/or oily residues from the oily water separator, as well as any oily water which may be directed from incinerator waste oil tank, burner cleaning device and E/R bilge pump and waste oil transfer pump coaming. This tank is normally emptied by the waste oil transfer pump and can be transferred to shore installations through the deck shore

connection, or to the No.1 waste oil service tank and No.2 waste oil service tank

Drain to the Bilge Holding Tank - From E/R toilet drain

71V From Inspection tank

68V Bilge water from Oily Bilge Separator or Bilge Primary tank overflow

The bilge water holding tank accepts drains from Inspection tank, E/R toilet drain and bilge wells. E/R bilge pump is sending oily water from bilge wells to the bilge primary tank. Clean water which is separated in the bilge primary tank is sent to the bilge holding tank. Bilge holding tank is pumped out using Oily bilge pump and transferred through the bilge water separator unit, before passing overboard.

Drain to the Clean Bilge Tank 94V From steam line drain

From aux. cond. SW drain Form soot blower steam drain

From atmos. cond. drain 58V

From M/T gland steam 90V From atmos. drain tank drain 96V From main LO CLR FW drain

The clean bilge tank accepts drains from steam line drain, soot blower steam drain, etc. Clean bilge tank is pumped out using No.2 Fire, bilge & G/S pump and transferred directly out of ship There are five main bilge wells in the engine room as follows:

- Port and starboard forward - Port and starboard middle - Aft well

The port and starboard forward bilge wells are fitted with high level alarms, and all of the bilge well can be pumped out by direct suction through Bilge, Fire & G/S Pump. The port and starboard mid bilge wells are fitted with a high level alarm and level switch. The aft bilge well collects drains from the save-alls in the steering gear room, F.W tank (P & S) and Dist. Water tank (P & S) which can be emptied into the well through spring loaded valves. The aft well has a high level alarm fitted. No.1 Main Cool S.W Pump has the engine room emergency bilge suction valve fitted to its suction lines. This can be used in an emergency for direct suction of bilge water and pumped overboard.

2. Bilge Water Separator

1) Technical data

Model (Double stage): HYN05000 Design / Hydro pressure: 0.44/0.66MPa Capacity: 5.0m3/h Operation Temp.: 20~60

2) Principal of separation. The HANYOUNG oily separator HYN-5.0 is combination of a gravity separator with built-in coalesce. The system works with a completely new principle of hydrodynamics. Latest physical trends concerning oil-in-water dispersion, homogeneous fluid mechanics and coalescence effects are incorporated in the HYN-system. Not to cause of emulsion when pump run, it is advantageous to use a pump of low revolutions and less emulsification. Such as MONO, PISTON instead of high one such as Centrifugal Pump. Separator has CPI (Corrugate Plate Interceptor). The oil and water mixtures introduced into square chambers where enhance buoyancy effects from small oil droplets to larger one. In 1st Filter cartridge and Upper tank, after going through CPI oil coalesced will be accumulated on upper tank and water will be down to the level of oil. But very small disperse oil and oil droplets which is too small to buoyancy will be lowered down to the bottom tank where located 1 filter cartridge. When liquid pass through filter cartridge, oils absorbed by filters. The oil separated out collets in the upper settling zone of the own. An efficient heating system warms this area to support the separation process, make the oil pumpable and protect the electrodes against clogging. It is recommended to set the temperature approximately 50 degrees. Oil level detector detects oil level and if detected send signal to solenoid valve open to discharge oil to oil collecting tank. Oil can be discharged by existing tank inside pressure to oil collection (sludge) tank. Oil content meter monitor works on the light scatter principle and can be relied on to give warning when free oil particles or oil-in-water emulsions cause the 15ppm limit to exceeded. When the alarm is triggered, the pneumatic 3-way valve is switched via a dead contact to re-circulation mode after the set time interval has elapsed to prevent possible outboard oil contamination.



Illustration 2.8b Oily Bilge Separator

Bilge Tank

NAOH(20L)

ControlPanel

EmulsionBreaker(20L)

OLS

N.P.

EH OLS

S

S

S

S

S

15 ppmBilgeAlarm

S

Air Supply Inlet Point

To Holding Tank

Back Washing

Bilg

e In

F.W

. In

let

To Holding Tank

To Oily Bilge Tank

OverBoard

RecirculationValve

AutomaticStoppingDevice

Motor &Pump

Strainer

P.G

PressureGauge

Electric Heater

DosagePump

DosagePumpMixing

Pump

Mixing Tank

Floating TankSeparator Tank



Water for backwashing

- Water for back washing Approximately 1~2 bar pressure are required for backwash water from sea or fresh water hydrophor are sed. Backwash are controlled by oil detector and it run until oil purge out of oil collecting tank.

- Backwashing : Solenoid actuated 2-way valve is operated fully automatically. Separation, backwash are sequenced by controller and valves are controlled by solenoid actuator.

Immediately after discharging the oil the backwashing is started. Clean water is used for backwashing. The coalescer is cleaned from oil and dirt by automatic backwashing. The mixture of oil sludge and water is drained off to the bilge. 2. 15ppm Bilge Alarm 1) Principle of operation

a) Measuring principle An optical sensor array measure a combination of light scattered and

absorbed by oil droplets in the sample stream. The sensor signals are then processed by a microprocessor to produce linearized output.

If an alarm (work set point 15ppm) occurs, the two oil alarm relays

are activated after the adjusted time delay. The microprocessor continuously monitors the condition of the

sensor components and associated electronics to ensure that calibration accuracy is maintained over time and extremes of environmental conditions.

b) Displays and Alarms In the unit are two independent oil alarm circuits available. Both can

be set separately from 1 to 15 ppm. From the manufacturing both alarms are set to 15 ppm (according IMO). The set points can be changed to 10 ppm or 5 ppm. An alarm point setting above 15 ppm is not possible. The adjustment can be done in the programming mode

In the mode also the individual adjustment of the time delays for the

alarms and the possible changing between 0 ~ 20mA or 4 ~ 20 mA output can be done

Both alarm circuits are also related to an alarm LED on the front

panel. In case of malfunction the “System” LED will indicate any type of

internal fault of the unit. This LED is flashing green in normal conditions and is red in alarm conditions. Also this alarm is related

to an relay output. Additional to the alarm LED’s each alarm circuit is equipped with a

relay with potential free alarm contacts. These contacts can be used for external processing of the signal or for control of further functions.

If a malfunction or failure of the power supply occurs, all 3 relays

will switch to alarm condition. 2) Operating procedure

a) Switch on the power supply. b) Allow a period of time for water entering the sample tube. c) Flow oil free water through the system for a few minutes d) Switch the instrument sample supply from the clean water supply to

the separator sampling point connection. e) The instrument is now ready for use.

NOTE

1. When oily water flow through the instrument the display will show the actual value of oil content. 2. If the oil concentration exceeds the adjusted threshold (works adjustment 15 ppm), the alarm indicator 1 will be illuminated in intervals during the selected time delay before it change to steady light and the associated alarm relay will operate. Accordingly also the alarm indicator 2 will be illuminated and its associated alarm relay will take the appropriate shut down action.



Illustration 2.9.1a Control Air System

Key

Drain LineControl Air Line

235V

130V

234V

Stand-by F.D FanDriven Unit152VNo.2 F.D FanDrive Unit

178V

Spare254V

Spare

153VNo.1 F.D Fan

Drive Unit109V

Level Trans. for3rd Stage F.W Heater 193V

253V

Spare

Spare

256V

Spare

255V

Spare

Upp

er D

eck

(40A

)

218V

172V

128V

No.1 Boiler AtomizingSteam Piston Valve (226B)181V6.03/0.98 MPa P.R.V.Atomizing Steam (T-707V)

137VNo.1 Boiler Purge SteamControl Valve (399B)

212VNo.2 Boiler Purge SteamControl Valve (399B)

184VNo.2 Boiler F.O

Control Valve (220B) 185VNo.2 Boiler Feed W.Control Valve (26B)

186VNo.1 Boiler F.O

Control Valve (220B)187V

No.1 Boiler Feed W.Control Valve (26B)

188VBoiler Soot Blower SteamInlet Piston Valve (284B)

173VNo.2 Boiler Atomizing

Steam Piston Valve (226B)111V

No.1 Boiler Remote HotStarting Piston Valve (79B)

199VNo.2 Boiler Remote HotStarting Piston Valve (79B)

200V0.98/0.6 MPa P.R.V.(T-402V)

Boile

r U

pper

Par

t (4

0A)

214V

156V

124V

M/T Gland SteamControl Valve158VAtmos. Drain TankL.C.V. (M-108V)

144VNo.1 G/T Sealing SteamController

145VNo.2 G/T Sealing SteamController

160VM/T Astern Spray

Water Piston Valve 146VDeaerator L.C.V.

(Make-up, M-120V)147V

Deaerator L.C.V.(Spill, M-116V)

177VBoiler Feed Water Pump

Recirc. W. Shut-off Valve (M-824V)197V

Spare201V

Spare

138VCentral F.W CoolingWater T.C.V. (W-12V)

247V

0.18 MPa P.C.V.

4th

Dec

k (P

ORT)

(40

A)

207V

143V

165V

M/T Astern Valve Drain240V

M/Cond. Dump Steam DesuperheaterHeating Chamber Water Control Valve

252V

Main Condenser L.C.V. (M-58V)191V

Spare

Spare

162VMid Bilge Well (P)

Shut-off Valve 149VNo.1 Distilled Plaint Heating

Steam Control Valve150V

No.2 Distilled Plaint HeatingSteam Control Valve

159VMain Condenser

L.C.V.202V4t

h D

eck

(PO

RT)

(40

A)

239V

233V

228V

Plasma Equipment136V

No.1 & 2 L.OPurifier

238V

M.D.O Purifier139V

Boiler F.O PumpP.C.V. (215B)

175V

Spare176V

Spare

Purif

ier

Roo

m (

40A)

217V

192V

127V

Main Steam Dump ValveShut-off Valve (T-730V)

166VTo N2 GeneratorInstrument Air

189V6.03/0.45 MPa P.R.V.(T-711V)

133V6.03/0.32 MPa Aux.Steam P.R.V. (T-719V)

168V6.03/0.98 MPa P.R.V.

for Aux. Steam (T-715V)169V

D.S. Heater Control Valvefor Aux. Steam

243VNo.1 Excess Steam

Dump P.C.V.190V

No.2 Boiler Soot Blower SteamVent Piston Valve (285B)

174VNo.1 Boiler Soot Blower Steam

Vent Piston Valve (285B)226V

No.2 Main Boiler 2ry SteamTemp. Cont. Piston Valve (133B)

105VNo.1 External

Desuperheater T.C.V.

Spare

180VNo.2 Excess SteamDump P.C.V.

248V8.65/3.0 MPa P.R.V. forExt. Desuperheater

230VNo.1 Main Boiler 2ry SteamTemp. Cont. Piston Valve (133B)

182VNo.2 ExternalDesuperheater T.C.V.

148V1st Stage FeedWater Heater L.C.V.

110VSpare

179VExhaust Main DumpValve (X-28V)

132V

3rd

Dec

k (M

ID)

(40

A)219V

194V

129V

236V

No.2 Boiler B.O.GControl Valve

195VSpareSpare

198VNo.1 Boiler B.O.G

Control Valve 196V

To Air Control Unitfor S/T L.O System

No.1 Boiler F.O BurnerSolenoid Valve Board

(271B-P)

2nd

Dec

k (4

0A)

213V

134V

123V

1.63/1.03 MPa P.R.V.157V

M/T L.O T.C.V.203V

M/T Warming-up Press.Control Valve (PV-1)

204VM/T Warming-up SteamCylinder Valve (PV-2)

140V

HP Turbine Drain Valve241V

HP Bleed SteamDrain Valve

141V

M/T Ahead Valve Drain161V

Mid Bilge Well (S)Shut-off Valve

209VM/T L.O Press.

Control Valve135V

Spare

126VAir Purge Type L/G

(H.F.O Overflow Tank)142V

G/E F.W CoolerT.C.V.

131V

Spare4th

Dec

k (S

TBD

) (4

0A)

224V

PSLL

No.1 Boiler Gas BurnerSolenoid Valve Board

(270B-P)

237V

125V

No.2 Boiler F.O BurnerSolenoid Valve Board

(271B-S)

225V

PSLL

For BoilerTrip

For BoilerTrip

No.2 Boiler Gas BurnerSolenoid Valve Board

(270B-S)

To No.1/2 Main BoilerSmoke Indicator Receiver

To Oily BilgeSeparator

242V

215V

No.2

(Auto Drain)(Manual Drain)

PS

No.1

(Auto Drain)(Manual Drain)

PS

Sett.0.99 MPa

To Funnel

PX

PS

PS

PIPIALIAS

220V 221V

171V

222V 223V

121V

Oil Removal Filter(0.01 Micron)

To Bilge Well

Oil Removal Filter(1 Micron)

Cont

rol A

ir Re

serv

oir

(7.5

m3

x 0.

9 M

Pa)

Control Air Compressors(350 m3/h F.A.D. x 0.9 MPa)

From WorkingAir Compressor

(A)

112V

(3 Micron) (1 Micron)

No.1 Cargo Deck Air Dryer(250 Nm3/h F.A.)Desiccant Type

115V

(0.01 Micron) (1 Micron)

No.2 Cargo Deck Air Dryer(250 Nm3/h F.A.)Desiccant Type

113V

170V

114V

No.2 E/R Control Air Dryer(250 Nm3/h F.A.)

Refrig. Type

No.1 E/R Control Air Dryer(250 Nm3/h F.A.)

Refrig. Type

122V

231V

151V

(A)

229V

PX PI

PIALIAS

232V

PX PI

PIALIAS To I.G.G System

(I.G.G)

To Accommodation

To I.G.G System(I.G Dryer)

To Cargo ControlSystem (S)

118V

119V

116V

117V



2.9 Compressed Air Systems 2.9.1 Control Air Systems 1. General Description The control or instrument air system provides dry, clean air at 0.9MPa pressure, to operate control valves (both pneumatic and electro-pneumatic) and dampers throughout the vessel. Two electrically driven compressors supply air to the control air receiver. From here the air flows through the oil/water separator. If the air is for the cargo operating systems it will then pass through a desiccant type dryer and if for the engine room control systems, it will pass through a refrigerant type air dryer.

1) Air Compressors

The compressors can be started locally, they are normally on remote control, one unit on auto start, the other on standby. The in-use compressor will cut in with the receiver pressure at approximately 0.8MPa and stop when the bottle pressure is raised to approximately 0.9MPa Should the receiver pressure continue to fall to approximately 0.7MPa, the second compressor will start and assist in pumping up the receiver.

If, for any reason, the air pressure in the receiver should fall 0.7MPa below the No.2 compressor’s cut-in pressure, an emergency cross over valve (19V) from the working service air system will open, allowing air to flow from the working air compressors to the control air system.

The receiver is fitted with relief valve set at 0.99MPa. After the receiver, the air passes firstly through a dust filter, which is a cartridge type filter, to remove small solids trapped in the air.

Secondly, the air passes through an oil free filter, to remove any entrained oil droplets.

The air then flows to dryer units: For the cargo control air system-desiccant type units For the engine room machinery control system-refrigerant type units

2) Desiccant Type Dryer

There are two units provided, to work in automatic mode, where one unit is operating and drying the air passing through it and the second is having its desiccant regenerated. The control air passes into the unit and over a desiccant bed, where the moisture in the air is drawn out by the desiccant. The dry air then flows out to the control system, leaving the moisture in the desiccant. When the desiccant has become saturated, the units will automatically change over, allowing the standby unit to become the dryer.

The first unit will now have its desiccant heated and air circulated over it. The moisture created is separated out in a cyclone type separator, where the moisture droplets will fall and be drained off, and the dry air allowed to purge the unit. At the end of the regeneration cycle, the desiccant bed will again be in a satisfactory condition to dry the moisture of the incoming control air supply, repeating the process as necessary.

3) Refrigerated Type Dryer

There is one refrigerant type air dryer is provided. This types of units consist of a sealed refrigeration compressor, which flows through an evaporation coil. The control air from the receiver passes around the coil and cooling it, so that moisture droplets in the air become heavy and separate out. An automatic drain in the unit allows the accumulated moisture to flow to the bilge. An after filter is fitted in the line, to further remove any remaining entrained water droplets.

2. System Capacities and Ratings

Control air compressor: Atlas Copco MFG. Korea Co., Ltd No. of sets: 2 Type: M.D., Rotary Screw Capacity: 350 m3/h x 0.9MPa Control air reservoir: Kang Rim No. of sets: 1 Capacity: 7.5 m3 x 0.9MPa Air drier: Kyung-Nam No. of sets: 2 Type: Desiccant Flow: Abt 250 m3/h Air drier: Kyung-Nam No. of sets: 1 Type: Refrigerated Flow: 250 m3/h


1) )Ensure that the air compressor is ready for use, that the sump oil level is satisfactory, cooling water to inter-coolers is in use and the discharge valve from the compressor is open.

2) )Open the inlet valve to the reservoir, closing the drain valve.

Ensure that the valve to the auto drain is open and the bypass valve is closed.

3) )Check that all valves and lines to the pressure switches for starting and

stopping the compressor are open.

4) )Start the compressor and check the air pressures and lub-oil pressure are satisfactory.

5) )Switch the compressor to auto control, and allow the reservoir to reach its

full pressure. Check that the compressor stops.

6) )Open the reservoir discharge valve.

7) )Open the inlet and outlet valves to one set of oil filters.

8) )Open the inlet and outlet valves to the desiccant, ensuring that all drain valves are closed.

9) )Switch on the power supply. Start up the driers in conjunction with the

manufacturer’s operating instructions.

10))Once the driers are in operation, maintain checks on the line pressure and dew point in the system.

11) When operations permit, check and test all cut-ins and alarms.



CA005 CONTROL AIR RSVR PRESS L 0.7MPa

5. Compressor Air System IAS Display



Illustration 2.9.2a Starting Air System

46V

45V

4V3V

KeyStarting Air Line

Drain Line

No.1 Generator EngineTo Funnel

From N2 System

5V

H.P Magnetic Valve

Separately Lead To Bilge Well

L.P Magnetic Valve

1V

H.P Magnetic Valve

Generator EngineStarting Air Compressor

(25 m3/h F.A.D. x 2.5 MPa)

No.

1 G

ener

ator

Eng

ine

Air

Rese

rvoi

r(0

.5 m

3 x

2.5

MPa

)

No.1

L.P Magnetic Valve

Sett.2.75 MPa

44V

49V

From WorkingAir Reservoir

To DeckScupper

From ControlAir Reservoir

PIALIASPX

PI

PS

PIALIAS

PX

No.2 Generator Engine

No.

2 G

ener

ator

Eng

ine

Air

Rese

rvoi

r(0

.5 m

3 x

2.5

MPa

)

Sett.2.75 MPa

(A)

(A)

48V

PIALIAS PX

PI

PS

PIALIAS

PX

No.22V

Oil/WaterSeparator



2.9.2 Starting Air Systems 1. General Description The G/E starting air compressors are set up in a lead follow/configuration. The lead compressor will start at 2.0MPa receiver pressure, and stop at 2.5MPa. If the pressure should fall to 1.8MPa, the follow compressor will cut in, assisting charging up the reservoir to 2.5MPa. Start and stop limits are parameter settings that can be changed by operators. Pressing the “ON” button on the operator panel, both compressors will be switched to auto mode and follow compressor can be switched by operating software buttons. Pressing the “OFF” button on the operator panel, both compressors are switched to manual mode. The diesel generator has air-starting systems and unit is provided with air at 2.5MPa The generator engine starting air compressors for the system are two electrically driven reciprocating units, which supply air to the diesel generator air start reservoir. At each start of the compressor, the auto drain will open for a short period to allow any accumulated moisture in the unit to be discharged to the bilge before allowing the compressed air into the reservoir. Although the compressors can be started locally, they are normally on remote control, one unit on auto start, the other on stand-by. The in-use compressor will cut in with the reservoir pressure at approximately 2.0MPa and stop when the pressure is raised to approximately 2.0MPa. Should the reservoir pressure continue to fall to approximately 1.8MPa, the second compressor will start and assist in pumping up the reservoir. Both air reservoirs are fitted with relief valves set to lift at approximately 2.75MPa. Two air compressors supply the D/G start air reservoirs. At the compressors, the auto drain valve will open for short periods to allow any accumulated moisture to be discharged to the bilge. A software generated “Long run” alarm will be implemented for the compressors.


G/E Starting Air Compressors. Jong Hap No. of sets: 2 Type: M.D., 2 Stage, Reciprocating,

air cooled Capacity: 25 m3/h x 2.5MPa

G/E Starting Air Reservoir: Kang Rim No. of sets: 2 Capacity: 0.5 m3 x 2.5MPa


1) Diesel Generator Engine Air Starting System

(1) Check the compressor to be used. Ensure that the oil sump level is correct. Check that the fresh water cooling system valves are open and there is a flow through the inter and after coolers.

(2) Open the discharge valve from the compressor and the inlet valve to

the air reservoir. (3) Line up the drain valves from the reservoir for the auto drain valve

to be in use. (4) Ensure that all valves are open to the pressure switches for the cut-in

and cut-out of the compressor. (5) Start the compressor in manual mode and commence to raise the

pressure in the reservoir. Inspect the pressures of the compressor local gauges and, when all is satisfactory, change to auto mode.

(6) Ensure that the compressor stops when the reservoir pressure

reaches approximately 2.5MPa, and restarts when the pressure drops to approximately 2.0MPa.

(7) As the compressor starts, check the operation of the magnetic

unloader, so that the unit drains to the bilge in order to exclude any moisture already in the compressor, before pumping to the reservoir.

(8) When the operation of the compressor is satisfactory, open the

reservoir outlet valve to the diesel generator engine air start system.

Note At the lowest point along the line from reservoir to the generator engine, a double shut off valve is fitted. Periodic opening of these valves will ensure that no moisture stays in this line and is unable to enter the engine air start system.

(9) Periodically open the generator engine starting reservoir manual

drain valves and the generator engine starting reservoir to ensure all moisture is drained from them and to ensure the auto drain valve is operating correctly.

(10)When the system is operating satisfactorily, place the second

compressor on stand-by mode and when operating procedures allow, check that all alarms and changeovers operate satisfactorily.



CA018 G/E START AIR RSVR 1 PRESS L 1.5MPa

CA901 G/E START AIR RSVR 2 PRESS L 1.5MPa




Illustration 2.9.3a Working Air System

KeyWorking Air Line

Drain Line

Working Air Compressor(350 m3/h F.A.D. x 0.9 MPa)

Auto Drain

Manual Drain

Wor

king

Air

Res

ervo

ir(7

.5 m

3 x

0.9

MPa

)

PIALIAS

PI PXPS

PS

36V37V

63V

(A)

60V

66V

Separately Lead To Bilge Well

To Air Reservoir forQuick Closing Valvein Fire Control Station

Floor AFT

To Purifier W/B23V

To Work Shop24V

To Engineer's Store Door(Outside)

25V

(A)

To Incinerator Room

To Incinerator Purge Air34V

To Steering Gear Room61V

To Electric Work Shop38V

50V

Near F.D Fan26V

To PassageWay (S)

To PassageWay (P)

To Em'cyD/G Room

To AirHorn

ToAccommodation

To CO2Room

To Accomm. Pneu.Vent Damper

From ControlAir System

From Starting AirCompressors

To 2nd Deck (P)32V

(A)

To Boiler Atomizing

To No.2 ControlAir Compressor

For G/E Turning Gear

To Funnel

Sett.0.99 MPa

27V

33V

39V 40V

41V

19V 42V

To Near Auxiliary Condenser31V

To F.W/D.W Hydrophore Unit30V

To Near Boiler Burner

Fire/Gen. Alarm Horn (2nd Deck, AFT)

29V

Oil Removal Filter(0.01 Micron)

Oil Removal Filter(1 Micron)

(A)

35V20V

To G/E F.O Shut-off Valve

G/E T/C Cleaning

(10 m)

28V

Near Bilge Fire & G/S Pump22V

S

Fire/Gen. Alarm Horn(Floor)

To Pipe Duct

To Pipe Duct

E/R FWDBulkhead

S

47V

67V



2.9.3 Working Air Systems 1. General Description The working air service provides service air at 0.9MPa to the following auxiliaries and locations: On deck:

- CO2 Room - Air horn - Deck air service line - Accommodation air lines - Passage way (P&S)

- To Accommodation Pneumatic vent Damper - Em’cy D/G Room Engine room: - To 2nd Deck (P) - To Near Aux. Condenser - Near F.D Fan - To Near G/E - To Incinerator - To G/E FO shut off Valve - To Puri. W/B - To M/B Atomizing Air - Near Main Boiler Burner - To Floor aft - To Electric Work Shop - To Work-Shop - To Incinerator Purge air - To Steering gear room - To F.W / D.W Hyd. Unit - Near Bilge fire & G/S Pump Emergency air supply to the control air system is also provided, should the pressure in the control system become too low. A solenoid valve is operated if this occurs, allowing the W/A compressors to supply air to both systems. Similarly, the control air compressors are able to supply the working air system by opening the auto solenoid valve. One electrically driven compressor supplies air to the working air receiver. From here the air is discharged to the various lines and connections as detailed above. 2. Specification

Working air compressor: Atlas Copco MFG. Korea Co., Ltd No. of sets: 2 Type: M.D., Rotary Screw Capacity: 350 m3/h x 0.9MPa

Working air reservoir: Kang Rim No. of sets: 1 Capacity: 7.5 m3 x 0.9MPa


1) To Distribute working Air

(1) Check the compressor to be used. Ensure that the oil sump level is correct. Have the fresh water cooling system valves open and check the flow through the inter and after cooler units.

(2) Open the discharge valve from the compressor and the inlet valve to

the air receiver. (3) Line up the drain valves from the receiver for the auto drain valve to be

in use and the by pass valve closed. (4) Ensure that all valves are open to the pressure switches for cut-in and

cut-out of the compressor. (5) Start the compressor in manual mode and raise the pressure in the

receiver. Inspect the pressures of the compressor on local gauges and when all is satisfactory, change to auto mode.

(6) Ensure that the compressor stops when the receiver pressure reaches

approximately 0.9MPa, and restarts when the pressure drops to approximately 0.8MPa

(7) As the compressor starts, check the operation of the magnetic unloader

that the unit drain to the bilge in order to exclude any moisture already in the compressor, before pumping to the receiver.

(8) When the operation of the compressor is satisfactory, open the receiver

outlet and open the valves on the air main as required. (9) As the compressors have no air dryer units in the system, great care

should be taken to ensure the receiver is drained of any moisture. The auto drain valve operation should be checked and the by pass valve opened occasionally to ensure this.

(10)For similar reasons as in item 9), whenever working. air is to be used

in a system, always blow through the line and ensure no moisture has been allowed to accumulate, especially if the system has not been used for some time.

(11)If a piece of machinery is to be operated by the supplied air, always

ensure there is a lubricator unit attached. (12)When the system is operating satisfactorily, place the second

compressor on stand by mode, and when operating procedures allow, check all alarms and changeovers operate satisfactorily.



CA012 WORKING AIR RSVR PRESS L 0.7MPa




Illustration 2.9.4a Emergency Shut-Off Air System

No.1 IncineratorW.O Service

Tank(1.5 m3)Casing

2nd Deck

3rd Deck

4thDeck

AirReservoir

forQuick

ClosingValve

KeyAir Line

Diesel Oil/ Gas Oil LineFuel Oil LineLubricating Oil LineWaste Oil LineDrain Line

From G/SAir System

PIALIASPX

PI

F-30

4V

F.OAddictive

Tank(3.0 m3)

F-81

V


(30.0 m3)

F-29

V

F-12

6V

F-10

1V

M.D.OStorage Tank

(100 m3)F-

27V


(535.5 m3)

F-20

1V

AFT H.F.OBunker Tank (S)

(462.2 m3)

F-1V


F-43

V


(540.0 m3)

F-20

3V

AFT H.F.OBunker Tank (P)

(353.5 m3)

F-3V

H.F.O OverflowTank

(70.0 m3)

F-6V


F-46

V

I.G.GM.D.O Service

Tank(70 m3)

F-36

V

G/T L.OSettling Tank

(10.0 m3)

L-17

V


(25.0 m3)

L-20

6V

Main L.OSettling Tank

(80.0 m3)

L-32

V

G/E L.OSettling Tank

(10.0 m3)

L-6V

IncineratorM.D.O ServiceTank (2.0 m3)

F-31

5V

No.2 IncineratorW.O Service

Tank(1.5 m3)

F-31

8V

Fire Control Station

To Vent Damper Air Cylinder for Engine Ventilation

To be G/E M.D.O Service Tank

To P

ORT

Gro

up

To S

TBD

Gro

up

To Funnel Ventilation Damper (S)

To Funnel Ventilation Damper (P)

To No.1 Engine Room Supply FanVent Damper




To No.1 Engine Room Exhaust FanVent Damper

To No.2 Engine Room Exhaust FanVent Damper

To Purifier Room Exhaust FanFire Damper

To Diesel Generator Exhaust FanDamper

To Oil Store Exhaust FanDamper

To Chemical Store Exhaust FanDamper

To Welding Space Exhaust FanDamper

To be LocatedOutside Engine Room

These Cocks/ValvesTo be Installed Near

Vent Damper

63V

(A)

52V

51V

Floor Deck



2.9.4 Emergency Shut Off Air System 1. Operation of Emergency Shut-off System

1) Ensure that the air supply to the receiver through engine room control air

drier and inlet valve to the receiver is open.

2) Check that the receiver pressure is at 0.9MPa

3) The air from the receiver can be used to operate the quick closing valves by operating the two way lever valve for four systems:

To STBD Group:

HFO OverFlow Tank

Low Sulphur Tank(S) HFO Settling Tank(S) Aft HFO Bnker Tank(S) Main LO Gravity Tank MDO Storage Tank Main LO Settling Tank G/E LO Settling Tank G/E MDO Service Tank No.2 Incinerator WO Service Tank No.1 Incinerator WO Service Tank Incinerator MDO Service Tank

To PORT Group

Low Sulphur F.O Tank(P) AFT HFO Bunker Tank(P) HFO Settling Tank(P) FO Addictive Tank IGG MDO Service Tank G/T LO Settling Tank

To G/E MDO Service Tank G/E MDO Service Tank

To Vent Damper Air Cylinder

To Funnel Ventilation Damper(S) To Funnel Ventilation Damper(P) To No.1 Engine Room Supply Fan Fire Damper To No.2 Engine Room Supply Fan Fire Damper To No.3 Engine Room Supply Fan Fire Damper To No.4 Engine Room Supply Fan Fire Damper To No.1 Engine Room Exhaust Fan Fire Damper To No.2 Engine Room Exhaust Fan Fire Damper To Purifier Room Exhaust Fan Fire Damper To Diesel Generator Exhaust Fan Damper To Oil Store Exhaust Fan Damper To Chemical Store Exhaust Fan Damper To Welding Space Exhaust Fan Damper

Note

The emergency generator diesel oil service tank quick closing valve is operated by a wire, situated outside the emergency generator room.



CA013 QUICK CLOSING AIR PRESS L 0.4MPa



Illustration 2.10a Steering Gear Hydraulic Diagram

Key

Hydraulic Oil Line

M M

Leak Oil Drain

Storage Tank

To/FromActuator

To/FromActuator



1Pump Pressure

when Steering Begins

2Return To Pump

A, Return OilFrom ActuatorB, Working PressTo Actuator

Safety Relief ValveSolenoid - Pilot Valve

Control Valve

By-pass Valve

1Pressure

From Pump

2ReturnTo Pump

A, Return OilFrom Actuator

Current orPush

B, Working PressTo Actuator


Control Valve

By-pass Valve

2.10 Steering Gear 1. General Description The FRYDENBO steering gear on this vessel is composed of one hydraulic rotatry vane actuator mounted directly on the rudder stock, served by two pump units delivering the necessary oil pressure for operating the rudder. The two pump units may be operated together or separately. Each pump unit will provide oil with sufficient pressure to develop the specified rudder torque. When cruising at sea, only one pump unit is normally in operation while the other is acting as a stand-by unit. During manoeuvring of the vessel, when the shortest possible steering time is required, it is possible to run both pump units simultaneously whereby the rudder rate will be doubled. The pump units are equipped with solenoid valves, which are normally operated by means of signals from the bridge steering controls. The pump is submerged in the oiltank. The tank is divided into three chambers, one for each pump unit and one for the integrated storage tank, with one level alarm-switch in each of the pump unit chambers. From top of the steering gear leakage oil will run through pipe to the oiltank. 2. Specification 1) Rudder Actuator Type: RV4000-3 Rudderstock diameter: 640mm Max. Rudder Angle: 2 x 46.5o

Max. Working Pressure: 7MPa Relief valve setting: 8.75MPa Design torque: 4,375kNm

2) Pump Unit Type: PPSMI 3”

Screw Pump “Leistrizs” type: L3MF90/112 Revolution: 3500rpm Capacity at 3500rpm: 1400l/min Relief valve setting: 7MPa Max. Temperature System: 70

Solenoid Valve: Vickers 24V DC 3) Oil Capacity Rudder Actuator: 850litre Pump units: 2900litre Int. Storage Tank: 3000litre

3. Function of the Pump/Control unit The steering gear is normally operated from the steering controls initiating the pilot valve solenoids. For emergency operation, the pilot valves are equipped with push button controls which make it possible to operate the steering gear manually from the steering gear compartment. Fig. 1 Idling Fig.1 shows the pump unit when idling. The control valve, 3, and the solenoid valve, 1, are kept in center position by spring load when no steering signal is given. Fig. 2 Beginning of steering (Modulated flow) Steering is carried out by operating the solenoid valve (1). Fig.2 on the diagram shows the beginning of the steering process when the left solenoid is operated.

The control valve (3) will be pushed over to the right side, by the oil pressure in the left chamber. The control valve (3) is now at the beginning of its stroke. Some of the oil flows through the throttling slots to the actuator, and overflow is by-passed at the by-pass valve (4) back to the suction side of the pump. The smaller oil volume being directed gradually to the actuator will give a soft start. Fig. 3 Steering After approximately one second, the control valve (3) is moved over to its end position, see fig.3 the oil-flow from the pump has now free passage from channel(1) into pipe(B) leading to the actuator. The return oil from the actuator flows through pipe(A) and has free passage to channel(2) and back to the suction side of the pump. Emergency Operation During emergency operation the solenoid valves (1) can be manually operated by means of manual controls on the solenoid valves.

NOTE “Local/Remote”-switch, S3, on starter cabinets, has to be in local position during emergency operation Fig. 4

EmergencyManual Controls

Use push buttons to operatethe manual controls

1Idling Pressure

2Return To Pump

A, To Actuator

B, To Actuator


Control Valve

By-pass Valve



Illustration 2.11.1a Turbine Generators Control Oil System

To Nozzle

Main SteamInlet

Main Stop Valve

Limit Switchfor ESV Close

(ACB Trip)

TripLever

GovernorValver

TripCylinder

To L.O. Tank

UG10DWoodwardGovernor

M

StartingLever

OPEN

SHUT

SolenoidValve

To L.O. Tank

ResetKnob

Limit Switch forOverspeed Indication

CheckValve

To L.O.Tank

To Bearings

L.O. Cooler

Orifice

CheckValveM

Limit Switch forGOV. Valve Full Open

HydraulicServo Motor

MainL.O. Pump Priming

L.O. Pump

Press. Adjust. ValveFor Lub. Oil

Press. Adjusting ValveFor Control Oil

Control oilStrainer

Duplex L.O.Stariner

CoolingWater



2.11 Electrical Power Generators 2.11.1 Turbine Generator 1. General Description The two turbine generators are supplied with superheated steam at boiler conditions (6.0MPa, 515°C) and normally exhaust to the main condenser. The turbines drive the generators through a single helical reduction single gearbox with forced lubrication. The turbine speed is maintained at a constant 10,000 rev/min (pinion), corresponding to a generator speed of 1,800 rev/min by a mechanical hydraulic type Woodward governor. The turbine and gearing bearings are force lubricated by a shaft driven pump, when the unit is at full speed, which takes suction from the built-in sump and discharges to the bearings, gears and control oil circuits. The steam valve is maintained in the open position by the control oil and is tripped by venting the control oil to the sump, thereby closing the steam supply valve. Prior to starting, and during the turbine run down period after the steam supply is shut off, an electrically driven lub-oil pump operates to supply oil to the systems. When starting, the oil supplied to the control system opens the steam supply valve as well as supplying the bearings and, when stopping, supplying oil to the turbine and generator bearings as the turbine runs down. The electrically driven lub-oil pump can be operated in the manual or automatic modes, according to circumstances and requirements.

1) Lubricating Oil System

The generator turbine is equipped with a lubricating oil system. The oil piping arrangement is made up of a high pressure line foe the control oil and of a low pressure line for the bearing and the reduction gear lubrication. Oil is sucked from the oil tank in the common bed and pressurized by the main oil pump and adjusted its pressure by the oil pressure adjusting valve and supplied to the high pressure line for the control oil and of the low pressure line for the lubrication. (1) Main oil pump

The main oil pump is of the gear type. The pump is driven by the turbine reduction gear wheel shaft through the gear. A valve serving as the safety valve is fitted on the pump casing. The valve is composed of the spindle and spring, and regulates the pump delivery pressure directly.

(2) Priming oil pump The priming oil pump is of the gear type and driven by the motor. The pump is used for the turbine start and stop. The pump is started

and stopped automatically. In case the switch of the starter is “AUTO”, the pump is started automatically at abt. 0.04MPa of the bearing oil pressure and stopped automatically at 0.09~015MPa

(3) Hand pump

A hand oil pump is provided in the lubrication system and used for the turbine starting and stopping, when the priming oil pump is not available.

(4) Lub. oil cooler

The lub. oil cooler is of the surface cooling shell and tube type. The cooling is by fresh water. The cooling tubes are expanded at both ends into the tube sheets.

(5) Oil strainer

The oil strainer is fitted on the L.O. line and control oil line. This oil strainer is duplex change-over type, therefore, it is possible to clean the strainer basket during operation. The oil strainer consists of the body and strainer basket having gauge screen and magnet. The strainer can be changed over with cock handle by setting the mark on handle root. When the strainer is changed over, it is so arranged as to fill the strainer to be used with oil by giving a few turns to the strainer up-handle and thus raising the change-over cock to a small extent and reduce the moment at the time of change-over by hydraulic balance.

(6) Oil pressure adjusting valve

A part of oil sent from the oil pump is adjusted by the control oil pressure adjusting valve to the 0.65~0.95MPa and acts as control oil, and the remaining oil is adjusted by the L.O. pressure adjusting valve to 0.1~0.15MPa and acts as lubricating oil. For adjusting valve the oil pressure, remove the cap and turn the adjusting screw. Clockwise turning of the adjusting screw makes the actuating oil pressure up and vice versa.

2) Steam System

The main steam from the boiler through the main trip valve and governing valves, then, passes through the turbine stages to drive the turbine. The exhaust steam from the generator turbines is led to the condenser through the exhaust valve. The pressure in the packing steam to the turbine gland packings of high and low pressure sides. The pressure in the packing steam reservoir piping is controlled 0.001~0.02MPa automatically.

In the case of excessively high pressure in packing steam reservoir piping, the steam from the gland packing of high pressure side is bled into the packing steam reservoir piping, surplus steam can be sent to the condenser through the packing steam spill valve. In case of excessively high pressure in packing steam reservoir piping, the steam from the gland packing of high pressure side is bled into the packing steam reservoir piping, surplus steam can be sent to the condenser through the packing steam spill valve. The steam leak from the 1st stage gland of the governing valve is led after the 2nd stage of the turbine. The steam leak from the 1st stage gland of the high press parts of the turbine is led after the 6th stage of the turbine. The steam leak from the 2nd stage gland of the high press parts and the 1st stage of the low pressure parts of the turbine and 2nd stage glands of main trip valve and the governing valve is sent to the gland condenser. The steam leak from 1st stage glands of the main trip valve is sent to the packing steam line.

Turbine Generator IAS Display



Illustration 2.11.1b Turbine Exhaust Steam System

To C

lean

Dra

in T

ank

TI

To S

team

Dra

in L

ine

To A

tom

s. D

rain

Tan

k

4VPI

VIALIASVX

To C

lean

Dra

in T

ank

L.PTurbine

TI

TI

TSTSTI

PI

H.P Turbine

Key

Desuperheated Steam LineSuperheated Steam Line

Exhaust Steam Line

Drain Line

Condensate LineAir Line

To CleanDrain Tank

From MainCondenser Pump

From MainSteam Supply

To S

team

Dra

in L

ine

To A

tom

s. D

rain

Tan

k

Main Condenser

TI TX TIIAS

VIALIAS

PIAHLIAS

VG

VS

VX

VS

VG

VS

VS

VS

VS

On E.G.B.

616LL I-VS-131 :I-VS-131

I-VS-132

I-VS-12

On E.G.B.

I-VS-132 : For St-by VacuumPump Auto Start

At M/T Warming ModeAlarm Point : 75

M-8V

S ControlAir

ControlAir

ControlAir

21VPS

IAS Dump ValveInterlock

To Dump PistonV/V(T-730V) Inter-lock

LS

LSLS

42V

43V

From MainCondensate

Water System

From MainCondensate

Water System

To AuxiliaryCondensate

From 3rd StageFeed Water Heater

From Excess SteamDump Valve


(Astern Turbine Water Spray)

IAS

No.2 GeneratorTurbine

Steam Header

Sett.0.07 MPa

SpillControlValve

Make-upControlValve

71V

36V

37V

LS47V

31V

32V

48V

M

From MainCondensate

Water System

From MainCondensateWater System

From L.PT/B Bleeding



To Auxiliary Condensate


LS49V

50V

M

ControlAir

ControlAir

IAS

No.1 GeneratorTurbine

Steam Header

Sett.0.07 MPa

Sett.0.3 MPa

SpillControlValve

Make-upControlValve

72V

39V

83V

40V

27V29V

PIAHLIASPX

PICIASPX PIC

IASPX

PIAHLIASPX

ReducingValve

ReducingValve

38V

41V

Deaerator(30 m3)

To Safety ManifoldVent Line

35V

33V

34V

ControlAir

Exhaust MainDump Valve I

P

IAS

28V

20V

PX PI

17V

19V

S ControlAir

S ControlAir

66V

67V

2T

68V

Sett.100°C

Sett.120°C

61V

PI

60V

VG

62VCI

9VPI

TI

TSTSTI

PI

22V

24V

S ControlAir

S ControlAir

63V

64V

1T

65V

Sett.100°C

Sett.120°C

PIALDCS

56V

PX

58V

PI

PX

PIALDCS

59V

PXPX

44V

18V

GlandExhaust Fan

No.2 Main FeedWater Pump 46

VNo.1 Main FeedWater Pump

77V

78V

7V

51V

53V

From CrossOver Bleed

No.2 Distilling Plant

No.1 Distilling Plant

23VPX

25VPX

PI

ControlAir

0.18 MPaPressureControlValve

IPIAS

52V

ORI-

3

69V

75V

76V

4T


GlandCondenser

With Handle& Dash Pot

M-51V

M-50V

M-10V M-7V

To CleanDrain Tank

55V

54V70

V 3T

To C

lean

Dra

in T

ank

PALIASPS

To C

lean

Dra

in T

ank

2VLS LS

To A

tmos

pher

icD

rain

Tan

k St

eam

Dra

in

81V

To C

lean

Dra

in T

ank

82V

For Steam DumpValve Shut-off

PI

57V

PI




1) Starting

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

are closed. (6) Start the priming L.O. Pump. And Confirm the bearing oil pressure

reaches approx. 20~30kPa. (7) Open the cooling water inlet and outlet valve on L.O. Cooler. (8) Start the cooling water pump and send the cooling water to the L.O.

Cooler. (9) Open the vent valves on the water heads of the L.O. Cooler and

confirm the cooling water is flowing. (10) Check the steam pressure and temperature before the main stop

valve. Don’t start the turbine if the steam press. And temp. are lower than normal value.

(11) Supply the air to the sealing controller and check the sealing steam

supply. Confirm the packing steam pressure 1~2 kPa. (12) open the needle valve for gland steam exhaust. (13) Fully open drain valves of the main stop valve and on main steam

piping. (14) Put turning device on. After turning, take off the turning device

fully after turning. (15) Remove air gathering in the governor if the turbine has been in a

stand still for a week or longer. Set the knob of load limiter to the indication of “10”, and move the governor output shaft back and forth completely, and air gathering in the governor can be removed.

(At this time, the load indicator moves “0” to “10”). Carry out this procedure two or three minutes.

(16) Set the air synchronizer to the indication of “0” by turning the

synchronizer.

(17) Open the governor valve by the starting lever. Confirm the

governing valve opened. (18) Open the main stop valve by hand. Start the turbine gradually and

drive at about 400 rpm and keep it for about 25 min. for warming. Afterwards, increase the turbine speed till the rated speed in 20~30min. Confirm delivery pressure of the main oil pump and bearing oil pressure increase as the turbine speed increase.

(19) Fully open the main stop valve after confirming the governing

operation of turbine. (20) Close the drain valves on main steam line. (21) Close the drain valve on the main stop valve. (22) Adjust the voltage and frequency. Put the turbine speed in parallel

with the other generator with the synchronizer on the electric panel. (23) Shift the load gradually.

2) Stopping

(1) Shift all the load to the other generator. (2) Cut off the circuit breaker. (3) Shut the main stop valve by the handle or hand trip lever. Confirm

the priming L.O. Pump starts automatically when the turbine speeds down.

(4) Open the drain valves on main steam line. (5) Open the drain valve of the main stop valve and the casing draining

valve. (6) Open the drain valve of exhaust valve. (7) Rotate and turn the shaft. Carry out the turning for 120 min. or over. (8) Stop the sealing steam supply and Cooling water pump. (9) Stop the Priming L.O. Pump. Closed all valves.



TG091 1 T/G ALT AFT BRG TEMP H 90

TG089 1 T/G ALT FWD BRG TEMP H 90

T/G049 1 G/T EXH SIDE BRG TEMP H 75

TG901SW 1 G/T GLAND STM PRESS H/L 0.06/0.001MPa

TG071 1 G/T LO INLET PRESS L 0.06MPa

TG070 1 G/T LO INLET TEMP H/L 55/30

TG029 1 G/T MAIN STEM IN TEMP L/LL 300/280

TG092 2 T/G ALT AFT BRG TEMP H 90

TG090 2 T/G ALT FWD BRG TEMP H 90

T/G052 2 G/T EXH SIDE BRG TEMP H 75

TG904SW 2 G/T GLAND STM PRESS H/L 0.06/0.001MPa

TG074 2 G/T LO INLET PRESS L 0.06MPa

TG073 2 G/T LO INLET TEMP H/L 55/30

TG030 2 G/T MAIN STEM IN TEMP L/LL 300/280



Illustration 2.11.2a Diesel Generator Engine

46V45V

4V3V

5V

No.1 Generator EngineAir Reservoir

(0.5 m3 x 2.5 MPa)

(A)

(A)

From Generator EngineStarting Air Compressor


(0.5 m3 x 2.5 MPa)

48V

49V

PI TI

Jacket Preheating Unit

CI

PI TI

TI PI PI TI

From F.WHyd. Tank

To CleanDrain Tank

ElectricHeater

To DeckScupper

156V

154V

158V

D/G CoolingFresh Water

Expansion Tank (0.5 m3) LS LAL

IAS

160V

157V

W-ORI-4148V

149V

150V

153VW-ORI-3146V

(A)

(A)

147V

151V

FromL.O System

FromL.O System

142V

PI TI

PI TI

No.1G/E

F.W.Cooler(100%)

No.2G/E

F.W.Cooler(100%)

144V

143V

141V TX TIAHIAS

TX

TI

ControlAir

IP

IAS

145V

161V

164V

163V

162V


165V

W-ORI-2

DPS

PX

PIALMC

To Boiler F.O Pump Suction

126V

101V

FIIAS


(30 m3)

102V

137V

103V

(A)

104V

118V

115V

105V FI

CI

121V

PI

123V

138V120V

(A)(A)

(A)(A)

143V

CI

122V

PI

124V

PS

109V


To M.D.O Purifier Supply Pump

No.2

No.1

IAS

LS LAHMC

DPI

To Oily Bilge Tank


Fuel Leakage

Alarm Box

From M.D.O Purifier

11S(60 Mesh)


Near 2ndDeck

To F.O. Drain Tank

106V

PX

PIALMC

114V

LS LAHMC

DPS


Fuel Leakage

Alarm Box

111V

140V

141V

Key

Drain Line

Air Line

Fresh Water Line


Diesel Oil Line

Finn

ed T

ube

Pipe

(10

0A)



2.11.2 Diesel Generator Engine 1. General Description Under normal circumstances, the diesel generator will be used as a stand -by unit to the turbine generators. The main diesel generator can be used in parallel with them when the ship is on cargo load/unload and port in/out operation. The main switchboard control will provide facilities for monitoring the voltage, frequency, power and phase as well as manual facilities for synchronization, speed and voltage adjustment.

1) Engine Engines with the type designation 7L27/38 are turbocharged, unidirectional, four-stroke, in-line engines with a cylinder bore of 270 mm and a stroke of 380 mm. They are used for marine propulsion and auxiliary applications, and as stationary engines in power stations. The characteristic features of the larger engine types of MAN B&W Diesel AG’s production program have been adopted for this engine. The engine is moderately supercharged by means of one exhaust gas turbo-charger and a two stage air cooler. When viewed on the coupling end, the exhaust gas pipe is located at the right (exhaust side), and the charge air pipe is at the left (exhaust counter side). The engine has two camshafts. One of them is used for scavenge/ exhaust valve actuation on the exhaust side, the second one serves to drive the injection pumps on the exhaust counter side. Hydraulically actuated adjusting devices permit adjustment of both the valve timing and the injection timing, depending on the design ordered. The turbochargers and charge-air coolers are at the free engine end of the engine on generator engines. Cooling water and lub-oil pumps are driven via a drive unit also on the free end of the engine. Engines of the type L27/38 have a large stroke/bore ratio and a high compression ratio. These characteristics facilitate an optimization of the combustion space geometry and contribute to a good part-load behaviour and a high efficiency. The engines are equipped with MAN B&W turbochargers of the NR type.

2) Cooling Water System

The cooling water system consists of a low temperature system and a high temperature system

Both the low and the high temperature systems are cooled by fresh water.

Only a one string cooling water system to the engine is required. The water in the low temperature system passes through the low temperature circulating pump which drives the water through the second stage of the charge air cooler and then through the lubricating oil cooler before it leaves the engine together with the high temperature water. The high temperature cooling water system passes through the high temp. Circulating pump and then through the first stage of the charge air cooler before it enters the cooling water jacket and the cylinder head. Then the water leaves the engine with the low temperature water. Both the low and high temperature water leaves the engine through separate three-way thermostatic valve which control the water temperature. It should be noted that there is no water in engine frame

3) Lubricating Oil System

All moving parts of the engine are lubricated with oil circulating under pressure. The lubricating oil pump is of the helical gear type. A pressure control valve is built into the system. The pressure control valve reduces the pressure before the filter with a signal taken after the filter to ensure constant oil pressure with dirty filters. The pump draws the oil from the sump in the base frame. And on the pressure side the oil passes through the lubricating oil cooling and the full=flow depth filter with a nominal fineness of 15microns. Both the oil pump, oil cooler and the oil filter are placed in the front-end box. The system can also be equipped with a centrifugal filter. And this filter purifying L.O from L.O sump tank and return back to L.O sump tank. Cooling is carried out by the low temperature cooing water system and temperature regulation effected by a thermostatic 3-way valve eon the oil side. The engine is a standard equipped with an electrically driven prelubricating pump.

4) Diesel Oil System The engine is started by means of a built-on air driven starter. The compressed air system comprises a dust strainer, main starting valve and pilot valve which also acts an emergency valve, making it possible t start the engine in case of a power failure.

5) Compressed Air System The engine is started by means of a built-on air driven starter. The

compressed air system comprises a dust strainer, main starting valve and a pilot valve which also acts as an emergency valve, making it possible to start the engine in case of a power failure.

6) Turbocharger System

The turbocharger system of the engine, which is a constant pressure system, Consists of an exhaust gas receiver, a turbocharger, a charging air cooler and a charging air receiver.

The turbine wheel of the turbocharger is driven by the engine exhaust gas, and the turbine wheel drives its compressor, which is mounted on the common shaft. The compressor draws air from the engine room through air filter. The turbocharger forces the air through the charging air cooler to the charging air receiver. From the charging air receiver the air flows to each cylinder through the inlet valves.

The charging air cooler is a compacted two-stage tube-type cooler with a large cooing surface. The high temperature cooling water is passed through the first stage of the charging air cooler and the low temperature water is passed the second stage. At each stage of the cooler the water is passed two times through the cooler, the end covers being designed with partitions which cause the cooling water to turn.

From the exhaust valves, the exhaust gas is led through to the exh. gas receiver where the pulsatory pressure from the individual cylinders is equalized and passed in to the turbocharger as a constant pressure, and further to the exhaust outlet and silencer arrangement.

The exhaust gas receiver is made of pipe sections, one for each cylinder, connected to each other by means of compensators to prevent excessive stress in the pipes dye to heat expansion.

To avoid excessive thermal loss and to ensure a reasonably low surface temperature the exhaust gas receiver is insulated.

7) Monitoring and Control System All media systems are equipped with temperature sensors and pressure

sensors for local and remote reading. For remote control only two cables are necessary; one for modbus safety and one for modbus monitoring.

On the local monitoring module, the pressure, temperature and rpm are illustrated by mans of bar graph. On the display will be indicated whether it is the working hours, load in per cent, pressure, temperature or rpm which is measured. To ensure precise monitoring, the static indications will appear by means of a lighting diode placed in the middle of the bar graph and dynamic indications will appear by means of a normal bar graph on the display.

The engine has as standard shut-down function for low lubricating oil pressure and high cooling water temperature, and for overspeed and emergency stop.



Illustration 2.11.2a Diesel Generator Engine

46V45V

4V3V

5V


(0.5 m3 x 2.5 MPa)

(A)

(A)

From Generator EngineStarting Air Compressor


(0.5 m3 x 2.5 MPa)

48V

49V

PI TI

Jacket Preheating Unit

CI

PI TI

TI PI PI TI

From F.WHyd. Tank

To CleanDrain Tank

ElectricHeater

To DeckScupper

156V

154V

158V

D/G CoolingFresh Water

Expansion Tank (0.5 m3) LS LAL

IAS

160V

157V

W-ORI-4148V

149V

150V

153VW-ORI-3146V

(A)

(A)

147V

151V

FromL.O System

FromL.O System

142V

PI TI

PI TI

No.1G/E

F.W.Cooler(100%)

No.2G/E

F.W.Cooler(100%)

144V

143V

141V TX TIAHIAS

TX

TI

ControlAir

IP

IAS

145V

161V

164V

163V

162V


165V

W-ORI-2

DPS

PX

PIALMC

To Boiler F.O Pump Suction

126V

101V

FIIAS


(30 m3)

102V

137V

103V

(A)

104V

118V

115V

105V FI

CI

121V

PI

123V

138V120V

(A)(A)

(A)(A)

143V

CI

122V

PI

124V

PS

109V


To M.D.O Purifier Supply Pump

No.2

No.1

IAS

LS LAHMC

DPI

To Oily Bilge Tank


Fuel Leakage

Alarm Box

From M.D.O Purifier

11S(60 Mesh)


Near 2ndDeck

To F.O. Drain Tank

106V

PX

PIALMC

114V

LS LAHMC

DPS


Fuel Leakage

Alarm Box

111V

140V

141V

Key

Drain Line

Air Line

Fresh Water Line


Diesel Oil Line

Finn

ed T

ube

Pipe

(10

0A)




1) Starting

(1) Switch on the pumps for fuel oil, lub-oil, and cooling water and prime the engine.

(2) Check that all local instruments are at zero point. (3) Check that the oil level in the sump tank is a normal as required. (4) Confirm that the cooling water and LO temperature reach as

required degree. (5) Start the electrically driven auxiliary lub-oil pump in auto mode. (6) Check the running gear as well as the injection pump drive and the

valve gear to verify that oil is supplied to all bearing points. (7) Check the pipe connections and pipes for leakages. (8) Check the lub-oil pressure upstream of the engine and upstream of

the exhaust gas turbocharger. (9) Drain the compressed air tank and check the pressure, top up if

necessary. (10) With the indicator cocks opened, turn the engine several

revolutions using the turning gear (11) Disengage the turning gear and confirm turning bar is in correct

stowed position. (12) Blow through the cylinders on air and check the indicator cocks for

any liquid is issuing. (13) Close the indicator cocks. (14) Ensure that the shut-off elements of all systems have been set to the

in-service position. (15) Operate the engine at low speed for approximately 10 minutes. (16) Check instrumentation during the test run. (17) If the engine operates properly, load should be applied or the

engines should be shut down. Prolonged idle operation is to be avoided. The engine should reach the service temperature as quickly as possible because as it suffers higher wear while cold.

2) Stopping

(1) Remove the load from the engine and operate it at low load. (2) Shut down the engine and confirm that the auxiliary LO pump starts

automatically (3) Open the indicator cocks and blow the engine over on air to clear the

cylinders. (4) Close the indicator cocks and keep the engine in the stand-by

condition.

3. Control & alarm settings


DG009 DG 1 ALT A/C AIR OUT TEMP H 120

DG007 G/E 1 CFW INLET PRESS L 200kPa

DG071 G/E 1 CHARGE AIR TEMP H 65

DG032 G/E 1 T/C EXH GAS IN TEMP H 570

DG034 G/E 1 T/C EXH GAS OUT TEMP H 450

DG003 DG 1 AFT BRG TEMP H 90

DG064 G/E 1 FUEL OIL INLET PRESS L 0.3MPa

DG094 G/E 1 LUB OIL INLET PRESS L 0.35MPa

DG078 G/E 1 LUB OIL INLET TEMP H 80

DG010 DG 2 ALT A/C AIR OUT TEMP H 120

DG008 G/E 2 CFW INLET PRESS L 200kPa

DG072 G/E 2 CHARGE AIR TEMP H 65

DG033 G/E 2 T/C EXH GAS IN TEMP H 570

DG035 G/E 2 T/C EXH GAS OUT TEMP H 450

DG004 DG 2 AFT BRG TEMP H 90

DG065 G/E 2 FUEL OIL INLET PRESS L 0.3MPa

DG073 G/E 2 LUB OIL INLET PRESS L 0.35MPa

DG079 G/E 2 LUB OIL INLET TEMP H 80



Illustration 2.11.3a Em’cy Generator Engine

TACH

HOURS

ENGINESPEED

RAISE

LOWERCRANK

RUN

MANUALSTARTCIRCUIT BREAKER

PUSH TO RESET START

OFF

ENGINEINSTRUMENT PANEL

Generator

J/B forCoolant Heater

1,02

2

995

1200

620

2,57

6U

nloa

ded

74Lo

aded

68

Crank Shaft

300

300

EngineInstrument PanelExpansion Joint

Radiator

Water Filler Cap

Radiator Duct Flange

Fuel Pump& Governor

Fuel Filter

Fuel Inlet Hose& Adapter

Fuel ReturnHose & Adapter

Electric Starting Motor

Oil Filler & Dipstick

L.O. By-pass Filter



2.11.3 Emergency Diesel Generator 1. General Description The Emergency Diesel generator is rated for 850kW at 450V, 60Hz for use in emergency or dry-dock conditions. The generator feeds the emergency switchboard and, through tie-breakers, the main switchboard. The unit will start automatically should the main running unit fail, or it can be started manually either from the emergency switchboard or engine starter panel. Under normal operating conditions, the emergency switchboard is fed from the main switchboard through a tie-breaker, with the emergency generator engine operation switch in the auto condition at the starter panel. Under these conditions, a loss of voltage in the bus bars will be sensed thus, starting the emergency generator automatically and feeding electric power to the emergency switchboard.

1) Engine The engine is a V-12 turbocharged diesel engine, running at 1,800 rev/min. The engine has an air start motor and a manual hand hydraulic system. Crankshaft, camshaft and bearings etc. are lubricated by a forced lubrication system from an engine driven gear pump. The pump draws oil from the sump pan and, after passing through a cooler and a filter, a pressure regulating valve maintains the line pressure. Heating elements are fitted to the sump to provide preheating of the lub-oil and heating elements are also fitted to the cooling water jacket. These are normally left on. An engine-mounted radiator with v-belt driven fan cools the jacket water, and an engine driven pump circulates the water through the jacket spaces. Fuel is supplied from the 5.0m3 emergency diesel generator oil tank located in the emergency generator room, gravity fed to the fuel injection pump. Air for starting is supplied from a separate air reservoir, which is topped up by the engine-driven emergency diesel generator starting air compressor or generator engine starting air compressors. Start air is supplied to the starter motor after initiating the operation of a solenoid valve in the line.

2) Generator

The generator gives an output of 850 kW at 450 volt 3 phase 60Hz at 1,800 rev/min. The generator is a brushless type self-excitation, self-regulation system with automatic voltage regulator maintaining a constant output. A space heater coil is fitted to the generator enclosure to prevent condensation while the unit is idle. The generator is coupled to the emergency switchboard via a circuit

breaker, which is closed automatically by the engine starting sequence or manually at the emergency switchboard. Manual control of voltage is provided together with voltage, current and frequency meters at the emergency switchboard. The Emergency Generator starter panel in the emergency generator room has two positions: AUTO and MANUAL with START and STOP pushbuttons. The Emergency Switchboard EG section has three (3) selector switches: engine control mode ‘AUTO/MANUAL’, E/G mode ‘EMCY/FEED BACK’ and test switch ‘TEST/NORMAL’ for controlling the emergency generator set.

When a no-volt signal is received at the emergency switchboard, this initiates the engine start sequence. On receipt of the signal, the lub-oil heater and generator heater are switched off, the air start solenoid operates and air is admitted to the starter motor. The generator ACB on the emergency switchboard will be closed automatically when the engine is running at the correct speed and voltage.

In the MANUAL position, the generator can be started and run manually. Starting may be by manually operating the air start solenoid valve and, when the generator is running, the circuit breaker can be manually closed on the switchboard. Interlocks prevent the closure of the circuit breaker when the emergency switchboard is being fed from the main switchboard through the ACBs ELM1 and ELM2.


Emergency Generator Engine: Cummins Model KTA38 Combustion system Direct injection Aspiration Turbocharger & after cooler Bore / stroke 159 / 159 mm Firing order 1L-6R-2L-5R-4L-3R-6L-1R -5L-2R-3L-4R Emergency Generator: Rating 850 kW, 1062.5 kVA at p.f. 0.8 Voltage 3 x 450V


1) To Start the Generator Only at the engine starter panel.:

(1) Check the engine lub-oil sump level and top up as required. (2) Set the engine starter panel switches to the MANUAL position. (3) Check the fuel tank level, check for water and top up the tank as

required. (4) Open the fuel tank outlet quick closing valve and ensure that there is

fuel at the filters. (5) Check the air start receiver air pressure. Drain off any moisture. (6) Open the receiver outlet valve and the air line to the starter-motor. (7) Push the START button, the engine will receive a start signal. (8) When the engine is started, check instrumentation and for leaks around

the engine.

2) To Start the Generator from manual hand hydraulic system

(1) Carry out checks and inspections as above. (2) Set the engine starter panel switches to the MANUAL position. (3) Check that the feed tank is filled to the correct level with approved

hydraulic fluid. (4) Raise pressure to between 28.1 and 35.1MPa using hand pump. (5) Pull the relay valve operating lever, the engine will be started by

hydraulic power. (6) When the engine is started, check instrumentation and for leaks

around the engine.



Illustration 2.12.1a Distribution and Loading



2.12 Electrical Power Distribution 2.12.1 Distribution and Loading 1. Generating Plant The electric power generating plant consists of the following: Turbine generator No. of sets: 2 Rating: 6,600 volt, 3 Ph, 60 Hz, 4,812.5KVA Diesel generator No. of sets: 2 Rating: 6,600 volt, 3 Ph, 60 Hz, 2,437.5KVA Emergency diesel generator No. of sets: 1 Rating: 450 volt, 3 Ph, 60 Hz, 850 kW 2. Introduction One turbine generator is used during normal sea going conditions. Two generators are required when:

Maneuvering with bow thruster in use Cargo loading Cargo discharging

The emergency generator has sufficient capacity to supply the auxiliaries required to start a diesel generator in the event of total power failure. All four generators can operate in parallel, but not with the emergency generator. The emergency generator power can be fed back to a dead main switchboard. The emergency generator will start automatically in the event of a blackout and feed the emergency switchboard. 3. Power Distribution System

(1) General Description

The main switchboard is situated in the main switchboard room. The main switchboard, under normal operating conditions, feeds the emergency switchboard, which is situated in the emergency switchboard room. The emergency switchboard can be supplied from either 440V feeder panel via interlocked breakers. The main switchboard is divided into two parts. They can be operated independently, but are normally linked together by a bus tie breaker on each switchboard. One turbine generator supplies each switchboard. The diesel generator can be connected via a breaker on either switchboard, which are provided with separate synchronising panels. Each switchboard supplies its respective group starter panel.

A power management system controls the starting and stopping of the diesel generator and the connection and load sharing of the generators. If a failure occurs with any of the turbine generators, shedding non-essential loads and auto starting the diesel generator can reconfigure the power distribution. Panel boards are provided in suitable positions for the supply of power to the various power, heating, lighting, communication and navigation equipment throughout the vessel. Two 440V cargo switchboards supply the cargo pumps. The other large motors and group starter panels are supplied from the 440V main group starter panels directly and power for other smaller power consuming devices are supplied through group starter or distribution panels, supplied from the 440V main switchboard. Each distribution circuit, in general, is protected against overcurrent and short circuit current by a moulded case circuit breaker fitted on the switchboard or panel board, with inverse time overcurrent trip and instantaneous trip. Each steering gear motor is fed from an independent circuit, two sets of steering gear motor are connected to the main switchboard and the other is connected to the emergency switchboard. A general service battery charging and discharging panel supplies the alarm monitoring system along with other essential low voltage services. Each supply system is provided with a device for continuously monitoring the insulation level to earth, giving an audible and visual indication of an abnormal low insulation level. 440V/220V transformers supply the normal and emergency 220V distribution systems. Each of the 220V feeder panels can be fed from each of the 440V feeder panels. The galley and laundry equipment has an isolated supply from the main switchboard through a 440V/440V transformer. The galley and laundry 220V services are supplied in a similar manner through a 220V/220V transformer. A shore connection is provided at the emergency switchboard to supply power to the main and emergency 440V switchboards, either independently or simultaneously

(2) Switchboards

The switchboards are of dead front box frame construction without a bottom plate and have hinged front panels that can be opened without disturbing the meters, pilot lamps, etc. mounted on them. Busbars, cubicle rows and tiers are segregated so that a fault in one cubicle cannot spread to another. A synchronising panel is supplied on each switchboard.

(3) Cargo Switchboards

Two switchboards are dedicated to cargo related auxiliaries. These switch-boards can be supplied from either 440V feeder panels or the emergency switchboard. In the case of main power system failure, the cargo pump switch-boards can be fed from the Emergency Switchboard.

(4) Emergency Switchboard

This switchboard is normally supplied from the main switchboard, but in an emergency is supplied from the emergency generator. During refit it would be supplied from the shore power connection. The emergency switchboard supplies emergency equipment and duplicates back up units.

(5) Feeder Circuit Breaker

The feeder circuits fed from the 440V feeder panel of the switchboard are protected by a moulded case circuit breaker with inverse time thermal over current trip, instantaneous magnetic trip and short circuit current interruption features, except the steering gear motor feeders, which are protected against short circuit only. The AC220V feeder circuit is protected by a moulded case circuit breaker with inverse time thermal over current trip, instantaneous magnetic trip and short circuit current interruption features. The moulded case circuit breakers for main and emergency switchboard are of the plug-in type, so that the breakers may be removed from the panel front without de-energising the main busbar. However, the moulded case circuit breakers for group starter panels and distribution panels are of the fixed type.

(6) Automatic Synchronising Control

An automatically controlled synchronising apparatus, which consists of the automatic speed matcher and the automatic synchroniser, is provided for the ship’s service generator sets. The automatic speed matcher equalises the generator frequency with busbar frequency. The automatic synchronizer energises the circuit breaker to connect two circuits in parallel at the moment when both phases coincide.

(7) Automatic Power and Frequency Control

An automatically controlled power and frequency control system is provided for each ship’s service generator. The power management system controls the effective output and frequency of the generators operated in parallel.

(8) Motors

The 440V motors, in general, are of the squirrel cage induction type with a standard frame designed for AC440V three phase 60Hz, except the motors for domestic service and small capacity motors of 0.4kW or less. Where continuous rated motors are used, the overload setting is such that the motor shall trip at 100% full load current. The motors in the engine room are of the totally enclosed fan cooled type. Stand by motors will start when no voltage or overboard is detected on the in-service motor or when the process pressure is low.



Illustration 2.12.1a Distribution and Loading



(9) AC440V Starters

The starters are generally constructed in group control panels and power distribution panels. The drawings for the starter circuit are enclosed in a vinyl envelope and kept in pockets inside starters. Essential motor starters are arranged in group starter panels on the main switchboard and duplicated. Equipment starters are split between each of the main switchboard group starter panels. Control voltage of starters is AC220V or 110V. Interlocked door isolators are provided for all starters. For group starters, this switch is of the moulded case circuit breaker type which functions as both disconnecting means and overcurrent protection of the motor branch circuit.

(10) Preference Trip

Non-essential loads are interrupted automatically in case of overcurrent of any one of the main diesel generators to prevent the ship’s power failure.

(11) Preferential Tripping

The power management system is designed to match the generator capacity to the power requirements of the vessel. However, should overcurrent occur for any of the main generators, non-essential services will be tripped. Preferential tripping will be initiated when one or more generators are supplying the main switchboard and an overcurrent is detected. Load shedding is carried out in two stages. The following non-essential preferential trip services will be shed immediately.

Group 1 (PT-1) Workshop unit cooler

No.1 Elec. heater panel for S/G room Provision ref. fan No.1 Prov. ref. plant No.1 Main air cond. ref. plant ICCP (aft) P-1 panel (Workshop 440V D/B) G-1 panel (Galley 440V D/B) No.2 Elec. Heater panel for S/G room Boiler test room unit cooler No.2 Prov. Ref. plant No.2 Main air cond. Ref. plant Calorifier

Group 2 (PT-2) Combi Winch W1, W2

Mooring Winch M1, M3, M5, M7 Mooring winch M2, M4, M6,

When normal conditions are restored, the above breakers will have to be manually reset.

(12) Blackout Restart

IAS carries out also restart of motor after the blackout. The last running motors before blackout are to be sequentially after blackout. If a control position(remote/local) of a motor is “local”, IAS doesn’t restart the motor. “No Volt” of each switchboard detects the blackout condition. The following services will start immediately on restoration of power

BOG Extraction Fan Stern Tube L.O. P/P Aux. L.O. Pump for M/T Boiler Seal Air Fan D/G Engine D.O. Service Pump D/G Room Fan M/T Control Oil Pump G/E CSW Pump

The following will start after 3 seconds

M/Condensate Pump M/Condenser Vac. Pump No.1 E/R Sup. Fan No.2 E/R Sup. Fan


Main Central CFW Pump

The following will start after 10 seconds Aux. SW Circ. Pump Main SW Circ. Pump

The following will start after 15 seconds Main CSW Pump

The following will start after 18 seconds Condensate Drain Pump No.3 E/R Sup. Fan No.4 E/R Sup. Fan


Boiler FO Pump E/R Exh. Fan


Boiler No.1 FD Fan The following will start after 34 seconds

Boiler No.2FD Fan The following will start after 40 seconds

ST-BY FD Fan

The following will start after 46 seconds Aux. Central CFW Boost Pump

Start

End

Note*1. If the parallel running timer of st-by control by disch. press. is on, the motor is regarded as stop because it will be stopped within's seconds.

*2. Only applied to air compressor (star air, cont. air & g/s air comp).

Motor RunningBuffer =ON

ONBlackout Buffer

N

N

Y

Y

Blackout Buffer= ON

Y

Y

N

Y

Y

N

N

Motor = Running*1*2

*2

N

Motor Running Buffer = ONand

Motor = RemoteY

SWBDBus = No Volt

Restart Timer= Time Up

SWBDBus = No Volt

ONMotor Running Buffer

Y

N

N Motor = Running

Y

OFFBlackout Buffer

AvailableMotor Auto Start

OFFMotor Running Buffer

Motor Start FailAlarm for 10 Sec.

ONRestart Timer

Start Motor

Wait 1 Sec.

INHIBITMotor Auto Start

*2



2.12.2 Turbine Generators Maker: HHI-EES Type: HSJ7 719-4P Two turbine generators are provided. They each supply one of two main switchboards independently, but under normal conditions the two switchboards will be linked. Each generator is rated at 4,812.5KVA at AC6600V, 3Ph, 60Hz. They are of the totally enclosed, self excited, brushless type. The load voltage is kept constant by controlling the excitation current to the exciter. Output power from the stator is fed into a current/voltage compound transformer and the output of this is rectified and fed through the exciter stator windings. The magnetic field in the exciter stator induces AC in the excited rotor, which is rectified by the rotary diodes and passed to the DC main rotor windings. Initial voltage build-up is by residual magnetism in the rotor. Constant voltage control is achieved by the automatic voltage regulator, which shunts a variable current through the exciter windings via a thyristor to keep the AC stator output voltage constant. The generator is cooled by passing air over an integral fresh water cooler, using a closed circuit air supply. The cooling spaces are fitted with internal baffles to prevent water reaching the stator windings in the event of cooler leakage. Space heaters are fitted, which are energised when the generator circuit breakers are open, which protect against internal condensation during shut down periods. The breakers are normally operated by the power management system, but can be operated manually at the switchboard front. An embedded sensor monitors the stator temperature in each phase and a water leakage and temperature sensor is fitted in each air cooler. The bearings have a temperature sensor. The electric power system is designed with discrimination on the distribution system, so that the generator breaker is the last to open if any abnormalities occur. A turbine generators, with the diesel generators on stand by at sea, provide electrical power. The order of the stand-by start is selected through the power management system. Starting of large motors is blocked until there is sufficient power available. A diesel generator will be started to meet any shortfall. Two generators will be required to operate in parallel when: - Discharging cargo

- Loading cargo

- Maneuvering with bow thruster in use

Illustration 2.12.2a Turbine Generators

No.2 T/GPanel

No.1 T/GPanel

No.2 D/GPanel

No.1 D/GPanel

SynchPanel

SynchPanel

No.2 BusPanel

No.1 BusPanel

No.1 T/G

M M

HM2 HM16600 Volt 6600 Volt

T2 D2 D1 T1

HMBT2HM2LM2

No.2 MSBD

HMBT1 HM1LM1 HM1C1

No.1 MSBD

Av

A

kw

Hz

Stator RotorReduction

Gear

GOVV/V MSV

Exciter

Trip Signal

ElectricOverspeed

Trip

Turbo AltermatorSensing Signal

Close Contactor Signal

SpeedSensing Relay Governor

AVR

AutoSynchroniser

PowerManagement

No.2 D/G No.1 D/G

Diesel EngineStart

Diesel EngineStart



2.12.3 Diesel Generator Maker: HHI-EES. Type: HSJ7 715-10P A main diesel generator is provided. It can supply both main switchboards independently, but under normal conditions the two switchboards will be linked. The generator is rated at 2,437.5KVA at AC6600V, 3Ph, 60Hz, 2sets. It is of the totally enclosed, self excited, brushless type. The load voltage is kept constant by controlling the excitation current to the exciter. output power from the stator is fed into a current/voltage compound transformer and the output of this is rectified and fed through the exciter stator windings. The magnetic field in the exciter stator induces AC in the excited rotor, which is rectified by the rotary diodes and passed to the DC main rotor windings. Initial voltage build-up is by residual magnetism in the rotor. Constant voltage control is achieved by the automatic voltage regulator, which shunts a variable current through the exciter windings via a thyristor to keep the AC stator output voltage constant. The generator is cooled by passing air over an integral fresh water cooler, using a closed circuit air supply. The cooling spaces are fitted with internal baffles to prevent water reaching the stator windings in the event of cooler leakage. Space heaters are fitted, which are energised when the generator circuit breakers are open, which protect against internal condensation during shut down periods. The breakers are normally operated by the power management system, but can be operated manually at the switchboard front. An embedded sensor monitors the stator temperature in each phase. A water leakage and temperature sensor is fitted in each air cooler. The bearings have a temperature sensor. The electric power system is designed with discrimination on the distribution system, so that the generator breaker is the last to open if any abnormalities occur. The turbine generators, with the diesel generators on stand by at sea, provide electrical power. The order of the stand by start is selected through the power management system. Starting of large motors is blocked until there is sufficient power available. A diesel generator will be started to meet any shortfall. Two turbine generators will be required to operate in parallel when: - Discharging cargo - Loading cargo - Manoeuvring with bow thruster in use

A diesel generator will start under the following conditions: - Busbar blackout (if the generator is in stand-by mode) - Load dependent start. - Start request from heavy consumers. - Over-current on running generator. - Boiler tripped or low-low steam pressure at turbine generators. - Standby start based on frequency (58.5 Hz 10 sec delay)

Illustration 2.12.3a Diesel Generator

No.2 T/GPanel

No.1 T/GPanel

No.2 D/GPanel

No.1 D/GPanel

SynchPanel

SynchPanel

No.2 BusPanel

No.1 BusPanel

No.1 T/GNo.2 T/G

M M

HM2 HM16600 Volt 6600 Volt

T2 D2 D1 T1

HMBT2HM2LM2

No.2 MSBD

HMBT1 HM1LM1 HM1C1

No.1 MSBD

Av

A

kw

Hz

Stator Rotor

Exciter

Close Contactor Signal

AVR

AutoSynchroniser

PowerManagement

No.2 D/G No.1 D/G

No.1 DieselGenerator

Auto

Local

Em'cy Stop

Local Start

SwitchboardPanel

No Voltage Signal

Overload Signal

High Load Request

DieselEngine

Abnormal

InitiateStart

Same No.1 D/G



Illustration 2.12.4a Battery Charger Alarm Display Monitor

Alarm & Display Monitor

SET UP DOWN

ALARM SETTING MODE

SYMBOL

P/FO/CH/VL/VE/L

DESCRIPTIONALARM BUZZER

INPUT POWER ALARMOUTPUT OVER CURRENT ALARMOUTPUT HIGH VOLTAGE ALARMOUTPUT LOW VOLTAGE ALARMEARTH LEAKAGE ALARM

B/ZSTOP/RESET

DISPLAYMANU

OPERATING MODE

ERRORMODE

ENTER

ERROR MODE

E.Q/FLOAT

CHARGING



2.12.4 Batteries & Battery Charger 1. Battery Charging Discharging Board

1) General

The main DC24V system is supplied by the charge/discharge board.

In normal operation the battery charge/discharge switchboards can be fed either from the emergency 440V switchboard or the No.1 440V switchboard

In the event of power failure, the 24V system is supplied by two banks of batteries automatically.

When the AC source is first switched to the charging/discharging board, or reconnected after a source failure, battery charging is switched to equalising mode, reverting to floating charging after 1 hour of equalising charging.

An operator can select the equalising charging method with the push button switch. The equalising charging reverts automatically to floating charging after an 8 hour equalising charging period.

If the bus voltage is higher than 28V when the equalising charging is turned on, the voltage-dropper which reduces feeder voltage is turned on and then when the equalising charging is finished the voltage-dropper is automatically turned off.

2) Capacities and ratings

Maker : SEUN ELECTRIC No. of sets : 1 set Equalizing Voltage : DC28V Floating Voltage : DC26.7 ~ 27.2V Electric Power : AC 440V, 3phase, 60Hz

: DC rated current : DC24V, 150A Max. charging – 200A

IP Grade : IP 22 3) Alarm and Indication Lamps as follows (1) Input Power Fail (Setting Point : 50sec) (2) Earth Leakage (Setting Point : 5kΩ) (3) Over Current (Setting Point : 157.5A) (4) Output Under Voltage (Setting Point : 21.6V) (5) Output Over Voltage (Setting Point : 30.8V)

2. Battery

1) General

The Lead-Acid battery cell consists of positive electrode, negative electrode, insulators, electrolyte, cell container and other parts. Except for the cell container, insulator and gaskets, the cell is built up of nickel-plated steel to withstand the mechanical damage inescapable in practical service.

The pocket type positive and negative plates are used for the electrode. In the pockets, the active materials are firmly contained. The positive active material is nickel hydroxide and in order to give necessary conductivity, a small quantity of graphite is added. The negative active material is finely divided cadmium powder with an addition of iron powder to prevent caking of the material.

The insulator is made of high quality vinyl chloride to avoid any risk of damage or erosion by the electrolyte for a long period of service.

The electrolyte is a mixture of chemically pure potassium hydroxide and purified water. The specific gravity of the electrolyte is 1.21 at 20oC.

2) Capacities and ratings

Capacity : DC24V. 300AH x 2sets Type : Lead Acid Sealed Rating : 10Hour Discharging



2.12.5 Un-Interruptible Power Supplies 1. Understanding Operation The UPS functions automatically to supply AC electrical power to the critical load. The UPS always operates in one of three modes.

In Normal mode the critical load is supported by the inverter, which derives its power from rectified utility AC power. In this mode, the rectifier also provides charging current for the battery.

In battery mode, the battery cabinet provides DC power, which maintains inverter operation. The battery supports the critical load.

In Bypass mode, the critical load is directly supported by the utility. The UPS continually monitors itself and the incoming utility power, and automatically switches between these modes as required, with no operator intervention. The sophisticated detection and switching logic inside the UPS ensures that operating mode changes are automatic and transparent to the critical load. 2. Normal Mode Operation In Normal mode, utility AC power is supplied to the rectifier and the rectifier supplies DC power to the inverter, which then supplies the regulated AC power to the critical load. The rectifier also provides charging power to the battery. The message “Normal” appears in the status area of the panel. Figure 1 shows the path of electrical power through the UPS system when the UPS is operating in normal mode.

Input

Rectifier Inverter

Battery

Load~=

~=

Figure 1 Normal Mode

If the utility AC power is interrupted or out of specification, the UPS automatically switches to battery mode to support the critical load with no interruption. When utility power returns the Normal mode is reinstated. If the UPS system becomes overloaded, the UPS switches to Bypass mode. The UPS automatically returns to Normal mode when the error condition is cleared and system operation is restored to fall within specified limits. If the UPS suffers an internal failure, it switches automatically to By-pass mode

and remains in that mode until the failure is corrected and the UPS is put back into service. 3. Battery Mode Operation The UPS transfers to Battery mode automatically if a utility power outage occurs, or if the utility power does not conform to specified parameters. In battery mode, the battery provides emergency DC power, which the inverter converts to AC power. When the UPS switches to Battery mode, its alarm indications depend on the cause and on the battery charge state. The length of time the system can operate in battery mode depends on loading and the battery supply capacity. Figure 2 shows the path of electrical power through the UPS system when it is operating in Battery mode.

Input

Rectifier Inverter

Battery

Load~= ~

=

Figure 2 Battery Mode

When the discharging battery voltage reaches the lower limit of UPS operation capability, UPS will shut down. If incoming power returns to within specified parameters, the UPS automatically returns to Normal mode, and alarm indications clear. 4. Bypass Mode Operation The UPS automatically switches to Bypass mode when it is in the following conditions. In this mode, the utility AC power is supplied directly to the critical loads through the Bypass circuit.

1) Initial Start-up 2) Output is overloaded (more than 120%) 3) UPS internal temperature exceeds the safe operation range. 4) UPS internal failure 5) “Off” switch is depressed for more than 3 seconds in the front panel.

WARNING

The critical load is not protected while the UPS is in Bypass mode.

Figure 3 show the path of electrical power through the UPS system when the UPS is operating in Bypass mode.

Input

Rectifier Inverter

Battery

Load~= ~

=

Figure 3 Bypass Mode



Blank Page



Illustration 2.13.1a Provision Refrigeration System

P

KP 5

PMP 55

HE8

.0

Fresh Water Line

Key

Refrigerant Gas LineRefrigerant Liquid Line

Drain Line

No.1 Prov. Ref.Condenser

Liquid Charging Valve

DCR 0457

PKP 2

SS-3072

Cooling F.W Out

Accomm. Area(In Cold Rooms)

E/R Area

Cooling F.W In

No.1Refrigerating

PKP 1

B-1GBC-28S

A-1GBC-28S

OilSeparator

MF-

9

MF-

11

MF-

6

P

KP 5

PMP 55


PKP 2

SS-3072

Cooling F.W Out

Cooling F.W In

PKP 1

B-1GBC-28S

A-1GBC-28S

OilSeparator

No.2Refrigerating

Fan Switchboard

Compressor Switchboard

GBC

12S

TS 2-0.45(01)

REG

10

Wall MountingGBC

12S

TS 2-0.45(01)

GBC

22S

REG

10

KVP

22

Vegetable Room+3

(40.1 m3)HFS-3

GBC

12S

TS 2-1.3(02)

REG

10

Fish Room-20

(20.1 m3)HFS-4-SS

GBC

10S

GBC

12S

EVR 6

TS 2-1.3(02)

GBC

10S

EVR 6

GBC

10S

EVR 6

GBC

10S

EVR 6

REG

10

NRV

10SN

RV 2

8S

Meat Room-20

(30.0 m3)HFS-4-SS

GBC

15S

KVP

15

Dairy Room+3

(20.1 m3)HFS-1

NRV

10S

GBC

28S

E-1GBC 28S

NRV

28S

GBC

28S

E-1GBC 28S

BMSL

8S

BMSL

8S

Out Air



2.13 Accommodation Services 2.13.1 Provision Refrigeration System 1. General The cooling unit for the meat room, fish room, and vegetable room is provided by a direct expansion R-404A system. The plant, which is situated in the engine room on the 1st deck starboard side is automatic and consists of two compressors two condensers, and an evaporating air cooler in each of the seven cold rooms. Air in the cold rooms is circulated through the evaporator coils by electrically driven fans. The meat room and fish room evaporators are equipped with a timer controlled electric defrosting element. The frequency of defrosting is controlled by means of a defrosting relay built into the starter panel. Under normal conditions one compressor/condenser unit is in operation, with the other on stand-by but on manual start up, with all valves shut until required. The plant is not designed for continuous parallel operation of the two systems because of the risk of a transfer of Lubricating oil between the compressors. For bringing down the room temperatures after storing in tropical climates, both compressors may be run in parallel operation for a short period only. The compressor draws R-404A vapour from the cold room cooling coils and pumps it under pressure to the central fresh water cooled condenser where the vapour is condensed. The liquid refrigerant is returned through a dryer unit and filtered to the cold room evaporators. The compressors are protected by high pressure, low pressure and low lubricating oil pressure cut-out switches. Each unit is also fitted with a crankcase heater. A thermostat in each room enables a temperature regulating device to operate the solenoid valves independently, in order to reduce the number of starts and the running time of the compressor. The air coolers accept the refrigerant as it expands into a super-cooled vapour under the control of the expansion valves. This vapour is then returned to the compressor through the non-return valves. When all the solenoid valves at the air coolers are closed by the room thermostats, the low suction pressure switches will stop the compressors. A back pressure controlled constant pressure valve is included in the vegetable to prevent these rooms dropping too far below the normal set point. This would damage the provisions, should the inlet solenoid valve fail to close properly. Any leaks of refrigerant gas from the system will result in the system becoming undercharged. The symptoms of a system undercharge will be low suction and discharge pressures with the system eventually becoming ineffective. Bubbles will appear in the sight glass. A side effect of low refrigerant gas charge is apparent low lubricating oil level in the sump. A low charge level will result in excess oil being entrapped in the circulating refrigerant, thus the level in the

sump will drop. When the system is charged to full capacity the excess oil will be separated out and returned to the sump. During the operation the level as shown in the condenser level gauge will drop. If the system does become undercharged, the whole system should be checked for leakage. When required, additional refrigerant can be added through the charging line, after first venting the connection between the refrigerant bottle and the charging connection. The added refrigerant is dried before entering the system. Any trace of moisture in the refrigerant system will lead to problems with the thermostatic expansion valve icing up and subsequent blockage. 2. Specification

Compressor Maker: HI-PRESS KOREA No. of sets: 2 Model: SBO42 No. of cylinder 4 Condenser Model: CRKF 271230 No. of sets: 2


1) To Start the Refrigeration Plant

(1) All stop valves, except the compressor suction, in the refrigerant line should be opened and fully back seated to prevent the pressure in the valve reaching the valve gland.

(2) The crankcase heater on the compressor to be used should be

switched on least three hours prior to starting the compressor. (3) Check that the oil level is correct. (4) Start up the ancillaries, pumps etc. (5) Open the valves for the condenser water. Check to make sure there is

sufficient flow. (6) Open the suction valve one turn. (7) Start the compressor. (8) Continue opening the suction valve slowly, taking care not to allow

liquid into the compressor and keeping the suction pressure above the cut out point.

While running:

a) Check the inlet and outlet pressure gauges - High pressure control KP5 cut out 19.5 bar

cut in manual reset

- Low pressure control KP1 cut out 0.9 bar cut in 1.9 bar

- Oil pressure control MP55 cut out 0.4 bar cut in manual reset time delay 60 sec

b) Cool. Water Pressure Control cut out 0.4 bar

cut in 0.8 bar

c) Check the oil level and oil pressure d) Check for leakages

2) To Put the Cold Chamber System into Operation

(1) Open the refrigerant supply to one cooler room. (2) Open the refrigerant returns from the cooler room. (3) Repeat the above for each of the cooler rooms.

4. Defrosting The air coolers in the meat room and fish room are fitted with electrical defrosting i.e. the evaporator and drip trays are provided with electric heating elements. The frequency of defrosting is controlled by means of a defrosting relay built into the starter panel. The defrosting sequence is as follows:

1) The compressor stops and all solenoid valves in the system close. The fans in the meat room and fish room stop working but the fans in the other rooms continue the circulation of the warm air over the coolers, in this way keeping the cooling surfaces free from ice.

2) The electric heating elements in the meat and fish room switch on.

As long as the coolers are covered with ice, the melting takes nearly all of the heat supplied and the temperature of the cooler and the refrigerant is constantly kept near zero. When the ice has melted, the refrigerant temperature rises in the meat and fish rooms. When the temperature reaches the set point (approximately +10°C) of the defrosting thermostat, the heating elements are switched off



Illustration 2.13.1a Provision Refrigeration System

P

KP 5

PMP 55

HE8

.0

Fresh Water Line

Key

Refrigerant Gas LineRefrigerant Liquid Line

Drain Line



DCR 0457

PKP 2

SS-3072

Cooling F.W Out

Accomm. Area(In Cold Rooms)

E/R Area

Cooling F.W In

No.1Refrigerating

PKP 1

B-1GBC-28S

A-1GBC-28S

OilSeparator

MF-

9

MF-

11

MF-

6

P

KP 5

PMP 55


PKP 2

SS-3072

Cooling F.W Out

Cooling F.W In

PKP 1

B-1GBC-28S

A-1GBC-28S

OilSeparator

No.2Refrigerating

Fan Switchboard

Compressor Switchboard

GBC

12S

TS 2-0.45(01)

REG

10

Wall MountingGBC

12S

TS 2-0.45(01)

GBC

22S

REG

10

KVP

22

Vegetable Room+3

(40.1 m3)HFS-3

GBC

12S

TS 2-1.3(02)

REG

10

Fish Room-20

(20.1 m3)HFS-4-SS

GBC

10S

GBC

12S

EVR 6

TS 2-1.3(02)

GBC

10S

EVR 6

GBC

10S

EVR 6

GBC

10S

EVR 6

REG

10

NRV

10SN

RV 2

8S

Meat Room-20

(30.0 m3)HFS-4-SS

GBC

15S

KVP

15

Dairy Room+3

(20.1 m3)HFS-1

NRV

10S

GBC

28S

E-1GBC 28S

NRV

28S

GBC

28S

E-1GBC 28S

BMSL

8S

BMSL

8S

Out Air



3) The compressor starts. When the coil surface temperature has gone below the freezing point, the fans in the meat and fish start. The system is now back on the refrigerating cycle again. If the defrosting is not completed at the expiration of the predetermined defrosting period, the defrosting will be restarted by the timer and a new cycle will commence.

5. System Running Checks at Regular Intervals

- Lubricating oil levels in the crankcase - Lubricating oil pressure - Moisture indicators - Suction and discharge pressure and temperature and any unusual

variations investigated - Check all room temperatures and evaporation coils for any sign of

frosting

6. The following conditions register in the central alarm system: - Power failure

- Overcurrent trip

- High pressure trip

- Oil low pressure trip

- Cold room high temperature alarms



Illustration 2.13.2a Aux. Air Conditioning Plant

Open Deck

PKP 2

Cooling F.W OutCooling F.W In

PPKP 1

P

No.2 Condenser


DCR 14411

Purging

No.2Compressor

HSV80

HSV32

EVR 25HSV 25

FIL 25

SCV65 SCV65

SCV50

SCV50

MF-

84

MF-

11

MF-

5 STA 65

SCV 65

PMP 55

P

KP 15

SS-3072

PKP 2

Cooling F.W OutCooling F.W In

PPKP 1

P

No.1 Condenser


DCR 14411

Purging

No.1CompressorM

F-84

MF-

11

MF-

5 STA 65

SCV 65

PMP 55

P

KP 15

SS-3072

Air CoolerAC 3-2Unit 4

EVR 25HSV 25

FIL 25


EVR 32HSV 32

FIL 32


EVR 32HSV 32

FIL 32




2.13.2 Accommodation and Air Conditioning Plant 1. General Air is supplied to the accommodation by two identical air handling units located in the accommodation on the Upper Deck. Each unit consists of an electrically driven fan drawing air through the following sections:

- Mixing chamber for fresh and recirculated air - Filter - Heating section with steam - Cooling section with refrigerant R-404A - Humidifying section with steam - Water eliminator section

The air is forced into the distribution trunk, which supplies the accommodation. Air may be drawn into the system either from outside, or from the accommodation via the recirculation trunk. With heating or cooling coils in use, the unit is designed to operate on 36.8% return air supply. The ratio of circulation air may be varied manually, using the damper in the inlet trunking. The inlet filters are of the washable mat type, and heating is provided by coils supplied by steam from the 6.0 barsystem. Cooling is provided by a direct expansion R-404A system. The plant is automatic and consists of two compressor/condenser/dryer units, supplying two (2) evaporator coils, in each of the two separate air handling units in the accommodation. Under emergency conditions it is possible that one compressor can serve both of the air handling units by opening the cross connections on the delivery and return lines.

Note At no time must the cross connection valves be opened while both compressors are in service Direct expansion coils achieve cooling of the air. The coils are fed with refrigerant from the air conditioning compressor as a superheated gas, which is passed through the condenser where it is condensed to a liquid. The liquid R-404A is then fed via filter drier units to the cooling coils where it expands, under the control of the expansion valves, before being returned to the compressor as a gas. The compressor is fitted with an internal oil pressure activating unloading mechanism, which affords automatic starting and variable capacity control. A high and low pressure cut out switch and low Lubricating oil pressure trip protects the compressor. A crankcase heater and cooler are fitted.

Any leakage of refrigerant gas from the system will result to the system becoming undercharged. The symptoms of system undercharge will be low suction and discharge pressure, with the system eventually becoming ineffective. A side effect of low refrigerant gas charge is an apparent low oil level in the sump. A low charge level will result in excess oil being entrapped in the circulating refrigerant gas, thus the level in the sump will drop. When the system is charged to full capacity, this excess oil will be separated out and returned to the sump. During operation, the level as shown in the receiver level gauge will drop. If the system does become undercharged the whole system pipe work should be checked for leakage. If a loss of gas is detected, additional gas can be added through the charging line, after first venting the connection between the gas bottle and the charging connection. The added refrigerant is dried before entering the system. Any trace of moisture in the refrigerant will lead to problems with the thermostatic expansion valve icing up and subsequent blockage. Cooling water for the condenser is supplied from the low temperature fresh water cooling system. 2. Specification

Compressor

Maker: HI-PRESS KOREA No. of sets: 2 Model: CMO28 Speed 1770 No. of cylinder 8

Condenser

Model: CRCK 502320 No. of sets: 2

Air handling unit (Normal Condition with H

Model HPB-08 Air volume 21,655 m3/h Air cooler capacity 144,480 kcal/h (168.0 kW) Heater capacity 159,960 kcal/h (186.0 kW)

3. Procedure for the Operation of the Air Conditioning System

1) To Start the Ventilation System

(1) Check that the air filters are clean.

(2) Set the air dampers to the outside position.

(3) Start the supply fans.

2) To Start the Air Conditioning Compressor

(1) All stop valves in the refrigerant line should be opened (except for the main valve in the liquid line) and fully back seated to prevent the pressure in the valve reaching the valve gland.

(2) Open the compressor discharge valve. (3) The crankcase heater on the compressor to be used should be

switched on a three hours prior to starting the compressor. (4) Check the oil level. (5) Check the settings of the compressor safety devices. (6) Start up the ancillaries, cooling water pumps etc. (7) Open the valves for the condenser cooling water. Check there is

sufficient flow. (8) Set the capacity regulator to minimum capacity. (9) Open the compressor suction valve slightly. This will prevent

excessive pressure reduction in the compressor on start up, high could cause oil foaming in the crankcase.

(10) Start the compressor. (11) Continue opening the suction valve slowly until fully back-seated,

taking care not to allow liquid into the compressor, and keep the suction pressure above the cut out point.

(12) Open the main valve in the liquid line.

3) Compressor Running Checks

- The Lubricating oil pressure should be checked at least daily.

- The oil level in the crankcase should be checked daily.

- The suction and discharge pressure should be checked regularly.

- The temperature of oil, suction and discharge should be checked

regularly. A regular check on the motor bearing temperatures should also be kept.

- Check on any undue leakage at the shaft seal.



Illustration 2.13.2b Main Air Conditioning Plant

TSPS

TSPS

TSPS

TSPS

Accom. Area

Engine Room

Air Vent

From/To CentralCooling System Liquid Charge Valve

SCV 50

SCV

65

KP2SS-3072

SCV

65

SCV 50

SCV 50

527E

527E

Purging

Purging

LUC

MF-100

EVR 1

0

TES

5-5.

0(02

)

DCR 19217

Receiver

Condenser

Compressor

SCV 125

SCV 65

P

Fresh Water Line

Key

Refrigerant Gas Line

Refrigerant Liquid Line

Drain Line

To FUC for Galley

2xMF-84

Air Vent

From/To CentralCooling System Liquid Charge Valve

SCV 50

SCV

65

KP2SS-3072

SCV

65

SCV 50

SCV 50

527E

527E

Purging

Purging

LUC

MF-100

EVR 1

0

TES

5-5.

0(02

)

DCR 19217

Receiver

Condenser

Compressor

P

2xMF-84

EVR 32HSV 32

FIL 32TES 55-56(02)

TES 55-56(02)

EVR 32HSV 32

FIL 32

AC 2-2Unit 2

EVR 32HSV 32

FIL 32TES 55-56(02)

TES 55-56(02)

EVR 32HSV 32

SCV 100

SCV 100

FIL 32

AC 1-2Unit 1

EVR 40HSV 40

FIL 40MLV661.25-6.3

MLV661.25-6.3

EVR 40HSV 40

SCV 125

FIL 40

AC 1-1Unit 1

J/BEVR 40

HSV 40

FIL 40MLV661.25-6.3

MLV661.25-6.3

EVR 40HSV 40

SCV 125

FIL 40

AC 2-1Unit 2

J/B



4) To Stop the Compressor for Short Periods

(1) Reduce the capacity regulator to the minimum setting. (2) Close the condenser liquid outlet valve. (3) Allow the compressor to pump down the system so that the low-evel

pressure cut-out operates. (4) Close the filter outlet valve. (5) Isolate the compressor motor. (6) Close the compressor suction valve. (7) Close the compressor discharge valve. (8) Close the inlet and outlet valves on the cooling water to the condenser. (9) Switch on the crankcase heater.

5) To Shut Down the Compressor for a Prolonged Period

If the cooling system is to be shut down for a prolonged period, it is advisable to pump down the system and isolate the refrigerant gas charge in the condenser.

Leaving the system with full refrigerant pressure in the lines increases the tendency to lose charge through the shaft seal.

(1) Shut the liquid outlet valve on the condenser. (2) Run the compressor until the low pressure cut-out operates. (3) After a period of time the suction pressure may rise as the evaporators

warm up, in which case the compressor should be allowed to pump down again, until the suction pressure remains low. It may be necessary to reduce the setting of the low pressure cut out.

(4) Shut the outlet valve from the filter. (5) Shut the compressor suction and discharge valves. (6) Close the inlet and outlet valves on the cooling water to the condenser. (7) The compressor discharge valve should be marked closed and the

compressor motor isolated, to prevent possible damage.

6) Adding Oil to the Compressor Oil can be added to the compressor while running by using an oil pump connected to the oil charging connection or by using the following

procedure.

(1) Throttle the suction valve until the suction pressure is slightly below atmospheric. It will be necessary to reduce the setting of the low pressure cut out.

(2) Connect a pipe to the oil charging valve, fill the pipe with oil and

insert the free end into a receptacle containing refrigerator oil. (3) Open the charging valve carefully, allowing atmospheric pressure to

force the oil into the crankcase and avoiding ingress of air. (4) Reset the low pressure trip.



Illustration 2.13.3a Package Air Conditioner



2.13.3 Package Air Conditioner 1. General Each unit consists of an electrically driven fan drawing air through the following sections:

Mixing chamber for fresh and recirculated air (90%) Filter Heating coils Evaporator coils Fan

The air is forced into the distribution trunk, which supplies the engine control room. The inlet filters are the washable mat type. Cooling is provided by a direct expansion R-404A system. The plant is automatic and consists of two compressor, condenser units, supplying evaporator coils, one in each of the two separate air handling units in the engine room. Each compressor and condenser unit has 50% of the total capacity requirement and, under normal conditions, two compressors would be in use, each supplying their own air handling unit. Direct expansion coils achieve cooling of the air. The coils are fed with refrigerant from the air conditioning compressor as a superheated gas, which is passed through the condenser where it is condensed to a liquid. The liquid R-404A is then fed via filter drier units to the cooling coils where it expands, under the control of the expansion valves, before being returned to the compressor as gas. The compressor is fitted with an internal oil pressure activated unloading mechanism, which affords automatic starting and variable capacity control. A high and low pressure cut out switch and low lubricating oil pressure trip protects the compressor. A crankcase heater and cooler are fitted. Any leakage of refrigerant gas from the system will result in the system becoming undercharged. The symptoms of system undercharge include low suction and discharge pressure, and an ineffective system. A side effect of low refrigerant gas charge is an apparent low oil level in the sump. A low charge level will result in excess oil being entrapped in the circulating refrigerant gas, thus the level in the sump will drop. When the system is charged to full capacity, the excess oil will be isolated and returned to the sump. During operation, the level in the condenser level gauge will drop. If the system becomes undercharged, the whole system pipe work should be checked for leakage.

2. Boiler Test Room Comprising a fan, compressor, refrigerant circuit, filters and controls, these are all self-contained and are air cooled. (1) Model : HIP-3WGE

Capacity : Cooling Capacity – 9,000kcal/H Heating Capacity – 8,600kcal/H

Type: Package type Refrigerant : R-404A

3. Work Shop Comprising a fan, compressor, refrigerant circuit, filters and controls, these are all self-contained and are air cooled.

(1) Model : HIP-20WGDE

Capacity : Cooling Capacity –54,000kcal/H

Heating Capacity – 43,000kcal/H

Type: Package type Refrigerant : R-404A

4. Procedure for the Operation

(1) Starting

1) Open the condenser refrigerant inlet and outlet valves. 2) Make sure that the air filter is clean. 3) Turn on the power switch at least six hours beforehand. 4) Start the fan. 5) Start the compressor by switching on the cooling ON/OFF

selection switch.

(2) Shutting Down

1) Close the condenser refrigerant outlet valve. 2) Allow the compressor to shut down on the low suction pressure

trip.

2) Stop the compressor. 3) Close the compressor stop valves on the suction and discharge lines.

4) Switch off the cooling ON/OFF selection switch.



Illustration 2.14.1a Fresh Water General Service System

PI PI

PI PI

21V

PI

SX

PI

Key

Drain Line

Air Line

Hot FreshWater Line

Fresh WaterLine

SteeringGear Room

SteeringGear Room

To OndeckF.W Service

DrinkingWater

Tank (P)(- m3)

LIAHLIAS

LX

DistilledWater

Tank (P)(- m3)

LIAHLIAS

LX

FreshWater

Tank (S)(- m3)

LIAHLIAS

LX

DistilledWater

Tank (S)(- m3)

LIAHLIAS

LX

SternTube

CoolingF.WTank

11V

15V

51V

27V

37V

22V36V

(A)

26V

28V

49V

63V

64V

55V

SF-1

17V

56V

65V

SalinityPanel

F.W Filling

(P) (S)

Upper DeckUpper Deck

To Galley

From/ToAccommodation

To AccommodationFresh Water

Fire Fighting System

To AccommodationSanitary Water

Service

To Fresh WaterHydrant

(Compressor Room (S))

FS

S

Sett.0.72 MPa

Fresh Water Hydrophore Unit (2,000 L)

To CondensateWater Line

E/R Toilet

WaterCloset

WashBasin

WashTub

(In Workshop)

WashTub

(For BLRW. Test)

Skin forCup Board

Drinking Water Hydrophore Unit (1,000 L)

Pump No.1 & 2(6 m3/h x 65 MTH)

No.2

No.1

0.9 MPa Air

Silver IonSterilizer

(5,000 L/H)

DrinkingWater

FountainSterilizer

(3,000 L/H)

PSPS PI

24V

23V

25V

Sett.0.77 MPa

Pump No.1 & 2(10 m3/h x 70 MTH)

To DeckScupper

No.2

No.1

0.9 MPa AirPSPS PI

PITI

Sett.0.88 MPa

To DeckScupper

FI

S

S

35V


SX

16V

58V

60V

41V 43V

39V

SalinityPanel

FI

S

S


To Deck Scupper

To Deck Scupper To Deck Scupper

To Deck Scupper

To Main Cooling F.W Exp. Tank

AFT B/H

Calorfier(1,500 L)

Casing Deck F.W Service71V

Workshop F.W Service53V

3rd Deck (AFT)F.W Service

46V

3rd Deck (FWD)F.W Service

34V

Chemical Store RoomShower

4V

2nd Deck F.W Service50V

(A)

Near G/E T/C

G/E T/C Cleaning(Container Complete)

54V

I.G.G Air Dryer CleaningI.G.G Ref. Cooler

61V

Hot WaterCirculating Pump

(2 m3/h x 10 MTH)

No.1

40V

(A)

(A)

38V

19V

No.2

To B.F. &G/S Pump(For W. SprayLine Rinsing)

Sett.0.72 MPa

Mineralizer(3,000 L/H)

57V

To Oily Bilge SeparatorFilling4th Deck F.W Service(Near F.W Generator)

48V

Floor F.W Service47V

42V

(A)

To Purifier OperatingWater System

To I.G.G Cooler

To Steering Gear Room

To D/G Cooling F.WExp. Tank

To I.G.G Tower Rinsing

To I.G.G Jacket Rinsing(A)

20V

29V

62V

(A)

To Distilled PlantChemical Dosing Unit

66V

67V

(A)

(A)

68V

69V

CarbonFilter



2.14 Fresh Water General Service Systems 2.14.1 Fresh Water General Service System 1. General Domestic fresh water and Drink water tank is stored in 197.1m3 fresh water tanks port and starboard, both equipped with level transmitters for alarm generation. Drinking water is stored in port side tank, and domestic fresh water is stored in starboard side. The tanks provide drinking water and water to general services throughout the ship. The tanks can be filled either from fresh water generators or via shore connections. Fresh water is supplied to general services via a 2,000litre hydrophore tank, pressurized to 0.65MPa. Two pumps in a duty standby configuration supply the tank. The pumps are controlled and monitored from IAS. A thermostatically controlled heater uses steam or electricity to provide hot water, which are being circulated to avoid extensive run off to get hot water at outlets. The fresh water system supplies the following

- Sanitary system

- Cooled fresh water for accommodations - Hot water service for accommodations - L.O. & D.O. purifier operating water system - Inert gas fan washing - Fresh water cooling system header tank - Chemical dosing unit - Oily water separator - Auxiliary engine turbocharger cleaning and hot foam system

2. Preparation for the Operation of the Fresh Water System

1) Start one FW hydrophore pump. 2) Fill the hydrophore tank to about 75%. 3) Stop the pump. 4) Crack open the air inlet valve to the tank until the operating pressure is

reached. 5) Close the air supply. 6) Repeat steps (2)~(5) until the tank is at the operating pressure, with the

water level at about 75%. 7) Switch one hydrophore pump to automatic operation. 8) Open the hydrophore tank outlet valve slowly, until the system

pressurises. 9) Start one hot water circulating pump. 10) Vent air from the calorifier. 11) Start the electric heater for the calorifier. 12) Switch the other supply pump to stand-by. 13) Supply steam to the calorifier when steam is available. 14) Shut down the electric heater.

3. FW Service System

2.14.2 Distilled Water Filling Service System 1. General Distilled water is stored in 268.4 m3 water tanks port and starboard, both equipped with level transmitters for alarm generation. The tanks can be filled either from fresh water generators or via shore connections. The distilled water system serves the following:

- Condensate make- up for the boilers - Emergency feed for boiler feed pumps via valve - Spill return from condensate drain pump system


IAS No. Description Alarm

FW016 PORT DIST TK LEVEL H/L 4.0 / 0.7 m

FW016 PORT DWTR TK LEVEL H/L 4.0 / 0.7 m

FW015 STBD DIST TK LEVEL H/L 4.0 / 0.7 m

FW017 STBD FW TK LEVEL H/L 4.0 / 0.7 m



Illustration 2.14.3a Sanitary Discharge System

Sewage CollectingTank

(10 m3)

Sewage TreatmentPlant

(60 Persons/day)

LS

LS LSHigh Alarm

LS

LSPump Start

LSPump Stop

FlowMeter

LS

Float TypeLevel Gauge

Vacuum PumpNo.2

Sewage Disch.Trans. Pump

(10 m3/h x 25 MTH)

No.2 No.1

From Fire, Bilge &G/S Pump

42V

CI

PI

VIPS

44V

No.1

CI

CI

41V

PI

43V

PI33V

18V

11V

19V

10V

1V14V2V

26V

PI31V

24V

17V

(PORT)

Sewage DischargeShore Connection

SweatScupperDrain

Waste Drainage (P)(STBD)

8V

4V

3V

7VFunnel

Hospital Wash BasinFlow Scupper Hospital Soil

SweatScupperDrain

Waste Drainage (S) Waste From Catering SpaceSoil Pipes (S)Soil Pipes (P)

To BilgeHolding Tank

Engine Room Toilet

ProvisionRefrigeration

Chamber

9V

29V 28V

Key

Drain Line

Sea Water Line

BG-32 BG-33

20V

36V

LAHHIAS

LAHHIAS

High High Alarmfor S.T.P



2.14.3 Sanitary Discharge System 1. General Description The Hamworthy Super Trident Sewage Treatment unit is a self contained system for the treatment of sewage from ships or rigs before it is discharged overboard and so prevent the pollution of harbour and coastal waters and inland waterways. Basically the Super Trident Sewage Treatment unit comprises a tank, divided into three water tight compartments – an aeration compartment, a settling compartment, and a chlorine contact compartment. The incoming sewage enters the aeration compartment, where it is digested by aerobic bacteria and micro organisms which are promoted in the sewage itself by the addition of atmospheric oxygen. From the aeration compartment the sewage flows into the settling compartment where the aerobic bacteria floc, known as activated sludge, is settled out producing a clear effluent which passes through a chlorinator and into the chlorine contact compartment before being finally discharged. 2. Operation Before running the machine for the first time after installation or maintenance, proceed as follows:

1) After initial installation, fill the pump with the liquid to be pumped. 2) Rotate the pump manually through at least one revolution to ensure that the

pump is free to rotate. 3) Check that the motor bearings are lubricated as detailed in the motor

manufacturer’s handbook. 4) Ensure that the suction and discharge line stop valves are in the “Open”

position.

When the system is fitted with a discharge pump and the control switch is in the AUTO position, the typical sequence of operation is as follows: - When the liquid reaches the “High” level float switch, the pump motor is

started and the liquid begins to discharge from the compartment. The pump continues to run until the liquid drops to the level of the “Los” level float switch when the motor is switched off.

- Should the “High” level alarm float switch fail to operate for any reason,

the level of the liquid will reach the “High” level alarm float switch, and actuate the alarm circuit.

- When the control switch is moved to the HAND position and The ON

push-button switch is operated the pump motor will run, to empty the tank for draining or cleaning until the control switch is moved to OFF.



Part 3 Integrated Automation System (IAS) 3.1 IAS for general ................................................................................. 3 - 4

3.2 DEO Open Supervisory Station (DOSS) ........................................ 3 - 4

3.3 DOHS (DEO Open History Station)................................................. 3 - 8

3.4 DOGS (DEO Open Gateway Station)............................................... 3 - 8

3.5 DOPC ІІ (DEO Process Controller ІІ) .............................................. 3 - 8

3.6 Alarm Management .......................................................................... 3 - 9

3.6.1 Classification of Alarm .......................................................... 3 - 9

3.6.2 Alarm Acceptance Procedure................................................. 3 - 9

3.7 Alarm Printout ................................................................................ 3 - 10

3.8 Fast Alarm Function ....................................................................... 3 - 10

3.9 Data Logging .................................................................................. 3 - 10

3.10 Extension Alarm and Engineer’s Alarm.........................................3 - 11

3.10.1 Extension Alarm ................................................................ 3 - 12

3.10.2 Engineer’s Alarm and Patrolman System .......................... 3 - 15

Illustration

3.1.1a IAS Overview (System Configuration)........................................ 3 - 1

3.1.1b IAS Overview (System Connection) ........................................... 3 - 2

3.1.1c IAS Overview (Power Supply Concept) ...................................... 3 - 3

3.6a Alarm Acceptance Procedure .......................................................... 3 - 9

3.7a Alarm Printer Configuration ......................................................... 3 - 10

3.7b Example of Alarm Printout ........................................................... 3 - 10

3.8a Example of Alarm Printout ........................................................... 3 - 10

3.10a Extension Alarm and Engineer Call System ................................3 - 11

3.10.1a Layout of Group Alarm Indication........................................... 3 - 12

3.10.1b Alarm Annunciation Sequence for Machinery System ............ 3 - 13

3.10.1c Alarm Annunciation Sequence for Cargo System.................... 3 - 14

3.10.1d Duty Selector Indication for Machinery .................................. 3 - 14

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



3 - 1 Part 3 Integrated Automation System (IAS)

Illustration 3.1.1a IAS Overview (System Configuration)

20" LCD

DOPC

Serial Communication For Cargo System - Custody Transfer System (CTS)(Dual) - Secondary Level Gauging System (Cargo Tanks) - VDR (Dual) - INS (Dual) - IGG - Gas Detection System - No.1 N2 Generator - No.2 N2 Generator

For Machinery System - Performance Monitor - Fire Detecting System - No.1 T/G - No.2 T/G - No.1 D/G - No.2 D/G

TCP I/POPC Communication

SMS

Loading Computer

Ext. VDU Net(Ethernet)

Ext. VDUServer

20" LCDCargo System

CCRMonitoring onlyfor Cargo and

Machinery System

W/H

(Process Monitoring onlyfor Cargo and Machinery System)

Extension VDU System

Logging Printer

Color HardCopier

Alarm Printer

20" LCDMachinery System

ECR

Logging Printer

DEO-Net (Ethernet)

Color HardCopier

Alarm Printer

PCNS

DOGS

Chief Engineer's Room

1st Engineer's Cabin

2nd Engineer's Cabin

3rd Engineer's Cabin

Receptacles for4 Other

Engineer's Cabins

DOPC

8 Sets DOHS

Plasma Display(50" Inches)

for Cargo Overviewin CCR

Ext. AlarmPanels

Duty Selector : 2 Units

Cargo & Machinery : 8 PanelsMachinery : 10 PanelsCargo : 2 Panels

W/H use INS Display Instead of Hardware Panel.LegendDOSS : DEO Open Supervisory StationDOHS : DEO Open History StationDOGS : DEO Open Gateway StationDOPC : DEO Process ControllerPCNS : PC Network Server



Illustration 3.1.1b IAS Overview (System Connection)

Plasma Display(50" Inches)

for Cargo Overview

OPT(2 Fibers)

OPT(2 Fibers)

OPT(2 Fibers)

OPT(2 Fibers)

OPT(2 Fibers)

OPT(2 Fibers)

OPT(2 Fibers)

OPT(2 Fibers)

OPT(2 Fibers)

CCR

ECR

OPT.CONV.

OPT.CONV.

OPT.CONV.

OPT.CONV.

W/H

IAS I/O CabinetRoom (FWD)

IAS I/O CabinetRoom (AFT)

No.1LVSBR

No.2LVSBR

Extension VDUS

Ext. VDU Net(Ethernet)

DOGS PCNS DOHS OPT.CONV.

OPT.CONV.

OPT(2 Fibers)

OPT.CONV.

OPT(2 Fibers)

OPT.CONV.

OPT.CONV.

OPT.CONV.

OPT.CONV.

OPT(2 Fibers)

OPT.CONV.

OPT(2 Fibers)

OPT.CONV.

OPT(2 Fibers)

OPT.CONV.

OPT(2 Fibers)

OPT.CONV.

OPT(2 Fibers)

OPT.CONV.

DOPC

I/O I/O

DOPC

I/O I/O

DOPC

I/O I/O

DOPC

I/O I/O

DOPC

DEO-Net(Ethernet)

I/O I/O

DOPC

I/O I/O

DOPC

I/O I/O

DOPC

I/O I/O

LegendDOSS : DEO Open Supervisory StationDOHS : DEO Open History StationDOGS : DEO Open Gateway StationDOPC : DEO Process ControllerPCNS : PC Network ServerOPT. CONV. : Optical Convertor



Illustration 3.1.1c IAS Overview (Power Supply Concept)

LegendDOSS : DEO Open Supervisory StationDOHS : DEO Open History StationDOGS : DEO Open Gateway StationDOPC : DEO Process ControllerPCNS : PC Network Server

W/HPower Supply Concept CCR

UPS

UPS

UPS

Batt

Battery Room(Nav.-DK)

A

UPS

BUPS

AB

AB

A B

A B

Extension & Portable VDUS

AC 220V

AC 440V/60Hzor

AC 380V/50Hz(Normal)

AC 440V/60Hzor

AC 380V/50Hz(Em'cy)

Batt

Battery Room(Upp.-DK)

No.2 LVSBD

IASI/O CabinetRoom (FWD)

IASI/O CabinetRoom (AFT)

DOGS PCNSDOHS

DOPC

I/O

PS PS PS PS

DOPC

I/O I/O

PS PS

DOPC DOPC

I/O I/O

PS PS

DOPC DOPC

I/O I/O

Logging Printer Alarm PrinterColor Hard

CopierPlasma Display(50" Inches)

for Cargo Overview

ECR

No.1 LVSBRCabinet

UPSAB

AB

PS PS

DOPC DOPC

I/O I/ONo.2 LVSBRCabinet

AB

Logging Printer Alarm PrinterColor Hard

Copier



Part 3 : Integrated Automation System (IAS) 3.1 IAS for general 1. System configuration Integrated Automation System(IAS) consists of several human interface stations that have monitoring and control the vessel machinery and cargo sections. Following human machine interface systems are provided as IAS monitoring and control stations. Wheelhouse Human-Machine Interface Station (DEO Open Supervisory Station : DOSS) Machinery Human-Machine Interface Station (DEO Open Supervisory Station : DOSS) Cargo Human-Machine Interface Station (DEO Open Supervisory Station : DOSS) Engineer’s Cabin Human-Machine Interface Station (Extension VDU) The following figures shows system configuration of IAS Illustration 3.1.1a Indicates system configuration of IAS Illustration 3.1.1b Indicates system connection concept of IAS Illustration 3.1.1c Indicates power supply concept of IAS 2. Operating Conditions Accuracy of instruments for IAS - Pressure : ±0.75% of span reading - Temperature : ±0.75% of thermocouples

±3.0% for resistive temperature detectors

- Level : According to maker standard, but not more than ±25mm

- Flow : ±1.5% unless otherwise specified - Controllers/Receivers : ±2% of set point (steady states) . Environmental Conditions

- Operating temperature : 20 ~ 55˚C Controlled environment 10 ~ 55˚C Machinery space -20 ~ 70˚C Open deck - Relative humidity : 95%

- Vibration : To comply with IEC92.504 requirements

3. Intrinsic Safety Intrinsic safety system is to be composed in accordance with the requirements of the classification society.

The Zener Barriers are applied to the 4-20mA Input/Output signals and the RTD Input signals from hazardous areas and contact barriers are applied to the contact input signals. 4. Power Supply - AC440V, 60Hz, 3 Phase or AC380V, 50Hz, 3Phase - Voltage : ±10% nominal - Frequency : ±5% nominal

Fully covered all of IAS power, except engineer’s cabin human interface station(Extension VDU), is assured by uninterrupted power supplies. A UPS is fed from normal feeding line, the other fed from emergency feeding line. The autonomy of each is 30min. Both of normal and emergency feeding power are always coming from ships power bus. On the wheelhouse station(DOSS), ECR stations(DOSS), CCR station(DOSS), DOHS, DOGS, and PCNS are used normal line in case of both feeding alive. When the normal feeding fails, those are change to emergency feeding by automatically. This change has a specific lag time then supported by small UPS to compensate the interruption during change over. - DOSS : DEO Open Supervisory Station - DOHS : DEO Open History Station - DOGS : DEO Open Gateway Station - DOPCⅡ : DEO Process ControllerⅡ

3.2 DEO Open Supervisory Station (DOSS) 1. General DOSS is provided as the main Human-machine Interface Station (HIS). DOSS is an Marine-DEO node facilitating Window aware functionality. The DOSS has the following features. - Display call-up toolbar - Operational faceplate facility - One line alarm indication - Trackball pointing device - High resolution display

It is fully integrated with Marine-DEO and can be a client node for DOPCⅡ and DOHS for LNGC monitoring control. Display call-up toolbar The toolbar allows prompt access each control and monitoring facility. Operator just clicks the intuitive icon, then call-up ideal display or pull-down menu that shows the title of displays are appeared. Operator faceplate facility

Each field devices can be manipulated from dedicated graphics. Operator just clicks the pre-configured devices symbol and will appear the faceplate. The clicks and enters numerical on the faceplate make him control the devices. One line alarm indication The latest alarm appears in this portion. Operator recognizes what alarm occurred during he watch the any displays without calling alarm summary. This bar is indicated on the top of screen at any time. After acknowledged the alarm, next event will be coming the area. 2. Display Layout

Ship's Time(*1)

One Line Alarm Indication Display Main Part

Display Call-up Toolbar

System Standard Time (*2)

NOTE * 1 : Ship’s Time : MM / DD/ YYYY HH:MM * 2 : System Standard Time : MM / DD / YYYY (WWW) HH : MM : SS MM : Month HH : Hour DD : Day MM : Minute YYYY : Year WWW : Week



3. Keyboard The DOSS has two(2) types of keyboard. - Operation keyboard - Engineering keyboard The Engineering keyboard is used for software modification and installation only. The keyboard is furnished inside lockable drawer. The following figures indicate the layout of keyboard.

Q

A

SP

W

S

Z

E

D

X

R

F

C

T

G

V

Y

H

N

U

J

I

K

O

L

P

! " $ = & * < > ?

-

RESET

STATS

ENTER

ACK SIL

PrevPage

MAN

MessageClear

Execute

SP OUT

AUTO

TAB

CAS

POWERGOOD FAIL

M M

7

4

1

.

8

5

2

0

9

6

3

-

NextPage

CloseCancel

PrevDisp

NextDisp

LastCancelAlpha

Shift

.

4. Display Figure 3.2.1 Graphic Display Graphic displays can be built so that the operator can monitor and manipulate the process directly from them. Both continuous and discontinuous processes can be managed from graphic displays. Basically, any data point parameter or sequence can be monitored and manipulated from any graphic display. Graphic behaviors such as blinking, color changes, bar graphs, appearance of subpictures, and numeric values can be controlled by parameters of data points

Display Items Contents

Free Memory Shows free main memory in DOSS

Free Disk (D:) Shows free disk space in D Drive of DOSS

Date and Time Shows Current Date and Time

Mode Indicator Shows whether parallel operation keyboard is in High-speed mode or ordinary mode.

Access Level Indicator

Shows current Access level

One-Line Alarm Window

Shows latest process alarm

Main Display Part Main area for application displays

Display Items Contents

Display Control Part Common area for displays

1. SILENCE button Used to turn off sound

2. ALARM button Used to indicate process alarm status and to invoke alarm summary display

3. SYS STATS button

Used to indicate system alarm status and to invoke system status display

4. MESSGE button Used to indicate message status and to invoke message summary display

5. SEQ EVENT button

Used to indicate sequence events status and to invoke sequence event summary display

6. PREVIOUS button

Used to go back to previous display

7. NEXT button Used to go to next display

8. GRAPHIC button Used to invoke graphic display

9. GROUP button Used to invoke group display

10 TREND button Used to invoke trend display

11. DETAIL button Used to invoke detail display

12. REPORT button Used to invoke report menu display

13. SYS CONF button

Used to invoke system configuration/ command menu display

14. PRINT button Used to activate CRT screen print

Figure 3.2.2 Group Display The group and detail displays shows parameter and permit operators actions. The group display show information for up to 8points. These face plate for PID controller, pump / valve control, etc.



No. Display Items

Contents

1. Page This is used to move to next or previous group No.

2. Group No. This shows current group No.

3. Group Title This shows group description of group display being Indicated.

4. Faceplate This consists of maximum 8 loops of faceplates assigned to the group No.

Figure 3.2.3 Trend Display Enhanced trend graph indication invoked y graphical icons. The trend display replaces the bar-chart portion when the operator selects the trend function. The trend portion initially presents historical data for up to eight PVs in the group, then continually updates the trace from the fight margin. These trends are shown on a axis of up to eight trends each. Each trend is shown in a different color.

No. Display Items Contents

1. Trend No. Trend No. currently displayed.

2. Trend title Shows trend title. The title can be changed system. Configuration/ command menu display.

3. Trend area Space to show trend graph

4. Pen No. Pen No. associated with each trend graph

5. Face plate button The button is used to pop up the face plate display on the

left side of screen for selected pen. Pen can be selected by clicking point parameter area.

6. Trend operation buttons

List of short-cut buttons used in the trend display

7. Relative time The time relative to the time at the right edge of the graph is displayed. When scrolled, the time relative to the time at the right edge of the graph before the scroll is displayed.

8. Digital Value Shown by bar when the Boolean value is 0 and shown by filling-in when the Boolean value is 1.

9. Display range Indicates the range for the analog-type pen that is now being displayed (the range for digital-type is not displayed).

10. Trend display Time stamp

Shows newest and oldest time stamp for the displayed trend graph.

11. Point parameter Area

Shows associated point parameters assigned to each trend pen.

12. Connection Information part

Shows node No., Node type and connection status (connected/not connected) of the group for which you wish to collect data.

13. Hair line cursor Operation buttons

The buttons are used to move hair line cursor forward and backward. The buttons are available when hair line cursor is active.

14. Display time span Shows selected display time span. This is not only standard time span, i.e., 1hour, 6hours, 1day and 6days, but also other time span resulting from zoom In/Out operation.

15. Time span change Buttons

The buttons are used to change time span selection.

16. Scroll buttons The buttons are used to scroll trend graph forward and backward.

17. Time-axis scroll Slide buttons

The buttons are used to slide (scroll more precisely) trend graph forward and backward slide of trend graph take place when the button is released.

18. Display type (only for local trend)

Shows the graph display state Blank: when current trend is displayed Record: when record trend is displayed Save: when save trend is displayed

19. Operation status (only for Local trend)

Shows the data collection status Collecting: data is being collected by manual mode or

automatic mode Waiting: waiting for collection time or collection trigger

Suspended: collection is being suspended

20. Collection period (only for Local trend)

Shows the collection start time and collection stop time for displayed trend graph. For current trend, the collection stop time is shown is blank.

Figure 3.2.4 Alarm Summary Display Indicates up to 200 of most recent alarms. Twenty-five of such alarms can be listed on each of five pages of this display. Alarm acknowledgement can be done on page by page of display.

No. Display items Contents

1. Filter Listed alarms can be filtered by the selection. <EHL> indicates all process alarm. <EH>indicates all process alarms with emergency and high alarm priority only. <E>indicates alarms with emergency priority only.

2. Sort by Chronological or priority-wise alarm message sorting can be chosen.

3. Update display

This is used to tentatively freeze display update or to reset display freeze.

4. Associate display

Displays that are related to selected points are invoked.

5. Unit alarm summary

This is used to invoke unit alarm summary display.

6. Online manual Opens the online manual specified in the point (supported in the future).(optional function)

7. ACK This is used to acknowledge alarm messages on the page.



8. Page This is used to show page No. of alarm summary display and to go to other pages.

9. Select button Move alarm message line up and downward to select dedicated alarm message.

10. Priority This indicates alarm priority of each alarm message (When items are sorted by priority)

11. Time stamp Shows time and date when the alarm occurs (When items are sorted by Time Stamp)

12. Alarm indicator

This shows alarm type of each alarm message, e.g., PVHI for PV high alarm, BADPV for bad PV etc.

13. Point description

Point descriptor of the each alarm point.

14. EU Engineering unit of point in alarm.

15. Set value Alarm trip point

16. Alarm value PV value when the alarm occurs or is returned to normal condition.

17. ID Unit to which the point in alarm is belonging.

18. Tag name Point name that is in alarm condition.

19. Select unit The selected units on the unit assignment display are indicated in cyan. The number of maximum usable units is 500, and only the alarm messages of selected units are listed. Pages are invoked by clicking the <<, <, > and >> buttons.

20. Column resize The width of each column can be resized by dragging with the left mouse button pressed.

21. Horizontal scrollbar

The horizontal scrollbar appears when the width of all columns exceeds the screen width.



3.3 DOHS (DEO Open History Station) DOHS is a historian and provides history data for DOSS. 1. Vessel data collection and history; - Collect process data on a periodic basis. - Collect various events;

Process Alarm Sequence Event Message Operator Change System Alarm System Status

- Query and retrieve events by various conditions. - Archive data into backup media. 2. Reliability

- Adoption disk mirroring (RAID1) 3.4 DOGS (DEO Open Gateway Station) 1. General To access the DEO-NET information, DOGS is a gateway between the DEO-NET and the external network. The DOGS provides a network interface for the external Ether-net. The protocol for the data transition with external devices is objective linking and embedding for process control.

3.5 DOPC ІІ (DEO Process Controller ІІ) 1. General DOPC ІІ is a multi-function controller employing control loops, logic functions, sequence control and I/O processing. - Built-in control / calculation algorithms - Sequence control implemented by CL (Control Language) - Distributed I/O for space saving - Remote I/O capability by fiber optic connection - Peer to peer communication with other DOPC ІІs over the DEO-NET using the tag name basis - Memory back-up by flash ROM DOPC ІІ consists of ; - DOCM (DOPC Control Module)

This is a main module of the DOPC ІІ consisting of the control modules and the communication interface modules.

- Distributed I/O The I/O modules are mounted on DIN rail.

2. DOCM (DOPC Control Module) DOCM Configuration shows the DOCM system. The DOCM is composed of the following modules. - Control Module (MSC) - Ethernet Module (ETM) - X-BUS Module (XBM) Three (3) sets of control modules (MSC) have redundant configuration, and execute the same processing synchronized with each other. The ethernet module (ETM) and the X-BUS module (XBM) compare outputs of three (3) MSCs, and get data by “logic of majority”, i.e., 2 out of 3. Even though one of MSC outputs incorrect data, the remaining two (2) data are correct and used for the control and monitoring.

DOHSDOSS

DEO-NetDEO-Net

X-BUS ADOCM

X-BUS B

E-2E-1 E-3

ETM

I-2I-1 I-3

XBM

I-2I-1 I-3

XBM

I-A I-B

E-BE-A

MSCI-A I-B

E-BE-A

MSCI-A I-B

E-BE-A

MSC

E-2E-1 E-3

ETM

I/O I/O



3.6 Alarm Management 3.6.1 Classification of Alarm The monitoring & control system provides some kinds of alarms as follows. 1. Process Alarm

- Input from ship process analog and digital signals - Temperature High, Level Low. Pressure High, etc.

The alarms are indicated on the Alarm Summary Display within 2seconds after receiving the signals on analog or digital input modules. 2. System Abnormal - DOSS abnormal

- Alarm Printer abnormal - DOHS abnormal - DOGS abnormal(PCNS) - DOPCⅡ abnormal - DEO-NET communication abnormal - Fan fail on IAS cabinets - Power Supply abnormal (DC and AC) - AC/DC power unit failure - UPS abnormal

3.6.2 Alarm Acceptance Procedure The procedure of alarm acceptance is as follows Illustration 3.6a Alarm Acceptance Procedure

Start

End

Process Alarm Occurrence

Buzzer Stop

: Operator's action

: Phenomenon

Remarks

Call-up Alarm Summary Display

Confirm Process Condition

Recovery Operation

Call-up System Status Display

Recovery Operation

Alarm Acknowledgement

Call-up RelatedGraphic Display

Alarm Acknowledgement(Flicker Stop)

Alarm Summary DisplayCall-up Icon Flickering

System AbnormalAlarm Occurred?

Yes

No

System Status DisplayCall-up Icon Flickering

BuzzerSounding

AlarmPrintout

System Abnormal Occurrence



3.7 Alarm Printout The alarm printers of IAS are located as follows. - Cargo System : 1set in Cargo Control Room - Machinery System : 1set in Engine Control Room Illustration 3.7a Alarm Printer Configuration

DOSS1

DOSS2

DOSS3

DOSS4

Printer Cable

CCC

Cargo Control Room

CargoAlarm Printer

DOSS8

DOSS7

DOSS6

DOSS5

Printer Cable

ECC

Engine Control Room

MachineryAlarm Printer

The historical alarm information is printed out on the alarm printer with a reference time. For the process alarm, the alarm printout provides the following events.

- Alarm occurrence - Alarm acknowledgement - Alarm recovery

The major printout item is as follows.

- “ALM”, “ACK”, “RTN” - DATE/Time : YYYY/MM/DD XX:XX:XX (HH:MM:SS)(Ship’s

Clock) - TAG name - Description

The “ALM” is printed in red. In addition to the above, the system status changes including system abnormal are printed out on the alarm printer. Illustration 3.7b Example of Alarm Printout

2001/06/18 11:24:18

2001/06/18 11:26:11

2001/06/18 11:24:292001/06/18 11:24:58

2001/06/18 11:29:032001/06/18 11:29:192001/06/18 11:29:192001/06/18 11:29:192001/06/18 11:29:47

E

E

EE

EEEEE

OFFNORM

OFFNORM

OFFNORMOFFNORM

OFFNORMPVHIPVHIBADPVPVHI

1 MFDWPT AUX LO PP ABNR

S HFO SETT TK LVL L

1 MFDWPT AUX LO PP ABNR1 MFDWPT AUX LO PP ABNR

S HFO SETT TK LVL LMT MAIN STM TMPMT MAIN STM TMP1 TG GLAND STM PRSMT MAIN STM TMP

XAFD22_1

LALOF83_1

XAFD22_1XAFD22_1

LALOF83_1TIAMS11TIAMS11PIAEX51_1TIAMS11

MA

MH

MAMA

MHMDMDMGMD

ALM

ALM

ACKRTN

RTNALMRTNALMACK

ALM : Alarm OccurrenceACK : Alarm AcknowledgementRTN : Alarm Recovery

OFFNORM : Off-normal Alarm (Digital Alarm)PVHH : PV High-high AlarmPVHI : PV High AlarmPVLO : PV Low AlarmPVLL : PV Low-low AlarmBADPV : Bad PV Alarm

E : Em'cy

Time Stamp (Ship's Time)

Alarm Priority

Description Alarm Set-point

Unit ID (Alarm Group)

E.U.Tag Name

CurrentValue/Status

Alarm Type

525.0525.0

525.0

DEG CDEG C

DEG C

ABNOR

LOW

ABNORNOR

NOR530.1510.0

505.0

3.8 Fast Alarm Function The fast alarm function is a high speed scanning function for finding out a trip cause. The fast alarms are recorded on the hard disk of DOSS(DEO Open Supervisory Station) automatically. The operator can display and print the recorded Fast Alarms. If an equipment comes to trips, the procedure for finding out the trip cause is as follows.

1) The representative trip alarm of this equipment is reported on the Alarm Summary Display and the alarm printer.

2) The Fast Alarms are indicated on the dedicated display and printed on

the logging printer with operator’s request.

3) The Fast Alarms are indicated and printed the order of its occurrence time..

Operator can find out the trip cause for that equipment. To realize the Fast Alarm Function, The IAS applies specialized digital I/O modules, i.e. DISOE, Digital Input Sequence of Event. The DISOE provides high-resolution scanning within 20 ms. the Figure 3.8a shows the sample printing.

The available quantity of lines on the fast alarm display is as follows. - 25 events/display (Turning over the page is available) - Max. 2000 events (80 pages) Illustration 3.8a Example of Alarm Printout

2001/05/18 13:42:55.652

2001/05/18 13:42:57.426

2001/05/18 13:42:56.2962001/05/18 13:42:57.064

2001/05/18 13:42:58.014

BOTH BLR FO PP STOP

2 BLR FRAME FAIL

2 BLR FO HDR PRS L-L1 BLR FO HDR PRS L-L

1 BLR FRAME FAIL

XABI11

XABI104_2

PALLBI106_2PALLBI106_1

XABI104_1

STOP

FAIL

L-LL-L

FAIL

MA

MA

MAMA

MA

Time Stamp (Standard Time) Description Tag Name Current Status Unit ID (Alarm Group)

3.9 Data Logging The logging printers of IAS are located as follows.

- Cargo system – 1 set in CCR - Machinery system – 1 set in ECR

The IAS provides data logging function in accordance with the following specification. 1. Fixed time Report This report is printed out automatically in accordance with the selected time interval (Based on Ship’s Time).

- 1 hour interval : 0:10 ~ 00:00 - 2 hour interval : 0:00, 2:00, 4:00, 6:00, 8:00, 10:00, 12:00,

14:00, 16:00, 18:00, 20:00, 22:00 - 4 hour interval : 0:00, 4:00, 8:00, 12:00, 16:00, 20:00 - 8 hour interval : 0:00, 8:00, 16:00 - 12 hour interval : 0:00, 12:00

2. Demand Report This report is printed out at the operator’s request. The format of “Demand Report” is same as “Fixed Time Report”. The re-report function is available until the next log is activated. Setting of the logging interval, the demand request and the re-reporting request are done from “Report Setting Display”. The display is provided cargo and machinery respectively.



3.10 Extension Alarm and Engineer’s Alarm All alarms detected by IAS are extended to extension alarm located in officer’s / engineer’s cabin and public space by the extension alarm system. The alarms are grouped to extension alarm groups and extension alarm panel annunciate the group alarm status. One audible buzzer does the alarm annunciation by extension alarm panels and annunciation lamps corresponded to extension alarm groups. The extension alarm panel consists of two portions. One is extension alarm. Another is engineer call portion. Both units combined a unit panel. The signals of each are separated respectively.

Illustration 3.10a Extension Alarm and Engineer Call System

EngineerCall Lamp

DOSSBuzzer& ACKSignal

DutySelection

DOPC II DOPC II

I/OSIM

Group AlarmCondition

Control Console

All process alarm signal are monitored inaccordance with alarm group configuration.Extension alarm sequence is to be treated inthe DOPC II.

Bi-directionalSerial Communication

Hard Wiring

Note :DOSS : DEO Open Supervisory StationDOPC II : DEO Process Controller IISIM : Serial Interface ModuleLCD : Liquid Crystal DisplayBZ : Buzzer

Engineer/Officer

CallBuzzerSignal

PatrolmanAlarm

ExtensionAlarmLCD

BZ

BZ EngineerCall Lamp

ExtensionAlarmLCD

BZ

BZ



3.10.1 Extension Alarm Extension alarm indicator consists of the color LCD indicator. A set of LCD can be displayed both extension alarm indication and duty indication on an extension alarm panel. One set of duty selector is furnished in the Cargo Control Console and Main Control Console for Cargo and Machinery Systems. These duty selectors are used for duty officer and duty engineer selection. 1. Alarm Groups The extension alarm groups are shown on the following tables. Table 3.10.1 Extension Alarm Group of Cargo System

Extension Alarm Group Group Description CA ESD CB PRIORITY CC NN PRIORITY CD FIRE CE GAS CF SYSTEM TROUBLE

Table 3.10.2 Extension Alarm Group of Machinery System

Extension Alarm Group Group Description MA BOILER TRIP & TROUBLE MB M/T TRIP MC M/T TROUBLE MD M/T REMOTE ONTROL ME M/T SLOW DOWN MF D/G & T/G TROUBLE MG AUX. MACHINERY ABNORMAL MH E/R BILGE MJ FIRE MK GAS ML SYSEM TROUBLE

2. Duty Engineer Selector (For Machinery) This selector is furnished on a Engine Control Console for selecting duty engineer selection of Machinery system. When a duty engineer is selected, machinery UMS condition is established. It is possible to select plural engineers as the duty 3. Duty Officer Selector (For Cargo) The duty officer selector is furnished on a Cargo Control Console. It is possible to select plural officers as the duty 4. Display Layout A typical layout of alarm indication display on the LCD is shown on illustration 3.10.1 a. The layout is modified the appropriate portion only indicate depend on engineer or officers responsibility. Illustration 3.10.1a Layout of Group Alarm Indication

BLR TRIP & TROUBLE

M/T TRIP

M/T TROUBLE

M/T REMOTE CONTROL

M/T SLOW DOWN

D/G & T/G TROUBLE

AUX. MACHINERY ABNORMAL

E/R BILGE

FIRE

GAS

SYSTEM TROUBLE

MACHINERY

: Alarm Indicator

: Duty Indicator

Note

ESD

PRIORITY

NON PRIORITY

FIRE

GAS

SYSTEM TROUBLE

CARGO

When the alarm occurs, the indicator that is involved the event is flashing in red and audible alarm will be initiated. The duty assigned engineer / officer can do silence the audible. The event is accepted in the control console, the group alarm indicator will be steady. It remains as steady in red until the condition disappears.



5. Alarm Annunciation Sequence All IAS alarms are placed into alarm groups during periods of unmanned operation, either machinery or cargo, these alarms are passed to various rooms with alarm indicator flashing and an audible sound. Audible buzzer only initiated under unmanned condition. The sound is passed only duty assigned engineers / officers and public room. Alarm annunciation sequences are shown in following Illustration Illustration 3.10.1b Alarm Annunciation Sequence for Machinery System Illustration 3.10.1c Alarm Annunciation Sequence for Cargo System Illustration 3.10.1d Duty Selector Indication for Machinery Illustration 3.10.1e Duty Selector Indication for Cargo

NOTE When an alarm occurs following the first alarm in the same alarm group, indicator flashing function and audible alarm function will be reactivated. (New alarm that categorized same group will annunciate in a same alarm group.)

Illustration 3.10.1b Alarm Annunciation Sequence for Machinery System

*1ECR

W/H(INS)

Duty Engineer's Room

Duty Off DutyChief Engineer's Room Other

Panels

AbnormalHappen

BuzzerStop

5 Min.TimeDelay

Reset

Flicker

Stop

Steady

Stop

Steady

Stop

Acknowl-edge

BuzzerStop

Flicker

Stop

Return toNormal

Off

Stop

Off

Stop

Steady

Stop

BuzzerStop

Flicker

Stop

Off

Stop

Steady

Stop

BuzzerStop

Flicker

Stop

Off

Stop

Steady

Stop

BuzzerStop

Flicker

Sound

Flicker

Stop

Off

Stop

Steady

Stop

Flicker

Sound

Flicker

Stop

Off

Stop

Steady

Stop

BuzzerStop

Flicker

Sound

Flicker

Stop

Flicker

Stop

Flicker

Stop

Off

Stop

*2

Flicker

Sound

Flicker

Stop

5 Min.TimeDelay

*2

Flicker

Sound

Flicker

Sound

Steady

Stop

Off

Stop

LampBuzzer

*1. The indication is on Alarm Summary Display, the actions are by keyboard.: Indication / Status

Note :

: Action

: Condition

TimerCut SW

NonCut

*2. If the alarm is not stopped by duty engineer within 5 min, the buzzer sound is activated.

*3. When ECC buzzer is not stop within 10 minutes, Machinery Engineer alarm will be activated automatically.*4. Buzzer of all panel is not activated during no duty engineer is selected, but, lamp indication is always enabled.



Illustration 3.10.1c Alarm Annunciation Sequence for Cargo System

*1CCR W/H

Duty Engineer's Room

Duty Off DutyOtherPanels

AbnormalHappen

BuzzerStop

5 Min.TimeDelay

Reset

Flicker

Stop

Steady

Stop

Steady

Stop

Acknowl-edge

BuzzerStop

Flicker

Stop

Return toNormal

Off

Stop

Off

Stop

Steady

Stop

BuzzerStop

Flicker

Stop

Off

Stop

Steady

Stop

BuzzerStop

Flicker

Stop

Off

Stop

Flicker

Sound

Flicker

Stop

Steady

Stop

BuzzerStop

Flicker

Sound

Flicker

Stop

Flicker

Stop

Flicker

Stop

Off

Stop

*2

Flicker

Sound

Flicker

Sound

Flicker

Sound

Steady

Stop

Off

Stop

LampBuzzer

*1. The indication is on Alarm Summary Display, the actions are by keyboard.: Indication / Status

Note :

: Action

: Condition

*2. If the alarm is not stopped by duty engineer within 5 min, the buzzer sound is activated.

*3. When CCC buzzer is not stop within 10 minutes, Cargo Engineer alarm will be activated automatically.*4. Buzzer of all panel is not activated during no duty engineer is selected, but, lamp indication is always enabled.

Illustration 3.10.1d Duty Selector Indication for Machinery

SelectorPosition

Indication on IAS Graphic

- Engine Control Room- Wheelhouse

Indication Lamp

- Chief Engr's Room

Duty State

- 1st Engineer- 2nd Engineer- 3rd Engineer- 4th Engineer

ECR ECR ECR

1/E 1/E 1/E On Duty

2/E 2/E 2/E On Duty

3/E 3/E 3/E On Duty

4/E 4/E 4/E On Duty

Illustration 3.10.1e Duty Selector Indication for Cargo

SelectorPosition

Indication on IAS Graphic

- Cargo Control Room- Wheelhouse

Indication Lamp

- Chief Engr's Room

Duty State

- Chief Officer- Gas Engineer- 1st Officer

CCR CCR CCR

C/O C/O C/O On Duty

G/E G/E G/E On Duty

1/O 1/O 1/O On Duty


. 3 - 15 Part 3 Integrated Automation System (IAS)

3.10.2 Engineer’s Alarm and Patrolman System 1. Engineer’s Alarm The Engineer’s alarm is a statutory requirement under SOLAS. The system is arranged to provide audible and visual alarms on the indicator columns, located around the engine room, in the ECR, in the CCR and on the extension alarm panels (engineers’ cabin panels and public room panels). Activation of the Engineer’s alarm may be carried out at push buttons in the ECR or at any of the Patrolman panels locate in the Engine Room, which are also fitted with an Engineer’s alarm push button. In addition, the Engineer’s alarm is activated automatically in the event of any machinery alarm not being acknowledged within 10 min. Cancellation of the Engineer’s alarm can be carried out at the ECR only and not from the local push buttons. The manual activation of the Engineer’s alarm is not dependent upon the engine room operation mode, “Manned” or “Unmanned”. 2. Patrolman Alarm The patrolman system is provided in accordance with the requirements in the Code on Alarm and Indicators, 1995” The system is arranged to provided audible and visual alarms on each of the engineers’ cabin panels and public room panels attached to the extension alarm system, on the indicator columns located around the engine room and in the ECR. The system may be started or stopped by push buttons located in the ECR console, and the main entrances to the Engine Room. In each case, the status will be indicated by a lamp or cluster LED display located adjacent to each on/off push button. When the patrolman is first started, the run signal is indicated IAS graphic. An indication will remain on the UMS panel of the screen as ling as the patrolman is still active.


Part 4 Main Boiler Control System

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

4.4.1 Burner Management System Logic Diagram.......................... 4 - 7 4.4.2 Automatic Boiler Control System Diagram.......................... 4 - 23

Part 4 Main Boiler Control System


4 -1 Part 4 Main Boiler Control System

Part 4 : Main Boiler Control System 4.1 Main Boiler Control System The automatic boiler control (ABC) functions can be divided two functional segment that one is automatic combustion control (ACC) which controls several regulating valves for proper combustion, level control and steam temperature control etc and the other is burner management system (BMS) which operates FO & gas burner in regular sequence. This system makes automation of oil and gas burner. If an abnormality occurs during operation, the system issues an alarm. If the abnormal condition is such that operation cannot continue, the system immediately shuts off the fuel for the main boiler and stops the boiler.

NOTE This manual describes an outline on the remote operation of the boiler. An operator must be fully acquainted with the operation of the main boiler, main boiler auxiliaries, oil and gas burner and the boiler automatic control system and its associated equipment. All the equipment must be maintained in good working condition. 1. Outline of Functions

1) The BMS system consists of the following functions: (1) Start / stop of oil burners (2) Start / stop of gas burners (3) Nitrogen purge of gas lines (4) Fuel mode changeover (5) Burner automatic increase/decrease according to boiler load (6) Automatic FO backup (7) Automatic FO boost up in case of gas supply failure (8) Boiler safety

2) The ACC system consists of the following functions:

(1) Drum water level control

(2) Steam temperature control

(3) Atomising steam pressure control

(4) FO pump pressure control (5) Steam pressure control, including:

- Boiler master control with load ratio control - Air flow control including O2 control - FO flow control - GAS flow control

(6) Steam dump control

3) The other functions are as follows:

(1) Local panels with operation. (2) Emergency operation

2. Outline of the Control Panel

1) Boiler Control Panel (BCP)

The boiler control panel is installed in the engine control room and contains ABD & BMS controller, IAS remote I/O, relay units and system power supply units.

(1) Switching on Power Supply

Switch on the following power switches on Boiler Control Panel.

- No.1 Boiler AC220V Source: MCB1A - No.1 Boiler AC220V Cont Source: CP1A - No.1 Boiler AC220V Source: MCB1B - No.1 Boiler AC220V Cont Source: CP1B - UPS in this panel have power on/off push button switch.

2) Boiler Gauge Board (BGB)

The boiler gauge board is installed on the main boiler side (near the burner) and contains controller for local signal sending, monitoring instruments (direct pressure type), graphic operation panel and relay units necessary for machine side operation of the oil and gas burner.


Switch on the following power switches on Boiler Gauge Board and

confirm operation of indicating lamps with lamp reset switch, - No.1 Boiler AC220V Source: MCB21A - No.1 Boiler Detector Source: MCB24A - COMMON AC220V Source: MCB27 - No.1 Boiler AC220V Source: MCB21B

- No.1 Boiler Detector Source: MCB24B

(2) Boiler Graphic Operation Panel

The boiler graphic operation panel is used to perform operation and monitoring of the ABC and BMS necessary for machine side operation of the oil and gas burner and selection of control position. Also this panel is used to make machine side operation of ABC when ABC controller (CPU) cannot be used. Following operations can be done.

- ABC OPERATION (AUTO/MANUAL)

- FO BURNER OPERATION

- GAS BURNER OPERATION

- SELECTION OF CONTROL POSITION

- ABC EMERGENCY OPERATION

- FO TEMPERATURE BYPASS

- STBY FAN OPERATION

3) Emergency Operation Panel

This panel is used to make start/shut-off of the FO burner when BMS controller (CPU) cannot be used.

This controller (CPU) is dual, and if either CPU-1 or CPU-2 be normal, automatically operation will be able to maintain.

4) Operation from IAS

IAS is sub-control station which is provided with operation and monitoring functions necessary for remote operation. IAS is used to perform the following operation.



(1) No.1 and No.2 Boiler Operation

After an initial start of the boiler is completed on the boiler gauge board, change control position from BGB to IAS and make operation and monitoring necessary for remote operation of the oil and gas burner.

- ABC OPERATION (AUTO/MANUAL)

- FO BURNER OPERATION - GAS BURNER OPERATION

- GAS SUPPLY OPERATION

(2) Gas Supply Operation

Perform supply and shut-off operation of fuel gas from the master gas valve to the boiler gas burner.

- MASTER GAS V/V OPEN OR CLOSE OPERATION

(MANUAL) - MASTER N2 PURGE START OPERATION (MANUAL) - BOILER GAS V/V OPEN OR CLOSE OPERATION

(MANUAL)

- BOILER GAS HEADER N2 PURGE START OPERATION (MANUAL)

5) Soot Blower Control Panel (SBCP)

The soot blower control panel is installed in the engine control room and contains Soot Blower controller, operation panel, relay units and system power supply units.


Switch on the following power switches on SOOT BLOWER CONTROL PANEL.

- AC220V Source: MCB1

(2) Soot Blower Operation Panel

The soot blower operation panel is fitted on Soot Blower Control Panel, which is provided with operation and monitoring function necessary for remote automatic operation of the 2 LONG TYPE SOOT BLOWER and 8 ROTARY TYPE SOOT BLOWER per

boiler (Total 4 Long Type Soot Blower and 16 Rotary type Soot Blower).

6) Soot Blower Relay Panel (SRP)


Switch on the following power switches in soot blower relay panel.

- AC440V Source: MCB11



4.2 Burner Management System The burner management system (BMS) ensures that the sequential operation of the three (3) LNG/FO combination burners is carried out in conjunction with automatic combustion control (ACC) signal. The three (3) LNG/FO combination burners installed on the boiler roof are controlled locally on the BGB panel and remotely on the IAS operator station. The BMS enables sequential operation of the LNG/FO combination burner and burner piston valves, interlocking with the boiler protective system. The ABC and a centralized monitoring systems have been adopted to display sequence flow and interlocking operations. 1. Control Position

1) BGB Position This mode operates from the boiler local position. In this mode, operations of the LNG/FO combination burner (priority given to BGB position operation) and selection of the control position can be made except for operation of master gas supply and boiler gas supply valves.

2) IAS Position

This mode is operated from the Engine Control Room console. In this mode, all remote operations of the LNG/FO combination burner can be made.

2. Selection of the Operation Mode

1) Selection of control position

Select either the BGB or IAS control position by operating the control position selection switch on the boiler gauge board graphic panel. Only the BGB position can be selected at the initial burner start when the burner is out of operation or in interlock-bypass mode. If either FO burner or GAS burner is operating and the operating mode is not in interlock-bypass mode, the IAS position can be selected by pushing IAS button.

2) Selection of FO/Dual/Gas-Fuel Mode

(1) FO/DUAL/GAS fuel mode can be selected with fuel mode switch

on IAS when BMS auto mode is selected. However, fuel mode cannot be selected directly from FO to GAS or GAS to FO.

In operation with FUEL MODE PB, it is necessary to establish the Interlock conditions in item (3). When ACC is in FULL AUTO position, these conditions are automatically set by commands from BMS.

(2) Fuel mode can be also be changed with FO burner ON / OFF PB

switch or GAS burner ON / OFF PB switch when burner control mode is selected to manual mode. In this operation, the interlock conditions in item (3) are bypass, so and operator must set and confirm the conditions.

(3) Sequence interlock

- Fuel mode change form “FO” to “DUAL”.

Master gas valve must be open, GAS IGN. RATE OK from ACC must be established, and GAS CONT V/V IGN. LAMP must be on.

- Fuel mode change from “DUAL” to “GAS”.

FO EXTINGUISH OK from ACC must be established, and FO CONT V/V IGN. LAMP must be on.

- Fuel mode change from “GAS” to “DUAL”.

FO IGN. RATE OK from ACC must be established, and FO CONT V/V IGN LAMP must be on.

3. Boiler Trip

1) Boiler trip If an abnormal condition arises where the boiler operation cannot be

continued, the FO burner valve and Gas burner valve are closed immediately and fuel for the boiler is automatically shut off, thereby tripping the boiler.

Boiler Trip Condition

(1) Drum W Level E/H

(2) Drum W Level E/L

(3) All Burner Flame Fall

(4) Manual Trip

(5) F.D. Fan Stop

(6) BMS CPU Fail (BOTH BMS CPU)

(7) SH Steam Temp H/H (8) Control Air Press L/L

2) Boiler FO Trip

If an abnormal condition arises where FO burner operation cannot be continues, FO burner valve is closed immediately and fuel for the boiler is automatically shut-off, thereby tripping the FO burner.

Boiler FO Trip Condition

- Boiler Trip Condition (3-(1)) - ATOM STM Press L/L

- FO Press L/L - FO Temp L/L - FO pump Stop

3) Boiler Gas Trip

If an abnormal condition arises where gas burner operation cannot be continued, Master gas valve and boiler gas valve are closed immediately and gas for the burner is automatically shut off, thereby tripping the gas burner. After that, N2 purge of burner gas line is automatically performed. Master gas valve shut-off conditions and boiler gas valve shut-off condition are as follows.

Master Gas Valve Shut-off Condition

- ESDS Activated - Both Boiler Trip

- Duct Fan both Stop

- Gas Leak Detect

- Gas Temp L/L

Dual

FO Gas

Fuel mode switch order

FO “Boost Up”

FO “Back Up”



- Vapor Header Pressure L/L - E/R Ventilation Fan Stop

- No.1 and No.2 Boiler (Both) Gas Shut-Off Condition

- Bog Heater Abnormal

Boiler Gas Valve Shut-off Condition

- Gas Press L/L

- Gas Press H/H

- Boiler Shut-off Condition (3-(1))

- Manual Trip from IAS

- Master Gas Valve Close

4) Reset of Trip

Perform reset of trip by the following procedure. (1) Investigate the cause of shut-off and restore normal condition. (2) After restoring normal condition, push flickering CLOSE PB for

master gas valve, boiler gas valve of FO shut off valve to cancel shut-off and reset the alarm circuit with LAMP RESET PB.



4.3 Automatic Combustion Control 1. MST/Master Control Loop The master control loop compares and computes (set point control) a pre-set master set pressure (Master SP) with the actual boiler superheater steam pressure (PV). Its outputs are the results of computing the sub-control loop as boiler load signal (“master signal”) to equalise both pressures quickly.

1) Two-Master System The two master system with a master controller for each boiler is adopted. The active master signal is automatically selected depending on the operating condition of the boilers (Master signal is output from the active master controller). The priority in the active master controller

1. Boiler Auto Run 2. Auto Steaming Up Selected by “BMS” 3. No.1 Boiler

2) Master Manual Station

Manual Station is provided to “BGB” operation panel and “IAS”. (1) Boiler Bias Operation

Both boilers are operating in “ACC AUTO” mode with “BIAS” to produce a master signal distribution.

(2) Master Set Point

The master set pressure (MASTER SP) of the superheater outlet steam pressure is set manually. This master set point is given an initial value of 6.03 MPa when electric power is on. The set point of steam dump control (DUMP SP) is set to MASTER SP + 0.1 MPa. * MASTER SP Auto Set Down :

In the following modes, the master set point is lowered automatically by 0.05 MPa to 5.98 MPa.

- Manoeuvring mode - Excess BOG Dump Mode

2. SDC/Steam Dump Control Loop This is a system that dumps excess steam from the boiler to the main condenser.

1) Steam Dump Control When the boiler load is becomes below the turn-down the range of burners or when boiler load changes quickly, the steam dump control valve is controlled to dump momentarily generated steam and stabilize boiler operation quickly. A pre-set steam dump set pressure (DUMP SP) and superheater outlet steam pressure (PV) are compared and computed (set point control). The steam dump control valve is controlled to equalise both pressures quickly.

2) Excess BOG Dump Control (Excess BOG Dump Mode)

This is a controller that operates when the dump mode is selected in the cargo control system and the BOG consumption in the boiler becomes lower than “RECOMMENDED BOILER LOAD” which is an output from cargo control system, steam equivalent to excess BOG is automatically dumped.

3) Dump A/M Station

AUTO / MAN STATION is provided to both “IAS” and “BGB” operation panel

3. FO/Fuel Oil Control Loop

The master signal (SP) from the master control loop and the actual FO flow (FO flow is calculated by multiplying FO burning pressure by the number of burners : PV) are compared and computed (cascade control). The FO flow (FO flow control valve) is controlled to equalise both quickly.

1) Priority Control of Gas Flow

When the gas flow control is in “AUTO” mode, priority is always given to gas flow over FO flow to meet boiler load (master signal).

Conditions for releasing the minimum fuel oil flow:

(1) Gas control valve is fully open or manually operated.

(2) BMS issues FO boost-up order.

2) Coordinate Control with BMS

The following controls are performed automatically in coordination with BMS. (1) Initial light-up of the FO burner (2) Automatic burner increasing and decreasing control in “FO” mode

and “DUAL” mode.

(3) Automatic change-over of the fuel mode The FO flow is automatically controlled in accordance with the fuel mode change-over order from BMS.

3) FO Back-up Control Fuel mode is changed from “GAS” mode to “DUAL” mode to supply

fuel oil equivalent to shortage by BOG firing. 4) FO Boost-up Control

When master gas valve trip function is activated, fuel mode is changed from “GAS” mode or “DUAL” to “FO” mode, and FO flow equivalent to BOG flow is supplied to meet the boiler load by fuel oil firing.

5) A/M Station

“IAS” and “BGB” operation panel are provided with AUTO / MAN STATION of follow-up type

4. ATM/Atomising Pressure Control Loop The required atomising pressure (SP) which is determined by FO burning pressure and actual atomising pressure (PV) is compared and computed (cascade control) and is atomising flow (atomising pressure control valve) is controlled to equalise both pressures quickly.

1) A/M Station


5. Gas/Gas Flow Control Loop The master signal (SP) from the master control loop and actual BOG flow (PV) are compared and computed (cascade control) and BOG flow (gas flow control valve) is controlled to equalise both quickly.

1) Control of BOG Flow

Control of BOG flow is made by controlling the LD compressor (cargo part IAS), with the gas flow control valve kept at a constant opening.

Dual

GASFO



2) Free Flow Control

BOG firing is made at the pressure of vapour header, with LD compressor stopped. BOG flow is controlled by gas flow control valve only.

3) Coordinate Control with BMS

The following controls are performed automatically in coordination with the BMS.

(1) Automatic burner decreasing control in “GAS” mode. (2) Automatic burner increasing and decreasing control in “DUAL”

mode. (3) Automatic change-over of fuel mode.

Gas flow is automatically controlled in accordance with the fuel mode change-over order from BMS.

4) FO Boost-up Control

When master gas valve shut-off function is activated, BOG supply is maintained until fuel mode is changed from “GAS” mode to “FO” mode or from “DUAL” mode to “FO”

5) A/M Station


6. Air/Air Flow Control Loop The required burner draft loss (SP), switch is determined by the sum of FO flow and actual burner draft loss (wind box – furnace draft : PV) are compared and computed (cascade control) and combustion air (F.D. FAN inlet vane) is controlled to equalise both quickly. The feed-forward control by the master signal is adopted to improve controllability in response to boiler load change. Moreover, excess air adjuster is provided to enable manual correction of combustion air in response to changes in firing conditions.

1) O2 Trim Control Feed-back control by O2 concentration in the boiler outlet exhaust gas is

adopted. The design of the O2 concentration (SP) which is determined by the boiler load and actual O2 concentration (PV) are compared and computed (cascade control) and the “EXCESS AIR RATIO” is automatically corrected.

2) Fuel/Air Ratio Adjuster

“BGB” operation panels and “IAS” are provided with ratio adjuster. Fuel/Air ratio (excess air ratio) can be adjusted manually regardless of “BGB” and “IAS” control position.

3) Auto/Man Station


7. FWC : Feed Water Flow Control A pre-set drum water level (SP) and actual steam drum level (PV) are compared and computed (set point control) and Feed water flow (Feed water flow control valve) is controlled to equalise both levels quickly. The feed-forward control by the boiler steam flow and feed water flow is adopted to improve controllability in response to boiler load changes (three-element type control system).

1) “VARIABLE” or “FIX” Mode

The operator can select the setting point “VARIABLE” or “FIX” mode.

2) A/M Station


8. STC / Steam Temperature Control A pre-set STC set temperature (SP) and actual superheater outlet steam temperature (PV) are compared and computed (set point control) and Steam flow (steam temperature control valve) circulating through the internal control desuperheater in the water drum is controlled to equalise both temperatures quickly. Feed-forward control by the superheater 5-pass inlet steam temperature is adopted to improved controllability in response to boiler load changes (two-element type control system).

1) A/M Station

“IAS” and “BGB” operation panel are provided with AUTO / MAN

STATION of follow-up type

9. FO Pump Discharge Pressure Control Loop A pre-set FO pump discharge pressure (SP) and actual pressure (PV) are compared and computed (set point control) and FO pump recirculation flow (FO Recirc. Flow control valve) is controlled to equalise both pressures quickly. Automatic change-over of proportional band (PB) by fuel oil flow is adopted to improve controllability. 10. BNR PRG / Burner Purge Steam Pressure Control Loop A pre-set burner purge steam pressure (Constant : SP) and actual pressure(PV) are compared (set point control) and burner purge steam pressure (Burner purge steam press control valve) is controlled to equalise both pressure quickly

Dual

GAS FO


4 - 7 Part 4 Main Boiler Control System

4.4 BMS and ACC Logic Diagram 4.4.1 Burner Management System Logic Diagram

BMS LOGIC SYMBOLS

NO. DESCRIPTION SYMBOLS REMARKS

1 OR-GATE

2 AND-GATE

3 INVERTER

4 ON DELAY TIMER (SOFT)

5 OFF DELAY TIMER (SOFT)

6 FLIP-FLOP

7 CROSS CONNECTION

8 MANUAL OPERATION

9 AUTO OPERATION

10 SEQUENCE SIGNAL

11 CONDITIONAL STEP

12

13LAMPFLICKER

14 MONITOR SWITCH

15 LIMIT SWITCH

16

17 AUTOMATIC COMBUSTIONCONTROL

18

19

BURNER MANAGEMENTSYSTEM

BOILER GAUGE BOARD

# SET TIME (sec.)

# SET TIME (sec.)

S:SETR:RESET

RL

M. S.

L. S.

ACC

BMS

BGB LOCAL

IN

OUT

IN

OUTT

IN

OUT

T

OUT

SR

LAMP ON ON

ON

W : WhiteG : GreenRL : Red LampYL : Yellow Lamp

W : WhiteG : GreenRL : Red LampYL : Yellow Lamp

SR

* MAN : BMS CONTROL MODE "MAN"

* AUTO : BMS CONTROL MODE "AUTO"

* 1 : BURNER AUTO NUMBERS CONTROL

* 2 : F.O. BACK-UP CONTROL (FROM ACC SIGNAL)

* 3 : F.O. BOOST-UP CONTROL (BY GAS TRIP)

* 4 : IN CASE OF BOTH FUEL TRIP CONDITION,

BLR IS MADE "TRIP" & BMS IS SET TO "MAN"

* 5 : IGN. F.O. RATE HAS BEEN ESTABLISHED

* 6 : IGN. GAS RATE HAS BEEN ESTABLISHED

* 7 : F.O. EXTINGUISH HAS BEEN ESTABLISHED AND NOT * 3

* 8 : GAS EXTINGUISH HAS BEEN ESTABLISHED

BMS-17

TABLE 1MAN-AUTO. CHANGE &AUTO. CONTROLS OF BMS

BMS MAN-AUTO CHANGE

CASENO. BURNER

FUEL

F.O. GAS

FUEL MODEBMS MODEMAN-AUTOOK or NOT

DESCRIPTION OFBMS AUTO. CONTROL

BURNER CONTROL MODEAT FUEL TRIP * 4

OPERATE OF"FUEL MODE"SW AT BMS AUTO.

F.O. TRIP GAS TRIP F.O./DUAL/GAS

BASE

NO.2

NO.3

O X

X X

X X

BASE

NO.2

NO.3

O X

O X

X X

BASE

NO.2

NO.3

O X

O X

O X

BASE

NO.2

NO.3

X O

X X

X X

BASE

NO.2

NO.3

X O

X O

X X

BASE

NO.2

NO.3

X O

X O

X O

BASE

NO.2

NO.3

O O

X X

X X

BASE

NO.2

NO.3

O O

O O

X X

BASE

NO.2

NO.3

O O

O O

O O

BASE

NO.2

NO.3

- -

- -

- -

1

2

3

4

5

6

7

8

9

-

F.O.ONLY

OK

OK

OK

NOT(MAN)

NOT(MAN)

GASONLY

DUAL

F.O.DUALGAS

BLR TRIPAUTO -> MAN

CONTINUE(AUTO)

F.O. -> DUAL (TO CASE 7)* 6

BLR TRIPAUTO -> MAN

CONTINUE(AUTO)


BLR TRIPAUTO -> MAN

CONTINUE(AUTO)

CONTINUE(MAN)

AUTO/MAN(TO CASE 4)

AUTO/MAN(TO CASE 5)

CONTINUE(MAN)

CONTINUE(MAN)

CONTINUE(MAN)

CONTINUE(MAN)

NOT OPERATEBMS MAN

CONTINUE(TO CASE 1)

CONTINUE(TO CASE 2)

CONTINUE(AUTO)(TO CASE 6)

CONTINUE(TO CASE 3)


*1

*1

*1 NO.3 F.O. -> OFF (CASE 2)

NO.2 F.O. -> ON (CASE 2)

NO.2 F.O. -> OFF (CASE 1)NO.3 F.O. -> ON (CASE 3)

NOT OPERATEBMS MAN

CONTINUE(MAN)

NOT OPERATEBMS MAN

CONTINUE(MAN)

* 3CONTINUE(MAN)

GAS -> DUAL (CASE 9)* 5

*2*3*1

GAS -> DUAL (CASE 9)GAS -> F.O. (CASE 3)NO.3 GAS -> OFF (CASE 8)(BACK-UP ORDER FROM ACC)

*1*3

*1*1*3

NO.2 DUAL -> ONDUAL -> F.O. (CASE 1)

NO.2 DUAL -> OFF (CASE 7)NO.3 DUAL -> ON (CASE 8)DUAL -> F.O. (CASE 2)

*1*3

NO.3 DUAL -> OFF (CASE 8)DUAL -> F.O. (CASE 3)

ALL COMBINATIONS EXCEPTCASE 1 ~ CASE 9

DUAL -> F.O. (CASE 1)

*8F.O. (CASE 3)GAS (CASE 6)*7

DUAL

*8F.O. (CASE 2)GAS (CASE 5)*7

DUAL



GAS SUPPLYOPERATION

Sh 3 BURNER BURNINGBURNERCONT.POSITIONSELECT

MANU. MODE

Sh 2 BURNER AUTO. MODEESTABLISH

CONT. SIGNAL

MANU. MODE

AUTO MODE

EMERG. MODE

ACC

S

R

BLOCK DIAGRAM OF BMSCONTROL POSITION SELECT

REMOTEIAS

SELECTION OF CONTROL POSITION

SELECT "BGB" OR "IAS" MODE BY OPERATING THE CONTROL

POSITION SELECTOR SWITCH ON THE LOCAL PANEL.

AT "BGB", THE "MAN" MODE ONLY CAN BE SELECTED AND AT

"IAS", THE "MAN" OR "AUTO" MODE CAN BE SELECTED.

WHEN THE INITIAL START OF THE BURNER OR WHEN IT HAS

BEEN STOPPED FROM "BGB" POSITION, IT IS MANDATORY

TO RE-START THE BURNER FROM "BGB" POSITION.

LOCALBGB

BGB

IAS

(ONLY REMOTE OPERATION) MASTER GAS V/V OPEN/CLOSEEACH BOILER GAS V/V OPEN/CLOSE

ECCBMS

IAS MODE. ESTA.

F.O. BNR SEQ Sh 3,6,7,8,9GAS BNR SEQ Sh 3,12,13

F.O. BNR SEQ Sh 6,7,8,9GAS BNR SEQ Sh 12,13

Sh 6,7,8,3,9,12,13

Sh 6,7,8,9,12,13

Sh 5,15

BMS-1

Sh. No. 1

CONT. MODEMANU.

AUTO

BLREMERG. MODE

ON

OFF

GAS SUPPLY SEQ Sh 11

S

R

(1-1)



REMOTEIAS

LOCALBGB

ECCBMS

"AUTO" MODE AND FOR WHAT KINDS OF CONTROL ARE PERFORMED IN THE "AUTO" MODE.

THE BURNER "AUTO" MODE CAN BE SELECTED AT "BOP" POSITION.

CONT.POSITIONSELECT IAS

BGB

(2-1)

Sh14 BNR FLAME FAIL

Sh BMS-16

NO

YES

Sh 6,7,8 BLR F.O. STAND-BY

BMS-2

Sh. No. 2BLOCK DIAGRAM OF F.O. & GAS BURNERAUTO / MANU. MODE SELECT

(2-2) SEE TABLE 1 (BMS-16) FOR CONDITIONS PERMITTING THE SWITCH FROM THE "MANUAL" MODE TO

(2-1) AFTER THE FIRING OF BASE F.O. BURNER HAS BEEN ESTABLISHED,

(2-2)

BNRCONT.MODE

AUTO

MANU.

S

R

AUTOMODEEST.

F.O. BNRMANU. MODE

GAS BNRMANU. MODE

F.O. BNR AUTOSTAND-BY MODE

F.O. BNR AUTORUN MODE

Sh4

GAS BNR AUTOSTAND-BY MODE

GAS BNR AUTORUN MODE

Sh4

BURNERAUTO. MODEESTABLISH

Sh1,3

Sh 6,7,8 F.O. BNR BURNING

Sh 12 GAS BNR BURNING

Sh 12 BNR GAS STAND-BY



REMOTEIAS

ECCBMS

ACC

BLOCK DIAGRAM OFF.O./DUAL/GASBURNING MODE SELECT

MANU. MODESh 1

Sh 6 BASE F.O. BNR

Sh 7

(3) -1

Sh 2

Sh 10 F.O. BOOST-UP ORD.

F.O. BOOST-UPORD.

F.O. BNRINC. ORDER Sh 6,7,8

GAS BNRDEC. ORDER

Sh13

Sh 6

Sh 12

BASE F.O. BNR BURNING

BNR GAS STAND-BY

F.O. BURNING MODE Sh 4

ACC F.O. BNR EXTING. OK

Sh 6,7,8,9

ALL F.O. BNRDEC. ORD

12GAS BNRINC. ORDER

Sh

F.O. IGN. OKACC

(GAS TRIP)

MODE ESTABURNER AUTO.

BURNING

BURNINGNO.2 F.O. BNR

BASE GAS BNRBURNING

NO.2 GAS BNRBURNING

F.O. BOOST-UP ORD.(GAS TRIP)

(3)-2

NO.3 F.O. BNRBURNINGSh 8

Sh 12

Sh 12

Sh 12 BURNINGNO.3 GAS BNR

(3) -2

IAS F.O. BACK-UPORDER

F.O. BACK-UPORDER

CARGO TK PRESS. L

MANEUVERING

MTRP

Sh 10

Sh 6,7,8F.O. BNRINC. ORDER

DUAL BURNING MODE

ACC

ACC F.O. BACK-UPORDER

NO.3 BURNER DECREASE

(3)-2

(3)-2

(3)-2

(3) -1

(3) -1

(3) -1

F.O. BURNING MODE

BURNERBURNING Sh 1

DUAL BURNING MODE Sh 4

GAS BURNING MODE

GAS BURNING MODE Sh 4

BMS-3

Sh. No. 3

GAS BNR EXTING. OK

LDCOMPPANEL

F.O. BACK-UPORDER

LD COMPRESSOR NOT RUN

(3)-2

(3)-1 AFTER THE BURNER "AUTO" MODE IS SELECTED,THE BURNING MODE OF FO/DUAL/GAS CAN BECHANGED OVER, USING THE BURNER "FUEL MODE"SWITCH.THE FIRING MODE CAN BE CHANGED OVER ASFOLLOWS.

(3)-2 F.O. BACK-UP AND F.O. BOOST-UP CONTROL"F.O. BACK-UP" AND "F.O. BOOST-UP" CONTROLS AREPREFORMED DURING "GAS FIRING" AND "DUAL FIRING"MODE. WHEN SIGNALED BY THE ACC OR OTHERCOMMAND,"F.O. BACK-UP" CONTROL AUTOMATICALLYSTARTS THE F.O. BURNER FOR THE SHIFT TO THE DUALBURNING MODE. WHEN SIGNALED BY THE MASTER GASV/V TRIP COMMAND Sh.NO.10 (BMS-10), "F.O. BOOST-UP"CONTROL TRIPS THE GAS BURNER AND AT THE SAMETIME, STARTS THE F.O. BURNER FOR THE SHIFT TOTHE F.O. BURNING MODE.

IT SHOUD BE NOTED THAT THE FIRING MODE REMAINSUNCHANGED EVEN IF THE "FUEL MODE" IS HANDLED INTHE BURNER "MANU." MODE. WITH THE BURNER IN THE"MANU." MODE, THE MODE OF COMBUSTION IS SET INACCORDANCE WITH THE MANUAL CONTROL OUTPUT.

FOGASDUAL

DUALDUALFO OR GAS

F.O.

(3)-2F.O. BOOST-UP

(3)-2F.O. BACK-UP

GAS

DUAL

(3)-1 (3)-1

(3)-1 (3)-1

DUALBURNER FUEL MODE

GAS

F.O.

ALL GAS BNRSTOP

ACC

S

R

S

R

S

R



REMOTEIAS

ECCBMS

Sh 2F.O. BNR

Sh 3

Sh 3

F.O. BURNING AUTOAUTO RUN MODE

Sh 3

Sh 2 GAS BNRAUTO RUN MODE

GAS BURNING AUTO

DUAL BURNING AUTO

BLOCK DIAGRAM OF BURNER NUMBERAUTO. CONTROL

C

AC

C

AC

C

AC

C

C

AC

C

AC

CA

CA

C

CA

C

CA

C

C

AC

GAS FIRING ONLY AUTO CONTROLIN THE "AUTO" MODE, GAS BURNER OF NO.3 BURNERCAN BE AUTOMATICALLY EXTINGUISHED.IN THIS CASE, THE FUEL MODE TO BE CHANGED TO DUAL BURNING MODEBY ACC F.O. BACK-UP SIGNAL.

(4-3)

(4-2)

STOPPED IN ACCORDANCE WITH THE COMMAND FROM THE ACC.OF NO.2 AND NO.3 BURNER CAN BE AUTOMATICALLY STARTED ORIN THE BURNER "AUTO" MODE, F.O. BURNER AND GAS BURNERDUAL BURNER AUTO NUMBERS CONTROL

F.O. BURNER AUTO NUMBERS CONTROLIN THE BURNER "AUTO" MODE AT THE "IAS" POSITION.USING THE BURNER "AUTO" MODE, AUTOMATICALLY START ORSTOP NO.2 AND NO.3 BURNER IN ACCORDANCE WITH THE COMMAND

(4-1)

FROM THE ACC.

A

CC

A

CC

NO.2 F.O. BNRINC. ORDER

9ShNO.2 F.O. BNR

DEC. ORDERNO.2 F.O. BNRDEC. ORDER(4-1)

DEC. ORDERNO.2 BNR

NO.2 BNRINC. ORDER OK

IGN.F.O. Sh

7 12Sh

Sh

YES

NO

SET ORDERNO.2 IGN.

BY ACC

9NO.2 F.O. BNRDEC. ORD

Sh

NO.3 GAS BNRDEC. ORDER

NO.3 GAS BNRDEC. ORD

Sh13

13NO.2 GAS BNRDEC. ORD

NO.3 F.O. BNRINC. ORD

NO.3 GAS BNRINC. ORD

Sh

F.O.BACK-UP REFER TO Sh 3

FROM ACCOR OTHER

(Sh 10)MASTER GAS SHUT-OFF COND.

BOOSTF.O.

-UP

NO

YES

YESREFER TO Sh 3

(4-3)NO

(4-2)

NO.3 F.O. BNRDEC. ORDER

NO.3 F.O. BNRDEC. ORDER

Sh9

NO.3 F.O. BNRINC. ORDER

Sh13

ShNO. 3 F.O. BNRDEC. ORD

NO. 3 GAS BNRDEC. ORD

9

BY ACC

NO.3 IGN.SET ORDER

NO

YES128

ShF.O.IGN.OK

INC. ORDERNO.3 BNR

NO.3 BNRDEC. ORDER

F.O.IGN.OK

YES

NO

7Sh

SET ORDER

BY ACC

NO.2 IGN. NO

IGN.OK

F.O. YES8

Sh

BY ACC

SET ORDERNO.3 IGN.

F.O. BURNING MODE



NO.3 GAS BNRINC. ORD


DUAL BURNING MODE

GAS BURNING MODE

BMS-4

Sh. No. 4

DUALBURNER FUEL MODE

GAS

F.O.

CA

C



EMERGENCY MANU. TRIP

SHTR TEMP H/H

ALL BURNER FLAME FAIL

BOILER TRIPCONDITION

NOTE : NO.1 BOILR SHOWN. NO.2 BOILER TO BE SAME.

(BY FLAME MONITORING SYSTEM)

BMS CONTROLLER ABNORMAL

EMERG. MODE

BASE F.O. BNRV/V CLOSE

NO. 2 F.O. BNRV/V CLOSE

NO. 3 F.O. BNRV/V CLOSE

(5 - 1)

(5 - 1)Sh 1

BLR F.O.SHUT-OFF V/VCLOSE

BOILER TRIP OR BOILER F.O. SHUT-OFF V/V CLOSEWHEN CONDITIONS PROHIBITING THE F.O. BURNER OPERATION ARE ESTABLISHED,THE BOILER F.O. SHUT-OFF VALVE AND EACH F.O. BURNER VALVE AREAUTOMATICALLY CLOSED.(IN THE BURNER FUEL MODE "DUAL OR GAS", THE BOILER IS NOT TRIPPEDEVEN IF BOILER F.O. SHUT-OFF CONDITION IS ACTIVATED.)

(5 - 1)

(1) CHECK AND ELIMINATE THE CAUSE OF THE SHUT-DOWN(2) AFTER THE CAUSE HAS BEEN ELIMINATED, PUSH THE "OFF" SWITCH OF BOILER F.O. SHUT-OFF VALVE TO CANCEL THE SELF-HOLDING CIRCUIT FOR THE BOILER TRIP.(3) RE-START THE BOILER IN ACCORDANCE WITH THE OPERATING PROCEDURE IN (Sh. 6, 7,8)

(5 - 2) RE-START OPERATION AFTER BOILER SHUT-DOWNRE-START THE BURNER IN ACCORDANCE WITH THEFOLLOWING PROCEDURE.

NO. 1 BOILER

BLR F.O. SHUT-OFFCONDITION

BLR TRIPCONDITION

ATM STEAM PRESS. LOW/LOW

F.O. TEMP. L.OW/LOW

F.O. PRESS. LOW/LOW

F.O. PUMP STOP

LOCAL(BGB)

LOCAL(BGB)

LOCAL(BGB)

F.O. TEMP.BY-PASS

ON

OFF

Sh 6,7,8 BASE NO.2, OR NO.3F.O. BNR BURNING

DRUM WATER LEVEL EXTRA HIGH

DRUM WATER LEVEL EXTRA LOW

ELECTRIC POWER FAILURE

NO.1 F.D. FAN RUN

STAND-BY F.D. FAN RUN

STAND-BY F.D. FAN AIR DMPR OPEN(NO.1 BLR SIDE)

STAND-BY F.D. FANAIR DMPR OPEN (NO.1 BLR SIDE)

STAND-BY F.D. FANUSED SELECT

NO.1

NO.2

STAND-BY F.D. FAN USED SET

BLR F.O.SHUT-OFF VALVECLOSE PB

ALM. SEQBLR F.O.SHUT-OFF V/VCLOSE

Sh 10

BMS-5

Sh. No. 5

BLOCK DIAGRAM OF BOILER F.O.SHUT-OFF CONDITION

S

R



THE CONTROL POSITION IS SELECTED INACCORDANCE WITH Sh 1.

F.O. BURNER IGNITION SEQUENCEDEPRESSION BY THE OPERATOR OF BASE, NO.2OR NO.3 BURNER "ON" SWITCH IN THE "MANUAL"MODE TRIGGERS THE BURNER IGNITION SEQUENCE(SEE TABLE 1 FOR THE "AUTO" MODE).B.M.S., JUDGING THE OTHER BURNER OPERATINGSTATE, AUTOMATICALLYEXECUTES THE BURNER IGNITION SEQUENCE INCOMBINATION WITH A.C.C.

(A) EXECUTION OF FURNACE PURGE AND CONFIRMATION OF SAME (AIR FLOW X TIME).(B) OPENING OF THE AIR REGISTER AND ATOMIZING VALVE.(C) EXCUTION OF IGNITION AIR & F.O. RATE SETTING AND CONFIRMATION OF SAME.(D) STARTING IGNITOR AND OPENING F.O. BNR VALVE.(E) BURNER IGNITION SEQUENCE COMPLETED.

(1) WITH ALL OTHER BURNS NOT IN USE

(2) WITH OWN GAS BURNER FIRING(A) EXECUTION OF IGNITION F.O. RATE SETTING AND CONFIRMATION.(B) OPENING OF THE ATOMIZING STEAM VALVE.(C) OPENING OF THE F.O. BURNER VALVE.(D) BURNER IGNITION SEQUENCE COMPLETED.

(3) WITH ADJOINING BURNER (F.O. OR GAS) FIRING(A) OPENING OF THE ATOMIZING STEAM VALVE.(B) OPENING OF THE F.O. BURNER VALVE.(C) OPENING OF THE AIR REGISTER.(D) BURNER IGNITION SEQUENCE COMPLETED.

SL

Sh 1

ON

Sh 1

Sh 6

10 SEC

OP

IGN. READY

IGN.SET

YES

NO

YES

NO

C

AIGN. SET C

BY ACC

BY ACC

YES

NO

YES

NO

YESYES

NO

NO

BY ACC

S h 5

* 1

YES

YES

Sh 14

SL

* 2

S

SL

* 2

* 1

LS

NO

TO Sh 12

BLR F.O. STAND-BY Sh 2

Sh 12 BASE GASBNR BURNING

Sh 12 NO.2 GASBNR BURNING


BLR F.O. SHUTV/V OPEN

BLR F.O.SHUT V/V CL

OPBLR F.O.SHUT V/V CL

BASE F.O. BNROFF

ON

OFFBASE F.O. BNR

MANU. MODE

AUTO MODE

BASE F.O.BNR INC. ORD

Sh 3

BASE F.O.BNR DEC. ORD

Sh 3

NO.2 F.O. BNRBURNING

Sh 8 NO.3 F.O. BNRBURNING

Sh 14 BASE BNRFLAME FAIL

Sh 12 BASE GAS BNR BURNING

BASE ATOM.V/V OPEN

F / EON

OTHER BNRBURNING

IGNITER INSERT

BASE AIRREG. OPEN

BASE F.O. BNRV/V(AFT) OPEN

IGNITER STOP &RETRACT

BASE F.O. BNR BURNING Sh 2,3,5,7,8,9,12,13,14

10 SECIGNITIONPERIOD

BMS-6

Sh. No. 6

BLOCK DIAGRAM OF BASE F.O. BURNERIGNITION SEQUENCE

ALLF.O. V/VCLOSE(LS)

F.O.SHUT V/V

CONDITIONNOR.

ALLBNROFF

ALL F.O. BNR STOP

FURNACEPURGE AIR

RATE

#090IGN.AIR

RATE

BASE AIRREG. OPEN

LS

NO.2 AIRREG. OPEN

LS

NO.3 AIRREG. OPEN

LS

NO.2 AIRREG. CLOSE

L

L

S

NO.3 AIRREG. CLOSE S

FURNACE PURGEACC

ACC

IGN. AIR SET

* 4

SG

P

ALL F.O. BNRNOT RUNNING

F.O. PUMP RUN* 5

F.O. RECIRC.V/V CLOSE

* 5

SIGNITIONORDER

L

SL

* 7

* 4



NO.2 PURGEV/V OPEN

LS

NO.3 PURGEV/V OPEN

* 3

SL

* 7

L

L

SBASE F.O. BNRV/V(FWD) OPEN* 6

NO

Sh 14 BASE BNRBURNING

DUAL BURNING 4 SEC

2SEC

LS

DUAL BURNING

* 6

(6)-1

(6)-2

REMOTEIAS

LOCALBGB

ECCBMS

ON

OFFF.O. TEMP.BY-PASS

S

R

S

R

S

R

S

R

S

R

S

R

TS FO TEMP NOR



SL

Sh 1

ON

Sh 1

Sh 6

10 SEC

OP

IGN. READY

IGN.SET

YES

NO

YES

NO

C

AIGN. SET C

BY ACC

BY ACC

YES

NO

YES

NO

YESYES

NO

NO

BY ACC

S h 5

* 1

YES

YES

Sh 14

SL

* 2

S

SL

* 2

* 1

LS

NO

TO Sh 12






BLR F.O.SHUT V/V CL


NO.2 F.O. BNROFF

ON

OFFNO.2 F.O. BNR

MANU. MODE

AUTO MODE

NO.2 F.O.BNR INC. ORD

Sh 3

NO.2 F.O.BNR DEC. ORD

Sh 3

BASE F.O. BNRBURNING


Sh 14 NO.2 BNRFLAME FAIL

Sh 12 NO.2 GAS BNR BURNING

NO.2 ATOM.V/V OPEN

F / EON

OTHER BNRBURNING

IGNITER INSERT

NO.2 AIRREG. OPEN

NO.2 F.O. BNRV/V(AFT) OPEN


NO.2 F.O. BNR BURNING Sh 2,3,5,7,8,9,12,13,14


BMS-7

Sh. No. 7

BLOCK DIAGRAM OF NO.2 F.O. BURNERIGNITION SEQUENCE


F.O.SHUT V/V

CONDITIONNOR.

ALLBNROFF

ALL F.O. BNR STOP

FURNACEPURGE AIR

RATE

#090IGN.AIR

RATE

BASE AIRREG. OPEN

LS

NO.2 AIRREG. OPEN

LS

NO.3 AIRREG. OPEN

LS

BASE AIRREG. CLOSE

L

L

S


FURNACE PURGEACC

ACC

IGN. AIR SET

* 4

SG

P


F.O. PUMP RUN* 5


* 5

SIGNITIONORDER

L

SL

* 7

* 4

Sh 6 BASE F.O. BNRBURNING


BASE PURGEV/V OPEN

LS

NO.3 PURGEV/V OPEN

* 3

SL

* 7

L

L

SNO.2 F.O. BNRV/V(FWD) OPEN* 6

NO

Sh 14 NO.2 BNRBURNING

DUAL BURNING 4 SEC

2SEC

LS

DUAL BURNING

* 6

REMOTEIAS

LOCALBGB

ECCBMS

ON


S

R

S

R

S

R

S

R

S

R

S

R

TS FO TEMP NOR



SL

Sh 1

ON

Sh 1

Sh 6

10 SEC

OP

IGN. READY

IGN.SET

YES

NO

YES

NO

C

AIGN. SET C

BY ACC

BY ACC

YES

NO

YES

NO

YESYES

NO

NO

BY ACC

S h 5

* 1

YES

YES

Sh 14

SL

* 2

S

SL

* 2

* 1

LS

NO

TO Sh 12






BLR F.O.SHUT V/V CL


NO.3 F.O. BNROFF

ON

OFFNO.3 F.O. BNR

MANU. MODE

AUTO MODE

NO.3 F.O.BNR INC. ORD

Sh 3

NO.3 F.O.BNR DEC. ORD

Sh 3

BASE F.O. BNRBURNING


Sh 14 NO.3 BNRFLAME FAIL


NO.3 ATOM.V/V OPEN

F / EON

OTHER BNRBURNING

IGNITER INSERT

NO.3 AIRREG. OPEN

NO.3 F.O. BNRV/V(AFT) OPEN


NO.3 F.O. BNR BURNING Sh 2,3,5,7,8,9,12,13,14


BMS-8

Sh. No. 8

BLOCK DIAGRAM OF NO.3 F.O. BURNERIGNITION SEQUENCE


F.O.SHUT V/V

CONDITIONNOR.

ALLBNROFF

ALL F.O. BNR STOP

FURNACEPURGE AIR

RATE

#090IGN.AIR

RATE

BASE AIRREG. OPEN

LS

NO.2 AIRREG. OPEN

LS

NO.3 AIRREG. OPEN

LS

BASE AIRREG. CLOSE

L

L

S


FURNACE PURGEACC

ACC

IGN. AIR SET

* 4

SG

P


F.O. PUMP RUN* 5


* 5

SIGNITIONORDER

L

SL

* 7

* 4



BASE PURGEV/V OPEN

LS

NO.2 PURGEV/V OPEN

* 3

SL

* 7

L

L

SNO.3 F.O. BNRV/V(FWD) OPEN* 6

NO

Sh 12 NO.3 GAS BNRBURNING

DUAL BURNING 4 SEC

2SEC

LS

DUAL BURNING

* 6

REMOTEIAS

LOCALBGB

ECCBMS

ON


S

R

S

R

S

R

S

R

S

R

S

R

TS FO TEMP NOR



(9)-1 SELECTION OF CONTROL POSITIONTHE CONTROL POSITION IS SELECTED IN ACCORDANCE WITH Sh 1.

(9)-2 F.O. BURNER EXTINGUISHING SEQUENCEDEPRESSION BY THE OPERATOR OF BASE, NO.2 OR NO.3 BURNER"OFF" SWITCH IN THE "MANUAL" MODE TRIGGERS THE BURNEREXTINGUISHING SEQUENCE (SEE TABLE 1 FOR THE "AUTO" MODE).B.M.S., JUDGING THE OTHER BURNER OPERATING STATE, AUTOMATICALLYEXECUTES THE BURNER EXTINGUISHING SEQUENCE IN COMBINATION WITH A.C.C.

(1) WITH ALL OTHER BURNS NOT IN USE (A) CLOSING OF THE F.O. BURNER VALVE (B) EXCUTION OF FURNACE PURGE AND CONFIRMATION OF SAME. (AIR FLOW X TIME) (C) CLOSING OF THE AIR REGISTER AND ATOMIZING VALVE. (D) BURNER EXTINGUISHING SEQUENCE COMPLETED.(2) WITH OWN GAS BURNER FIRING (A) CLOSING OF THE F.O. BURNER VALVE. (B) EXECUTION OF BURNER PURGE AND CONFIRMATION OF SAME (TIME). (C) CLOSING OF THE ATOMIZING STEAM VALVE. (D) BURNER EXTINGUISHING SEQUENCE COMPLETED.

(3) WITH ADJOINING BURNER (F.O. OR GAS) FIRING (A) CLOSING OF THE F.O. BURNER VALVE. (B) EXECUTION OF BURNER PURGE AND CONFIRMATION OF SAME (TIME). (C) CLOSING OF THE AIR REGISTER AND ATOMIZING STEAM VALVE. (D) BURNER EXTINGUISHING SEQUENCE COMPLETED.

REMOTEIAS

LOCALBGB

ECCBMS

BASE BNR ATOM.V/V CLOSE

NO.2 PURGEV/V CLOSE

NO.3 PURGEV/V CLOSE

ALL BNR AIRREG. CLOSE

BOILER STOP

NO.3 PURGEV/V CLOSE


BOILER STOP

NO.2 AIR REG.CLOSE

NO.2 BNR ATOM.V/V CLOSE

NO.1 PURGEV/V CLOSE

NO.3 AIR REG.CLOSE


NO.1 PURGEV/V CLOSE

NO.2 PURGEV/V CLOSE


BOILER STOP

BMS-9

Sh No. 9BLOCK DIAGRAM OFF.O. BURNER EXTINGUISH SEQUENCE

BASEF.O. BNR

ON

OFF

NO.2F.O. BNR

ON

OFF

NO.3F.O. BNR

ON

OFF

NO.3F.O. BNR

ON

OFF

NO.2F.O. BNR

ON

OFF

NO.2F.O. BNR

ON

OFF

(7 - 2)

(7 - 2)

(7 - 2)

Sh 7Sh 12

NO.2 F.O. BNR BURNINGNO.2 GAS BNR BURNING

Sh 8Sh 12


Sh 8Sh 12


Sh 7Sh 12


Sh 6Sh 12

BASE F.O. BNR BURNINGBASE GAS BNR BURNING

Sh 6Sh 12



Sh 6 BASE F.O. BNR BURNING

Sh 7 NO.2 F.O. BNR BURNING




(9) - 2 (2) (3)

(9) - 2 (2) (3)

(9) - 2 (1)

(9) - 2 (1)

(9) - 2 (1)

Sh3

BASE F.O. BNRDEC. ORD

Sh 1 MANU. MODE

Sh3,4

NO.2 F.O. BNRDEC. ORD

Sh3,4

NO.3 F.O. BNRDEC. ORD

Sh 1 AUTO MODE


LS

NO.2 F.O. BNRV/V CLOSE

LS


LS

* 2

* 2

* 3

* 3

F.O. RECIRC.V/V OPEN

LS F.O. RECIRC. MODE

(9) - 2 (3)

(9) - 2 (3)

(9) - 2 (3)

#030

#030

#030

FURNACEPURGE ORD.

ACC


ACC

BASE F.O. PURGEV/V OPEN

LS

NO.2 F.O. PURGEV/V OPEN

LS

NO.3 F.O. PURGEV/V OPEN

LS

ALL BNR AIRREG. OPEN S

L

L

S

FURNACEPURGE ORD.

ACC

ACC

ACC


ALL BNR AIRREG. OPEN

LS

FURNACEPURGE ORD.

ACC


LS

LS


LS

LS

LS

LS

LS

LS

LS

LS

LS

LS

LS

LS

LS

LS

LS

LS

BASE AIR REG.CLOSE

#010

#030

NO

YES


LS * 2

* 3

#010

#030FURNACE

PURGE AIR

FURNACEPURGE AIR

RATE

FURNACEPURGE AIR

RATE

RATE

NO

YES

* 1

* 3

NO.2 ATM. STMV/V CLOSE

LS

BY ACC

BY ACC

#030

NO

YES

* 1

* 2

BY ACC

NO.3 ATM. STMV/V CLOSE

LS

#010

IGN. START SEQ.

S

R

S

R

S

R



S

R

S

R

Sh 12

NO.1 BLRGAS VALVE TRIP

MASTERGAS VALVE TRIP

B.O.G. PRESS. LOW

B.O.G. PRESS. HIGH

NO.1,NO.2 OR NO.3 GASBNR BURNING(GAS V/V OP)

#010

Sh 5 BOIER TRIP CONDITION

BOTH BOILER TRIP

BMS CONTROLLER ABNORMAL

BOILER GAS V/V TRIP

(10)-2

(10)-2

NO.2 BOILER GAS SUPPLYSHUT-OFF CONDITION(SAME TO NO.1 BLR)

ALM. SEQ.

ALM. SEQ.

NO.2 BLR N2 VENTV/V OPEN

NO.2 BLR GASV/V CLOSE

NO.1 BLR N2 VENTV/V OPEN


NO.1 BLR GASV/V TRIP

NO.1 BLR GASV/V CLOSE PB

#015

BOG HEATER ABNORMAL

GAS DUCT FAN BOTH STOP

GAS LEAK DETECTED

GAS TEMP. LOW/LOW

MASTER GAS V/V MANUAL TRIP

VAPOR HEADER PRESS LOW/LOW

E/R VENTILATION FAN STOP

(10)-3

TO F.O. BOOST-UP ORD. Sh 3,4

MASTER GAS V/V TRIP MASTER GAS V/VCLOSE ORD.

MASTER N2 VENTV/V OPEN

TO E.S.D.S. PANEL

MASTER GAS V/VCLOSE PB

BOTH GASV/V CLOSE

NOTE : NO. 1 BOILER SHOWN.

NO. 2 BOILER TO BE SAME.

BLOCK DIAGRAM OF MASTER GAS &BOILER GAS SUPPLY SHUT-OFF CONDITION

BMS-10

Sh. No. 10

(10)-1 BOILER GAS SUPPLY SHUT-OFF CONDITIONSWHEN CONDITIONS PROHIBITING HE MASTER GAS VALVE OPENINGOR THE CONDITIONS PROHIBITING THE GAS BURNING OPERATIONARE ACTIVATED, THE BOILER GAS VALVE OF EACH BOILER ISSHUT-OFF. AT THE SAME TIME THAT THE BOILER GAS VALVE ISCLOSED, THE PIPE LINE IS N2 PURGED (AS PER Sh 11) TO BLOWOUT RESIDUAL GAS.

(10)-3 F.O. BOOST-UP ORDERWHEN CONDITIONS FOR THE MASTER GAS SUPPLY VALVE SHUT-OFFARE ESTABLISHED IN THE GAS FIRING PROCESS, B.M.S. GIVESIMMEDIATELY ORDER TO CLOSE THE MASTER GAS VALVE AND ATTHE SAME TIME, IN COMBINATION WITH A.C.C., THE F.O. BURNERSTARTS FIRING IN ORDER TO TRANSFER FROM GAS COMBUSTIONTO F.O. COMBUSTION WITHOUT INTERRUPTION.

ALSO, MONITORING THE COMBUSTION WITH THE GAS BURNER USINGTHE GAS HEADER PRESSURE ANF FLAME SCANNER, B.M.S. CAUSESTHE BOILER GAS VALVE AND BURNER GAS VALVE TO CLOSE SEQUENTIALLY.

(10)-2 RESET OPERATION AFTER BOILER GAS SUPPLY SHUT-OFFTHE RESET OPERATION FOR RESTART TAKES PLACE AS FOLLOWS;(A) INDENTIFICATION OF THE CAUSE OF THE SHUT-OFF, FOR RESTORATION.(B) FOLLOWING THE REPAIR OF THE SHUT-OFF FAILURE, THE OPERATOR RESETS THE CIRCUIT.

#090



(11)-1 MASTER N2 PURGETHE LINE FROM THE MASTER GAS VALVE OUTLET TO EACH OFTHE BOILER GAS VALVE INLETS ISPURGED WITH N2.THERE ARE TWO MODES AVAILABLE FOR THIS N2 PURGE : "AUTO"MODE IN WHICH AN AUTOMATIC N2 PURGE IS PERFORMED UPONTHE CLOSING OF THE MASTER GAS VALVE, AND "MAN." MODE INWHICH A MANUAL N2 PURGE IS PERFORMED BY OPERATING THEMASTER N2 PURGE "ON" SWITCH AT THE "ECR" POSITION.

(11)-2 GAS HEADER N2 PURGETHE LINE FROM EACH BOILER GAS VALVE OUTLET TO EACHBURNER IS PURGED WITH N2.THERE ARE TWO PURGING MODES : "AUTO" MODE USING ANAUTOMATIC N2 PURGE UPON CLOSING OF THE BOILER GAS VALVE,AND "MAN" MODE USING MANUAL N2 PURGE BY OPERATING THEHEADER N2 PURGE "ON" SWITCH AT THE "BOP" POSITION.

(CAUTION) DURING THE HEADER N2 PURGE, IF THE F.D. FAN,IS STOPPED, EACH BURNER CASE VALVE IS CLOSED, THE HEADERVENT VALVE IS OPENED, AND THE GAS HEADER ONLY IS N2PURGED.

(11)-3 GAS BURNER N2 PURGETHE LINE FROM EACH BURNER GAS VALVE OUTLET TO EACH GASBURNER IS PURGED WITH N2.UPON CLOSING OF THE GAS BURNER VALVE, AN AUTOMATIC N2PURGE IS PERFORMED. ("MAN" OPERATION IS UNAVAILABLE.)IT SHOULD BE NOTED THAT THIS N2 PURGE IS NOT PERFORMEDWHEN ONE OF THE BOILER SHUT-DOWN CONDITIONS HAS BEENACTIVATED, OR WHEN ALL THE BURNERS ARE SHUT-DOOWN.EXCEPT THE CONDITION OF BURNER PURGE ESTABLISH.IN SUCH A CASE, (11)-2 GAS HEADER N2 PURGE TAKES PLACE.

NO.1 BLRGAS VALVEINTERLOCK

NO.2 BLRGAS VALVEINTERLOCK

#010

#060

#030

Sh 12

Sh 12BLR GAS V/VOPEN

LS

SL

SL

SL

LS

SL

SL

LS

LS

SLL

S

SL L

S

Sh 10

MASTERGAS VALVEINTERLOCK

Y

N

Sh 10

Y

N

MASTER N2 VENT V/V OPEN

MASTER N2VENT V/V CLOSE

MASTER GASV/V OPEN

MASTER GASV/V CLOSE

#010

#015

#010

(11) - 1

NO.1 BLR GASV/V OPEN


NO.1 HDR N2VENT V/V CLOSE

(11) - 1

(11) - 2

MASTER N2 PURGE ON

BLR N2 PURGE ON

BOILER GAS V/V CLOSE

MASTER N2 PURGEV/V OPEN

BLR N2 PURGEV/V OPEN

BLR N2 PURGEV/V CLOSE

MASTER N2 PURGEV/V CLOSE

(11 - 2)

F.O.BNR.

BURNINGY

N

Y

NSh 10

NO.2 BLR GASV/V OPEN


NO.2 HDR N2VENT V/V CLOSE

BLR GAS V/VOPEN

SAME AS NO.1 HEADER N2 PURGE SEQUENCE

BLOCK DIAGRAM OF MASTER &BOILER GAS V/V OPEN / CLOSE SEQUENCE

BMS-11

Sh No. 11

* 1 : FURNACE PURGE ESTABLISH

NOTE

LS


LS


LS

HDR N2 PURGEV/V CLOSE

LS

ALL BNR GASV/V CLOSE

LS

HDR N2 VENTV/V OPEN

#035

#030

#025

LS

HDR N2 PURGEV/V OPEN

LS

HDR N2 VENTV/V OPEN

LS

HDR N2 PURGEV/V CLOSE

#030

REMOTEIAS

MASTERGAS V/V

OP

CL

NO.1 BLRGAS V/V

OP

CL

NO.2 BLRGAS V/V

OP

CL

S

R

S

R

S

R

S

R



AUTO MODE

MANU. MODE

Sh 1

Sh 1

Sh 11 BLR GASV/V OPEN GAS STAND-BY

IGN. SET

GAS CONT. V/V ISCONFIRMED BY ACC

NO

YES

BY ACC

IGN. SET ORDACC

BLR GASSTAND-BY Sh 2,3

IGN. READY

Sh3

BASE GASBNR INC. ORD

Sh 14 BASE BNR FLAMEFAIL

Sh3,4

NO.2 GASBNR INC. ORD

Sh 14 NO.2 BNR FLAMEFAIL

Sh3,4

Sh9

BLR GAS V/VCLOSE

NO.3 GASBNR INC. ORD

Sh 14 NO.3 BNR FLAMEFAIL




BASE GAS BNR START Sh 13,14

BASE GAS BNRV/V OPEN

LS

NO.2 GAS BNR START Sh 13,14

NO.2 GAS BNRV/V OPEN

LS

BASE GASBNR BURNING

Sh 2,3,67,8,9,13

NO.2 GASBNR BURNING

Sh 2,3,67,8,9,13

NO.3 GAS BNR START Sh 13,14

NO.3 GAS BNRV/V OPEN

LS

NO.3 GASBNR BURNING

Sh 2,3,6,7,8,9,13

BNS-12

Sh. No. 12BLOCK DIAGRAM OF GAS BURNERIGNITION SEQUENCE


(12)-2 OPENING OF BOILER GAS VALVEIT IS ONLY BY THE OPERATOR DEPRESSING THE BOILER GASVALVE "OPEN" SWITCH UPON CONFIRMING THAT THE BOILER GASSHUT-OFF CONDITIONS (SHOWN IN Sh 10) ARE ALL NORMAL, THATTHE BOILER GAS VALVE CAN BE OPENED.

(12)-3 GAS BURNER IGNITIONWITH THE F.O. BURNER FIRING IN THE "MANUAL" MODE,DEPRESSION BY THE OPERATOR OF THE GAS BURNER "ON" SWITCHCAUSES THE GAS BURNER VALVE TO OPEN AND GAS COMBUSTIONTO TAKE PLACE.

BASE GASBNR

ON

OFF

NO.2 GASBNR

ON

OFF

ON

OFFNO.3 GASBNR ON

OFF

NO.3 GASBNR

NO.2 GASBNR

ON

OFF

BASE GASBNR

ON

OFF

REMOTEIAS

LOCALBGB

ECCBMS

S

R

S

R

S

R



(2) WITH OWN F.O. BURNER FIRING (A) CLOSING OF THE GAS BURNER VALVE. (B) EXECUTION OF BURNER N2 PURGING AND CONFIRMATION OF SAME (TIME). (C) GAS BURNER EXTINGUISHING SEQUENCE COMPLETED.

NO.2 GAS BNRON

OFF

NO.3 GAS BNRON

OFF

Sh 8Sh 12


Sh 7Sh 12


Sh 6Sh 12


Sh 6Sh 12





Sh 12 NO.2 GAS BNR START



Sh3,4


Sh3,4


Sh 1 AUTO MODE

Sh 1 MANU. MODE

(13) - 2 (2) (3)

(13) - 2 (1)

(13) - 2 (2) (3)

(13) - 2 (1)

NO.2 GAS BNRV/V CLOSE

LS


LS


LS


LS

NO.2 N2 PURGEV/V OPEN

LS

FURNACEPURGE CLOSE

LS


LS

NO.3 AIR REG.CLOSE

LS

NO.3 N2 PURGEV/V CLOSE

LS

(13) - 2 (2)

(13) - 2 (2)

#015

NO.3 N2 PURGEV/V OPEN

LS

#015

BMS-13

Sh. No. 13

BLOCK DIAGRAM OF GAS BURNEREXTINGUISH SEQUENCE


(13)-2 GAS BURNER EXTINGUISHING SEQUENCEDEPRESSION BY THE OPERATOR OF BASE, NO.2 OR NO.3BURNER "OFF" SWITCH IN THE "MANUAL" MODE TRIGGERS THEEXTINGUISHING SEQUENCE.(SEE TABLE 1 (BMS-16) FOR THE "AUTO" MODE)B.M.S., JUDGING THE OTHER BURNER OPERATING STATE,AUTOMATICALLY EXECUTES THE GAS BURNER EXTINGUISHINGSEQUENCE IN COMBINATION WITH A.C.C.

(1) WITH ALL OTHER BURNERS NOT IN USE (A) CLOSING OF THE GAS BURNER VALVE AND BOILER GAS VALVE. (B) BURNER EXTINGUISHING SEQUENCE COMPLETED.

(3) WITH ADJOINING BURNER (F.O. OR GAS) FIRING (A) CLOSING OF THE GAS BURNER VALVE. (B) EXECUTION OF BURNER N2 PURGING AND CONFIRMATION OF SAME (TIME). (C) CLOSING OF THE AIR REGISTER. (D) BURNER EXTINGUISHING SEQUENCE COMPLETED.

REMOTEIAS

LOCALBGB

ECCBMS

BASE GAS BNRON

OFF

NO.2 GAS BNRON

OFF

NO.3 GAS BNRON

OFF

BASE GAS BNRON

OFF

S

R

S

R

Sh 8Sh 12


Sh 7Sh 12




Sh 12 BASE GAS BNR START

Sh3,4

BASE GAS BNRDEC. ORD (13) - 2 (2) (3)

(13) - 2 (1)

BASE GAS BNRV/V CLOSE

LS


LS

BASE N2 PURGEV/V OPEN

LS

FURNACEPURGE CLOSE

LS


LS


FURNACEPURGE ORDER

ACC


LS

FURNACEPURGE STOP

ACC

(13) - 2 (2)

#015

#030

#090

YES

NO

FURNACEPURGE RATE

ESTA


FURNACEPURGE ORDER

ACC


LS

FURNACEPURGE STOP

ACC

#030

#090

YES

NO

FURNACEPURGE RATE

ESTA


FURNACEPURGE ORDER

ACC


LS

FURNACEPURGE STOP

ACC

#030

#090

YES

NO

FURNACEPURGE RATE

ESTA

S

R



S

R

S

R

S

R


Sh 12 BASE GAS BNR START



NO.3 F.O. BNR BURNING


NO

YES

BASE BNR BURNING

BASE F / E ON Sh 6

Sh 7

Sh2,6,12

Sh 5

(RESET)

(RESET)

(RESET)

Sh 8 T56

T57

T58

T59

FLAMESCANNER

1

NO

YESFLAMESCANNER

2

NO

YESFLAMESCANNER

1

NO

YESFLAMESCANNER

2

NO

YESFLAMESCANNER

1

NO

YESFLAMESCANNER

2

LS

SL

LS

LS

SL

SL

LS

SL

L

L

S

S

LS

LS

BASE BNR FLAME FAIL

BASE BNR FLAME FAIL ALARM

NO.2 BNR BURNING

NO.2 F / E ON

Sh2,7,12NO.2 BNR FLAME FAIL

NO.2 BNR FLAME FAIL ALARM

Sh 8

NO.3 BNR BURNING

NO.3 F / E ON

Sh2,8,12NO.3 BNR FLAME FAIL

NO.3 BNR FLAME FAIL ALARM



BASE BNR ATOM.V/V CLOSE

BASE AIR REG.CLOSE




NO.2 AIR REG.CLOSE




NO.3 AIR REG.CLOSE

ALL BNR FLAME FAIL

BMS-14

Sh. No. 14BLOCK DIAGRAM OF BURNER FLAMEMONITORING SYSTEM

(14)-1 FLAME SCANNERTWO (2) FLAME SCANNERS ARE PROVIDED FOR EACH OF THE BURNS.ADOPTED FLAME SCANNER HAS IR (INFRA RED) AND UV (ULTRA VIORET)DETECTING FUNCTION IN ONE (1) UNIT.FOR ADOPTED FLAME SCANNER, OPERATING MODE CAN BE SELECTED.IN THIS SYSTEM, OPERATION MODE "IR OR UV" WILL BE CHOOSED.THEREFORE, FLAME SCANNER ALWAYS DETECT THE FLAME BY IR OR UV.

(14)-2 INTERLOCKTWO (2) FLAME SCANNERS ARE PROVIDED FOR EACH OF THE BURNERS.THE FLAME OF BURNER WILL BE RECOGNIZE BY ONE OF SIGNALS FORTWO FLAME SCANNER.THEREFORE, WHEN BOTH FLAME SCANNER DETECT LOSS OF FLAME, F.O.AND GAS FOR OWN BURNER WILL BE SHUT-OFF. (FLAME FAILURE)

ON

OFFBASE F.O.BNR

ON

OFFNO.2 F.O.BNR

ON

OFFNO.3 F.O.BNR



AIR FLOWCONTROL

F.O. FLOWCONTROL

BLR H.F.OSHUT V/V

BASE BNRIGNITER

ALL BNR AIR REG. OPEN

ALL BNR AIR REG. CLOSE

AUTO

MAN

AUTO

MAN

OFF

ON

CLOSE

OPEN

3 min

PURGE FINISH

SET F.D.F. INLET VANEOPENING ANGLE FORFURNACE PURGE

SET F.O. FLOW CONT.V/V OPENING ANGLEFOR IGNITION

SET F.D.F. INLET VANEOPENING ANGLE FORIGNITION

BLR HFO SHUT V/V OPEN

HFO RECIRC. V/V CLOSE

IGNITER FORWARD & SPARK

BMS-15

Sh. No. 15BLOCK DIAGRAM OF BMSEMERGENCY MODE

LS

F / EON

YES

NO

LSBASE F.O. V/V OPEN

LSBASE ATOMIZ. STEAM V/V OPEN

BMS EMERGENCY OPERATION

THE F.O. BURNER CAN START OR STOP BY USING "EMERGENCYOPERATION PANEL" AT LOCAL (BGB) POSITION, WHEN THE BMSCONTROLLER CANNOT OPERATE.IN THIS CASE, OPERATOR MUST WATCH AND CONFIRM TO ALLINTERLOCK CONDITIONS DIRECTORY.WHEN THE ABC CONTROLLER IS RUNNING NORMALLY,OPERATOR CAN SELECT THE MODE(AUTO/MAN) OF ABC CONTROL(AIR FLOW AND FO FLOW) AFTER BURNER IGNITION.

(15 - 1)

BASE BNR AIR REG. OPEN

NO.2 BNRIGNITER

OFF

ON


NO.2 F.O.BNR V/V

F / EON

YES

NO

CLOSE

OPEN

LSNO.2 F.O. V/V OPEN

LSNO.2 ATOMIZ. STEAM V/V OPEN

NO.2 BNR AIR REG. OPEN

NO.3 BNRIGNITER

OFF

ON


NO.3 F.O.BNR V/V

F / EON

YES

NO

CLOSE

OPEN

LSNO.3 F.O. V/V OPEN

LSNO.3 ATOMIZ. STEAM V/V OPEN

NO.3 BNR AIR REG. OPEN

LS

LS

LS

LOCALBGB

EMERGENCYSWITCH

NOR

PURGE

BURN

BASE F.O.BNR V/V

CLOSE

OPEN

S

R

S

R

S

R



4.4.2 Automatic Boiler Control System Diagram 1. Symbol List for ABC Function Logic

PI

PIAnalog Signal Terminal

Digital Signal Terminal

SFT

LAG

X1 : Set PointX2 : Process ValueX3 : Tracking Signal

X4 : TracingY : Output

Function BlockSymbol

Function Block

Input Signal Remarks

X1 : Input 1X2 : Input 2X3 : Switch

Y : Output

X1 : InputX2 : Parameter

Y : Output

Proportional and IntegralWhen X4=0 ; Output Y is Proportional and Integral.When X4=1 ; Y=X3

Switch with RelaxationWhen X3=0 ; Y=X1When X3=1 ; Y=X2

Lag

Input

t

Output

t

Output

X3=1t

X2

X1

SW

X1 : Input 1X2 : Input 2X3 : Switch

Y : Output

SwitchWhen X3=0 ; Y=X1When X3=1 ; Y=X2

ADD

X1 : Input 1X2 : Input 2

Y : Output

AdditionY=X1+X2

SUB


Y : Output

SubtractionY=X1-X2

MUL


Y : Output

MultiplyY=X1*X2

DIV


Y : Output

DivideY=X1/X2

Output

X3=1t

X2

X1

#1 Input Signal(Analog)

X1


X2


X3

#4 Input Signal(Digital)

X4Output Signal

(Analog)Y

General of ABC Function Block

Function BlockSymbol Input Signal Remarks

MIN

X1 : Input 1X2 : Input 2X3 : Input 3X4 : Input 4Y : Output

MinimumThe smallest input is output.

MAX

HMS


MaximumThe largest input is output.

AND


AND GateIf all input are 1,Then Y=1.

OR


OR GateIf any input are 1,Then Y=1.

LSE


Y : Output

Lower SelectorIf X1 ≤ X2 Then Y=X1If X1 > X2 Then Y=X2

HSE


Y : Output

High SelectorIf X1 ≥ X2 Then Y=X1If X1 < X2 Then Y=X2

LLM

X1 : Input 1X2 : Parameter

Y : Output

Low LimitIf X1 ≥ X2 Then Y=X1If X1 < X2 Then Y=X2

HLM

X1 : Input 1X2 : Parameter

Y : Output

High LimitIf X1 ≤ X2 Then Y=X1If X1 > X2 Then Y=X2

X1 : Input 1X2 : ParameterX3 : Hysterisys

Y : Output

High Monitor SwitchIf X1 ≥ X2 Then Y=1If X1 < X2-X3 Then Y=0

LMS


Y : Output

Low Monitor SwitchIf X1 ≤ X2 Then Y=1If X1 > X2+X3 Then Y=0

DMS


Y : Output

Deviation Monitor SwitchIf abs(X1-X2) ≥ X3 Then Y=1If abs(X1-X2) < X3 Then Y=0

BFP


Y : Output

Band Pass FilterIf abs(X1-X2) ≤ X3 Then Y=1If abs(X1-X2) > X3 Then Y=0



Function BlockSymbol Input Signal Remarks

RS

S RX1 : Set

X2 : Reset

Y : Output

Flip-FlopWhen X1=1 and X2=0 then Y=1When X2=1 then Y=0

X101

10

X200

11

YKeep

1

00

NOT

X1 : Input

Y : Output

ONT

X1 : Input

Y : Output

NOT GateWhen X1=1 then Y=0When X1=0 then Y=1

On Delay Timer

X101

X210

Output

Input

Time

t

OFT

X1 : Input

Y : Output

Off Delay Timer

Change Rate Limit

Square Root

Output

Input

Timet

DRL

X1 : Input

Y : OutputOutput

SQR

X1 : Input

Y : Output

Input

t

ASP

X1 : IncreaseX2 : Decrease

X3 : Tracking SignalX4 : TrackingY : Output

Set Point SetterWhen X4=0, Output value is kept. And output value is manipulatedby X1 and X2.When X4=1, Output is X3.

MAN

X1 : Analog InputX2 : Auto / Manual Change Over

X3 : IncreaseX4 : Decrease

Y : Output

LEADX1 : Input

X2 : ParameterY : Output

SV100%

Y : Output

X1 : Input

Y : Output

Auto Manual StationWhen X2=0, Output value is X1.When X2=1, Output value is kept and output value is manipulated byX3 and X4.

Function GeneratorOutput is the predetermined value which is correspondingto input value.

LEAD

Out

In

Inpu

t

t

Out

put

t

Symbol Name Remarks

TransmittersDetecting Devise

Temperature Sensor(Thermal Resistance Bulb, Pt100)

Temperature Sensor(Thermo Couple)

Control Valve

Control Valve with Air Lock Valve

Piston Valve

PX : Pressure TransmitterFM : Follow MeterVIS : Viscosity Meter

Air Lock ValveIn case of supply air failure, opening position is kept.

DPX : Differential TransmitterSMK : Smoke IndicatorN2 :Gas Content Sensor

TX

AS I/P

AS I/P



Symbol NAME Remarks

Tag Number

Location

Auto / Manual Station

EM-M : Manual Loader for Emergency OperationmV/I : Converter for Thermo-coupleohm/I : Converter for thermal Resistance BulbRelay : RelayIS : Intrinsic Safe Barrier

162B-S

Field

A/M

Manual Station

Arrow

Indicator

Hardware Component

To ********

PV



2. ABC Logic Diagram

1) Master Loop - 1 Field

Field

PLC

SV0%

Initial 75.4%6.03

Slave PLC

Auto Run

SFT SV0%

SV1.2%

1bar

Auto Run

Initial 100%

Steam Up Rate

From BMSAuto Set Down

SV18%

15bar

SV200%

SFT

Mas

ter

Sign

alFr

om O

ther

Boi

ler

MUL

IASSP

Master SP

BGB

IAS

BGB

Master SignalTo Master Loop(2)

Load Bias SPTo Other Boiler

Load Bias SPTo Other Boiler

Load Bias SPFrom Other Boiler

SH STM Press.From Other Boiler

Load BiasTo Other Boiler

Master SignalTo Other Boiler

ASP

From Other BMSMaster SP

SUB

HMS

SW

PI

Auto Steaming Up

Two BLRAuto Run

&Slave PLC

SW

Master SPTo Dump Control

Out

In

SH STM Press.To Dump & FD W. Control

SH STM Press.To Other Boiler

SW

HSE

Two BLRAuto Run

SWSlave PLC

ASP Slave PLC

SUB

Auto Steaming Up

HMS

LAG

HSE

PX PXSH Steam Pressure0-8 MPa4-20 mA

165B-2

SH Steam Pressure0-8 MPa4-20 mA

165B-1

SP

Master SP

Load Bias

2) Master Loop - 2 Field

Field

PLC

Mas

ter

Sign

alFr

om M

aste

r Lo

op

Burn

er D

raft

From

Air

Flow

Con

trol

2nd BNR Start/StopTo BMS

3rd BNR Start/StopTo BMS

SH S

team

Pre

ss.

From

Dum

p Co

ntro

l

Steam Press Limit

Air Flow Limit

Out

In

MIN

AND

HMS

RS

S R

Boiler LoadTo F.O Flow, Gas Flow &Air Flow Control(Set Point)

Out

In

AND

SV27%

SV0%

HMS

SV54%

SV0%

HMS

SV27%

SV0%

HMS

SV54%

SV0%

LMS

SV16.8%

SV0%

LMS

SV33%

SV0%

AND

RS

S R

AND

LMS

SV16.8%

SV0%

LMS

SV33%

SV0%

Master SignalFrom Master Loop

Total Fuel FlowFrom Total Fuel Flow



3) Dump Control Field

Field

PLC

HSE

SV1.3%

SV80%

SW

SW

LAG

Dump Piston Valve Open

Slave PLC

ADD

SV0.6%

SV0%

0.1MPa

Maximum Gas Flow C/V Open Set

From BMSAuto Set Down

Gas C/V PositionFrom Other Boiler

M/T

FF

Sign

alFr

om B

MS

Total Gas FlowFrom Total Fuel Flow

Master SPFrom Master Loop

Gas C/V PositionFrom Gas Flow Control

HSE

SH Steam Press.From Other Boiler

SH Steam Press.From Master Loop

OutputFrom Other Boiler

PI

PI

MAN

HSE

SV0%

SV1%

SW

SUB

HMS

PI

HMS

LSE

Out

In

Out

In

RELAY

Dump Steam Press.Control Valve (1)

OutputFrom Other Boiler

RELAY

ASI/P

Dump Steam Press.Control Valve (2) Dump

PistonValve

AS I/P

OR

AND

OFT

SV0.6%

0.05MPa

Recommended BOG Gas Flow0-8400 kg/hr : 4-20 mA

FromYard System

Excess. BOG Dump Orderon at Signal

FromYard System

Dump Availableon at Signal

FromYard System

IAS

BGBA/M

A/M

0.05MPa

4) Fuel Oil Flow Control Field

Field

PLCLAG

FM PXFuel Oil Flow0-5500 kg/h4-20 mA

370B

Fuel Oil Press.0-3 MPa4-20 mA

231B

LAG

FO Press.To FO Press.

Discharge Control

FO Flow(Based on Boiler Load)

To Gas Flow, Air Flow Control(Set Point) & Total Fuel Flow

Gas

Flo

w(b

ased

on

Boile

r Lo

ad)

From

Gas

Flo

w C

ontr

ol

SV0%

SV300%

SV**%

FO Mode : 0.5MPaDual Mode : 0.4MPa

SV200%

SV100%

SV3%

SWFO BNR Stop

SWSW

LSE

SUB

Flow/Press.Select

SW

SW

SW

3 BNR Run

HMS

SW2 BNR Run

SW

SW

SW

MUL

HSE

FO Press. To FO Flow

Out

In

Gas Flow To FO Flow

Out

In

PI

FO Boost UpFrom BMS

FO C/V SetFrom BMS

Boile

r Lo

adFr

om M

aste

r Lo

op(2

)

FO M

ax. F

low

From

Tot

al F

uel F

low

FO E

xtin

guis

h Se

q.Fr

om B

MS

Burner Limit

OR

PI

SV7.7%

0.23Mpa

FO C/V Fix Position

SV0%

SV**%

RecirculationPosition

SV**%

Ignition Position

IgnitionPosition

SV0%

SWFO Shut Off V/V Close

MAN

EM-M

Fuel OilControl ValveAS I/P

220B

IAS

BGBA/M

A/M



5) Gas Flow Control (Gas Flow) Field

Field

PLC

TX Gas Temp.-50 - 200 deg.CPt100

238B

Gas Flow Transmitter0-4100 kg/h

(0-10 kPa)4-20 mA

249B

IS

DPX

ISohm/I

PX Gas Press.0 - 150 kPa4-20 mA

230B

IS

Designed at 30 deg.C

Out

In

Out

In

Out

In

MUL

MUL

MUL SV***

SV0%

SWAll Gas Burner Stop

LAG

Gas FlowTo Gas Flow Control

Gas Flow(Based on Boiler Load)To F.O Flow, Gas Flow,

Air Flow Control (Set Point)& Total Fuel Flow

6) Gas Flow Control Field

Field

PLC

SW

SUB

SW

Boile

r Lo

adFr

om M

aste

r Lo

op (

2)

FO Flow(Based on Boiler Load)From FO Flow Control

FO Manual

SW

MIN

HSE

PI

PI

SV**%

SV3%

MinimumFO Flow

Gas FlowFrom Gas Flow Control

Gas C/V PositionTo Dump Control & IAS

Burner Increase Seq.From BMS

Gas FlowFrom Gas Flow Control

Gas Max. FlowFrom Total Fuel Flow

SV***%

MinimumGas Flow*** kg/h

SW

SV**%

SV0%

HMS

SW

SV0%

OR

Boiler Gas V/V CloseFrom BMS

Gas IgnitionFrom BMS

SV0%

***kg/h

MAN

EM-M

Gas FlowControl ValveAS I/P

208B

IAS

BGBA/M

A/M



7) Atomising Press Control Field

Field

PLC

PI

SFTFO Temp Bypass Mode

MAN

EM-M

Atomising Press.Control ValveAS I/P

226B

IAS

BGBA/M

A/M

Atomizing Press.0-2 MPa4-20 mA

242B

PX

LAGSV

40%

8bar

SV25%

0.5MPa

8) Feed Water Control Field

Field

PLC

Drum Water Level-300 - +300 mm

4-20 mA

166B

DPXSteam Flow

0-50kPa0-70 t/hr4-20 mA

(Sqr. Root)

167B-1

DPXSteam Flow

0-50kPa0-70 t/hr4-20 mA

(Sqr. Root)

167B-2

DPXFeed Water Flow

0-50kPa0-70 t/hr4-20 mA

(Sqr. Root)

30B

DPX

LAG LAG

LAG

HSE

ADD

PI

PI

ASP

LMS

OR

SWVariable Mode Select(Small LDC Monitor on BCP)

Out

In

Out

In

Steam FlowTo Air Flow (Set Point)& Steam Temp. Control

Initial 50%0 mm

SP/PV

DWL SP

IAS BGB

SP/PV

DWL SP

MAN

EM-M

Feed WaterControl ValveAS I/P

26B

79B

IAS

BGBA/M

A/M

SV3.5%

2.5 t/hr

LMS

AND

NOT

SV18%

15bar

SH S

TM P

ress

.Fr

om M

aste

r Lo

op

Burn

er R

unFr

om B

MS

Auto

Run

From

Mas

ter

Loop

Hot Start Valve

BMS Logic



9) Air Flow Control (Set Point) Field

Field

PLC

O2 Meter0-25%4-20 mA

3 BNR Run

3 BNR Run

167B-2O2

LAG

SW

ADD

2 BNR Run

Total BNR of Burning

SW

ADD

BaseBNR Run

SW

DIV

ADD

MAX

3 BNR Run

SW

ADD

2 BNR Run

Total BNR of Burning

SW

ADD

BaseBNR Run

SW

DIV

ADD

MAX

MUL

LEAD

MUL

MUL

MUL

ADD

O2 TrimFactor

Manual AdjusterFactor

Feed Forward

Excess AirRatio Factor

Correction for Number ofBurner Running

BNR Load Out

Out

In

Out

In

InAir Flow SP

To Air Flow Control

Boile

r Lo

adFr

om M

aste

r Lo

op(S

)

SW

PI

LLM

HLM

SW

Estimated O2Contents

Initial 100%

AND

SW

ASP

HMS

O2 Trim SelectFrom Monitor

2 Burner RunFrom BMS

3 Burner RunFrom BMS

Steam FlowFrom FD W. Control

Gas Flow(Based on Boiler Load)From Gas Flow Control


SV100%

SV100%

SV103%

SV105%

SV70%

IAS

BGB

FO/Air Ratio Adjuster

10) Air Flow Control Field

Field

PLC

Burner Draft Loss0-5kPa

4-20 mA

247B

DPX

LAG

Burner DraftTo Master Loop(2)

Control SignalFrom Other Boiler

Burner Inc./Dec. Seq.From BMS

Air Flow SPFrom Air Flow Control (Set Point)

PI

MUL

SFT

SW

RELAY

SV*** SV

***SV***

SW

Out

In

OR

Ignition PositionFrom BMS

Purge PositionFrom BMS

MAN

EM-M

No.1Boiler

St-by FanMode

No.1 BoilerAir Flow ControlDrive

AS I/P

248B

IAS

BGBA/M

A/M

RELAY

No.1Boiler

St-by FanMode

St-by Fan Air Flow Control Drive

ASI/P

248B



11) Fuel Oil Discharge Press Control Field

Field

PLC

FO Pump Discharge Press.0-4 MPa4-20 mA

200B

PX

LAG

From Other PLCPI Output

From Other PLCPI SP

FO Press.From Other BLR

FO Press.From FO Flow Control

PI Slave PLC

SV***

SWAll Pumps Stop

To Other PLCPI SP

SW

HSE

Slave PLC

Out

In

MAN

RELAY

IAS

BGBA/M

A/M

Slave PLC

OutputFrom Other BLR

OutputFrom Other BLR

To Other PLCPI Output

FO PumpDischarge

Press.AS I/P

215B

12) Steam Temperature Control Field

Field

PLC

mV/I

HSE

SH Steam Temp.0-600 deg.C(CA)

Adjusted Input Range300-600 deg.C

129B

mV/I

SH Steam Temp.0-600 deg.C(CA)

Adjusted Input Range300-600 deg.C

129B

LAG

PI

ADDADD

HSE

ASP

Initial515 deg.C

85.8%

Out

In

Out

In

Steam FlowFrom FD W. Control

No.3 BNR StartFrom BMS

Out

In

Steam FlowFrom Total Fuel Flow

SV0%

SV10%

SW

MAN

EM-M

IAS

BGBA/M

A/M

SH Steam Temp.Control ValveAS I/P

130B

IAS

BGB



13) Purge Steam Press Control Field

Field

PLC

Pargesteam Press.0-1.5 MPa4-20 mA

362B

PX

LAG

PI

SV33%

5bar

MAN

EM-M

IAS

BGBA/M

A/M

Purge Steam Press.Control Valve

AS I/P

399B

14) Total Fuel Flow Field

Field

PLC

ADD

FO Flow(Based on Boiler Load)

To Other Boiler

Gas Flow(Based on Boiler Load)

From Other Boiler

ADD


ADD

Gas Flow(Based on Boiler Load)From Gas Flow Control

SUB SUB

SV100%

SW3 BNR Run

SV33%

SV66%

SW2 BNR Run

FO M

ax. F

low

To F

O F

low

Con

trol

Gas

Max

. Flo

wTo

Gas

Flo

w C

ontr

ol

Tota

l Fue

l Flo

wTo

Mas

ter

Loop

(2)

&St

eam

Tem

p. C

ontr

ol

Tota

l Gas

Flo

wTo

Dum

p Co

ntro

l


Part 5 Main Turbine Remote Control System

Part 5 : Main Turbine Remote Control System 5.1 Main Turbine Remote Control Specification ....................................5 - 2 5.2 Control Function ...............................................................................5 - 4 5.3 Transfter of Control Location ..........................................................5 - 4 5.4 Telegraph...........................................................................................5 - 8 5.5 Function and Interlock ......................................................................5 - 9

5.5.1 Program Control .........................................................................5 - 9 5.5.2 Auto Slow Down and Preventing Alarm.....................................5 - 9 5.5.3 Auto Spinning ...........................................................................5 - 10

Illustration

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

Part 5 Main Turbine Remote Control System


5 - 1 Part 5 Main Turbine Remote Control System

Illustration 5.1a System Block Diagram (Control Loop)

PORT Wing

W/H ControlLever

To Micro-Computer

SignalComputer

MimicBoard

D/I

AC Source

A/IB

B

B

A

AC

C

DD

AHD Valve Pos.Indicator

STBD Wing

AHD

AST

Stop

ECR ControlLever

To Micro-Computer

AHD

AST

Stop

AST Valve Pos.Indicator

MicroComputer

D/O

D/OSolidStateSwitch

GovernorMotor

GovernorMotor

FrictionClutch

FrictionClutch

Potentio Meter

Potentio Meter

Potentio Meter

Electric Positioner

Electric Positioner

Potentio Meter

ValvePositionTransfer

Turbine

AHDValve

ASTValve

SignalConvertor

SignalConvertor

SignalConvertor

Hyd.Device

Hyd.Device

RPMSignal

Detector

PressureTransmitter

Fitted toSproket of

Main Turbine

Proximity

Main Steam Press.

Auto Slow Down

Shaft Rev. Stop Signal(Also Used for Auto Spinning)

RPMSignal

No.1Detector

No.2Detector

SignalConvertor

Signal (D)

Propeller Revolution Steam Pressure

(Y)10

AHD

AST100 (rpm)

100 (rpm)

Signal (D)(Y)6

1

0 60 kg/cm

Governor Lift

Signal (B)(mA)20

4

-2 40 (mm)

Control Lever Output

Signal (A)

-2 AHDAST

Valve Position

Signal (C)(mA)20

(Y)5

4

0 100 (%) -10



Part 5 : Main Turbine Remote Control System 5.1 Main Turbine Remote Control Specification 1. General The remote control system is provided automatic revolution control of the main propulsion turbine, and in general the controls are carried out with remote control levers and/or push buttons fitted on navigation console and engine control console, etc. The control system is of the electro hydraulic type, the control circuit and signal transmitters consist of electric and electronics equipment. The actuators such as nozzle valves and a manoeuvring valve consist of hydraulic servo equipment. The proposed remote control system is applied to MHI’s type MS turbine engine 2. Components The main turbine remote control system consists of the following.

1) Turbine remote control panel : one(1) set

(1) Computer system : DIASYS-Netmation : two(2) sets (2) Power supply unit for computer : two (2) sets (3) Mimic unit : one(1) set TFT colored touch panel computer display. This is attached on the

surface of MTRCP(Main Turbine Remote Control Panel). System state surveillance, and a setting value check and change can be performed.

(4) Control board : one(1) set (5) Safety board : one(1) set. State detection of the sensor for trip and state detection of trip by-

pass switch are performed. Trip signal will be outputted if it is required.

(6) Breaker unit : one(1) set (7) Power supply unit : one(1) set

2) Telegraph Transmitter with Cable(W/H) : one(1) set

Fitted in W/H. Lever type with four(4) cables.

3) Telegraph receiver (ECR & M/S) : two(2) set Fitted in ECR(Lever type with terminal) and on Emergency gauge board in M/S.

4) Telegraph repeater(Over Head Type) : one(1) set

Fitted at W/H ceiling.

5) Telegraph logger : One(1) set

Fitted in W/H console

6) Sound speaker : One (1) set

Installed in ECR console.

7) Telegraph gong : one(1) set

Fitted in machine side

8) Electric positioner : two(2) sets

For AHD valve and AST valve with following components

(1) Governor motor : One (1) set (2) Reduction gear : One (1) set (3) Potention meter : One (1) set (4) Micro switch : Four (4) sets

9) Valve position transmitter : two(2) sets

For AHD valve and AST valve. (1) Potension meter : one(1) set

(2) Micro switch : four(4) sets 10) Emergency gauge Board : one(1) set

Fitted in machine side

11) Max. speed setter : one(1) set

Fitted on ECR console..

12) Wing control lever : two(2) sets. Fitted on STBD wing and PORT wing console.

13) Transformer for telegraph power : one(1) set

Fitted in W/H console.

14) Proximity switch : one(1) set

For detecting Main shaft rotation.



Illustrator 5.2a Main Turbine Remote Control System Diagram

TachoGeneratorTG

CH07

CH08

CH09

CH10

Turbine

PropellerAsternManeuvring

Valve

PT

Potentio Meter

GOVMTR

GOVMTR

GovernorMotor

PT

GovernorMotor

Potentio Meter

AheadNozzle Valve

Solid StateRealy

CH13

(Ahead)

(Astern)

CH12

CH11

PI

PI

(AHEAD)

(ASTERN)

PV2

PV2

PIController

PIController

CH06

CH04

CH05

CH03

CH01

CH02

FunctionGenerator

FunctionGenerator

FG1 SV1

SV2

FG2

Gov.Lift

RPM

V/Gov.Lift

V/Gov.Lift

FG1

FG2

V/RPM

V/RPM

W/HControl Lever

ECRControl Lever

PotentioMeter

PotentioMeter

Auto PowerReduction

Over SpeedSetter

AS

SVGenerator

SVGenerator

SV2

SV1

Signal A Signal B Signal C

(V)

AHDAST

10040 (mm)-2

4

20(mA)

AST AHD0

FunctionGenerator

FunctionGenerator

FG1

V/Gov.Lift

SV1

Gov.Lift

SVGenerator

SVGenerator

SV2

SV1

AS

AS

V/RPM

FG1

FG2

FG2

V/RPM

V/Gov.Lift

SV2

RPM

PIController

PIController

PI

PI

PV1

PV1

PV1

PV1

PV2

PV2

MVH

MVS

ASR

ASL

ASE

ElectricalPositioningController

(Ahead)



(Astern)


AHR

AHL

AHE

MVS

MVH

AHR

AHL

AHE

ASR

ASL

ASE

100

CH16

CH15A

A

Solid StateRealy



5.2 Control Function 1. General The main turbine is controlled to Ahead, Astern, Start and Stop according to the predetermined time schedule by operating the control lever which is fitted on the navigation console in W/H, and the engine control console in ECR, and the both WING control panel. In maneuvring zone of the turbine revolution, the remote control system is in revolution control(RPM control) mode which has PI(Proportional integral) control function with high speed response and high accuracy In NAV.FULL zone of the turbine revolution, the remote control system is in valve position control mode with program(Time schedule) control. After the main turbine stops, the main shaft automatically changes to auto spinning mode. If the control function by the control lever failed, the operator can control the valve position directly by PB control switch on the engine control console in ECR for back up facilities. 2. Control The remote control system provides lever control mode and PB control mode. In case of the PB control mode, the governor motor is controlled directly by operating the PB control with watching the valve lift indicator and the revolution indicator. In case of the lever control mode, it provides revolution control function and valve position control function. In maneuvring zone, the system is controlled by the revolution control function with the valve position control function as minor control loop. In NAV.FULL zone, the system is controlled by only the valve position control function. The Illustrator 5.2a shows the system control diagram. The control lever consists of position meter which generates the set value(signal A)and limit switches which discriminate the direction of lever operation. The feedback signals consist of governor lift signal(Signal B) and shaft revolution signal (Signal C). The governor lift signal is generated in electric positioner consists of potentio meter and micro switches. The revolution signal of main shaft is generated for the revolution control function in maneuvring zone.

All control functions and interlock functions are performed by micro computer system, and these functions are connected with each other in the micro computer system. 5.3 Transfer of Control location

1) Change over the control location Change of the control location is as follows.

(1) : Lamp On : Lamp Flashing - : No operation

(2) The buzzer an gong sounds while a lamp is flickering.

(3) Change the control location after the matching action of W/H and

ECR control lever

Ind. Lamp

M/S C.O.S Position

ECR Location

P.B

W/H ACK. P.B

M/S ECR W/H

Control Position Remark

M/S - - O M/S

M/S

REMOTE

- - O M/S

M/S

ECR

REMOTE ECR P.B ON - O ECR

REMOTE W/H P.B ON - O ECR

ECR

W/H REMOTE - ACK.ON O W/H

REMOTE ECR P.B ON O ECR

W/H

ECR REMOTE - ACK. ON O ECR

REMOTE M/S P.B ON - O M/S

M/S

ECR

REMOTE

M/S

- - O M/S



2) When the W/H staff requires to take over the control and engine conditions are as follows.

3) When the bridge staff requires to be controlled by the ECR staff.

.

W/H staff orders by Telephone or interphone.

The ECR staff recognizes the coincidence of lighting “A” and pointer “B” confirm matching lamp ”ON”.

The ECR staff transfers the control location from W/H to ECR

The propeller rpm can be directly Controlled by ECR telegraph lever.

“ECR” indicating lamp is lighting and “W/H control” indicating lamp is flickering

and the buzzer and gong sound.

W/H staff acknowledges and transfers the control location from W/H

to ECR staff by pushing the control location acknowledge push button.

“ECR” indicating lamp is lighting and “W/H control” indicating lamp is off

: Operation by the bridge staff.

: Operation by the ECR staff.

W/H staff orders by telephone or interphone

The ECR staff recognizes the coincidence of lighting “A” and pointer “B” confirm

matching lamp ”ON”.

The ECR staff transfers the control location from ECR to W/H.

“A”

The propeller rpm can not be controlled yet by W/H control lever.

“W/H CONTROL” indicating lamp flickers and the buzzer and gong sound.

The W/H staff acknowledges and transfers the control location from ECR to W/H staff

by pushing the control location acknowledge push button.

“W/H CONTROL” indicating lamp is continuously lighting.

Propeller rpm can be controlled directly by W/H control lever.

: Operation by the bridge staff.

: Operation by the ECR staff.

“B”



4) Wing Control Selection

Change of mode the control position is as follows.

W/H PORT WING

PORT WING W/H

SELECTION ACK. SELECTION ACK.

W/H PUSH BUTTON

PORT

PORT

CENTER

CENTER

PORT WING ACKNOWDGE

ACK

ACK

ACK

ACK

PORT WING IND. LAMP O TIMER 2SEC X

CENTER IND. LAMP O X O O STBD WING IND. LAMP X X X X

W/H LAMP FOR CONTROL LOCATION

W/H

CCR LAMP FOR CONTROL LOCATION

W/H

ECR LAMP FOR CONTROL LOCATION

W/H

M/S LAMP FOR CONTROL LOCATION

W/H

: STBD WING to be same as PORT WING.

Note Wing control to be available only when W/H is selected as the control location in the remote control system.



Illustrator 5.4a Telegraph System Block Diagram

FE

SB

RU

FE

SB

RU

FE

SB

RU

BUZZER

PORT WING

STBD WING

CONTROLPANEL

WING

BUZZERCONTROL

PANEL

WING

TURBINE REMOTECONTROL PANEL

CLOCK

BUZZER

TELEGRAPHLOGGER

TELEGRAPHREPEATER

SOUNDSPEAKER

PUSHBUTTON

MAIN TELEGRAPHWITH LEVER

SUBTELEGRAPH

ELECTRICGONG

TELEGRAPH TRANSMITTER WITH W/H WHEEL HOUSE

(NAVIGATION CONSOLE)

ECR

MACHINE SIDE

(ENGINE CONTROL ROOM)

GONG STOP


SUBTELEGRAPH

TELEGRAPH RECEIVER WITH ECR

TELEGRAPH RECEIVER

TELEGRAPHRELAY UNIT

W/H MTRPRELAY UNIT

MICROCOMPUTER

MICROCOMPUTER

ACK


SUBTELEGRAPH

MICROCOMPUTER



5.4 Telegraph 1. Main telegraph In case of W/H control mode, the main engine is controlled by the control lever in the navigation console, and the telegraph order is indicated on the control lever on the ECR engine control console. When changing the telegraph order by operating the control lever on the W/H console. The gongs of the machine side and buzzers on the W/H and ECR sound for 2 seconds for attention. In case of ECR control mode, the telegraph order from W/H is indicated on the control lever on the ECR and the gongs sound until the control lever on the ECR coincides with the order from the W/H. Telegraph receivers are fitted on emergency gauge board at the machine side. The telegraph receiver indicates the telegraph order and provides reply function. 2. Sub telegraph The order of “FINSHED WITH ENGINE”, “STAND-BY”, “RUNG-UP” are send by operating push button switches “SUB TELEGRAPH” on the W/H and ECR console. When changing the order from the W/H, the indicator of each sub telegraph flickers and each buzzer and gong sound until the answer is given in ECR. For M/S, the indicator with the above three orders is provided. In order of “STAND-BY”, the buzzers and gong are stopped with the indicators still flickering by pressing push button “S/B GONG STOP” of ECR, and after finishing the actual plant stand-by operation, the reply pushing of “STAND-BY” is done, then the indicators become steady and the buzzers and gongs sound for 2 seconds. 3. Telegraph logger The telegraph logger prints message of the telegraph order and replay with each event time and integral RPM in event stop order with shaft revolution below 5 RPM. 4. Telegraph order indicators in wheel house The telegraph order indicators are provided for indicating the telegraph order in the W/H ceiling. In case of W/H control mode, when changing the telegraph order, the indicators flicker for 2 seconds. In case of ECR control mode, when the telegraph order is changed from the W/H, the indicators flicker until the control lever of the ECR is operated to new

order. After matching the operation of each control lever, the indicators go steady.



5.5 Function and Interlock 5.5.1 Program Control The acceleration is controlled by the tie schedule function to limit thermal stress of turbine.. 1. AHD control

2. AST control ------ : The characteristic on “by-pass” notch of program control by-

pass switch on the W/H, ECR control * : Adjustable 5.5.2 Auto Slow Down and Prewarning Alarms During lever control, the function of automatic slow down operates to limit the operation range of the valve position to protect the plant as shown below. Cause signals are transmitted to IAS individually. Pre-warning alarm is indicated on operating panel of W/H and ECR, IAS

No. Condition Function No

Pre-warning alarm.

1 Main Steam Press. Low 1 O 2 Boiler Drum High Level. 2 O 3 Boiler Drum Low Level 2 O 4 Main Steam High Temp. 3 O 5 Main Condenser Low Vacuum. 3 O 6 S/T BRG High Temp. 3 O 7 Main Condenser Level High 3 O 8 One Boiler Trip 3 O

1. Function No. 1

Note When main steam press goes down below Z point, pre-warning alarm is issued unit Y point. When main steam press goes down below Y point, ACT alarm is issued, but valve lift can be opened 100% Then, if main steam press goes down until X point, valve lift will become 0% 2. Function No.2

Note Pre-warning and individual cause alarm at the above setting shall be initiated as follows.

- 7 sec later from cause. - 5 sec prior to slow down starts.

NORMAL ABNORMAL DRUM LEVEL Timer Count 7sec 5sec PRE-WARNING ALARM(5sec)and Individual alarm indicated (CH86)

SLOW DOWN ACT Confirm time(X)

NORMAL

X VALVE LIFT

100%

0%DRUM LEVEL

Drum level

ACCELERATION ACCORDINGTO THE PROGRAM SCHEDULE FUNCTION

X Y

HIGHLEVEL

Confirmation time (X) : set point No.87(Adjustable) set : 12sec

Decelerating time(Y) : set point No.88(Adjustable) set : 46sec

STEAM PRESS

VALVE LIFT LEVER POSITION 100% (VALVE LIFT)

STEAM PRESSURE ACCELERATION ACCORDING TO

THE PROGRAM CONTROL FUNCTION

MPa

5.2

4.8 0%

VALVE LIFT

AHD

AST

100%

100%

0 STEAM PRESSURE

X Y

0~3.9 4.2~4.9 4.9~5.0 8.0 MPa

FULL OPEN

CLOSE

A

B

* * 30 ~ 60 SEC

60 ~ 120 MIN

20 SEC

X, Y is decided In accordance

with turbine Performance

X:SET POINT NO.82 (adjustable)Y:SET POINT NO.83 (adjustable)

A : about X rpm lift

B : about Y rpm lift

FULL OPEN

CLOSE

30 ~ 60 SEC

20 SEC

C : about X rpm lift

D : about Y rpm lift

X, Y is decided In accordance

with turbine Performance

60 ~ 120 MIN

* *

C

D

Z:SET POINT NO.81 (adjustable)Z

PRE-WARNIG TIME : set point No.86 (Adjustable) set : 5sec



3. Function No.3 In the event of the abnormal condition in the category of Function No.3 when the telegraph lever position or the valve position is in NAV. FULL zone, the AHD valve is limited lower of NAV. FULL zone position automatically, and this function is reset by operating the control lever under “AHEAD FULL UPPER” position.

For example

Note *1 : After cause signal appears, the PRE-WARNING time before ACT can be set up with CH285(Initial setting is 5sec) *2 : After cause signal appears, the CONFIRMATION time to ACT can be set up with CH286~293 for each of cause signals. (Initial setting is 5sec) Above (1) ~ (3) functions are cancelled by changing the auto slowdown “by-pass” switch on the navigation console in ECR and W/H.

5.5.3 Auto Spinning The turbine rotor is automatically rotated to ahead or astern direction alternately after 20seconds of turbine stop to prevent the turbine rotor bending. The auto spinning function is effected in the following conditions.

(1) “Auto spinning by-pass” switch is “NOR” notch. (2) On lever control mode. (3) the control lever is in stop position. (4) the main shaft is in stop condition.(0rpm) (5) Turning gear disengaged.

Illustration 5.5.3a Auto Spinning

ALARM

OR

OR

TIMER XX

(1-3 SEC)

AHD GOV MTRRAISE SIGNALLOCK

AHD VALVE OPENCONDITION MORETHAN 30 SEC. XX

ALARM

M/T RPM

ALARM

ALARM

ALARM

L

15 SEC

TURNING GEARNOT DISENGAGE

M/T RPM

SPROKET RPM

AUTO SPIN LAMP ON

REPEAT SAME SEQUENCE

USED FOR GOVERNORMOTOR INCHINGRAISE DRIVE TIMEAND PAUSE TIMETO BE SETTED

( )

AND

TIMER XX

(2 MIN)

AHD GOV MTRRAISE ON

RPM CONTROL LOCK

AHD NOZZLEVALVE OPENLIMIT SW ON

TURBINESTEAM ON

AND

XALARM

MAIN SHAFTROTATED(ABOUT 1/10 RPM)

AHD GOVE MTRLOWER SIGNALON

AHD VALVESHUT

PROPELLERSPEED DOWN

MAIN SHUT STOPS(LESS THAN 1/10 RPM)

MAIN SHUT STOPS(LESS THAN 1/10 RPM)

PROPELLER REV. XXMORE THAN 10 RPM

MAIN SHAFTROTATED(ABOUT 1/10 RPM)

TURBINESTEAM ON

INTERRUPTINGSIGNAL

PROPELLER REV. XXMORE THAN 10 RPM

TIMER XX

(2 MIN)

TIMER XX ( 1-3 SEC )

TIMER XX

(3 MIN)

AND AUTO SPINNINGSIGNAL ON

AST GOV MTRRAISE SIGNALLOCK

AST VALVE OPENCONDITION MORETHAN 30 SEC. XX

AST GOV MTR.RAISE SIGNALON

AST GOV MTR.SOWER SIGNALON

AST VALVESTOP

AST MANEUV.VALVE OPENLIMIT SW ON

AHEAD

ASTERN

ABOUT0 RPM

MAIN SHAFT ROTATIONDETECTOR OPERATING POINT(1/10 RPM)

SHUT THE AHD VALVECONTINAUALLY PROPELLER RPM

ABOUT0 RPM

START TO OPENAST VALVE

AST VALVEOPENING DEGREE

OPEN THE VALVEINTERMITTENTLY

XX : ADJUSTABLE

MAIN SHAFT ROTATIONDETECTOR OPENING POINT(1/10 RPM)

3-4 RPMSHUT THE AST VALVECONTINUALLY

PROPELLER RPM

TIME1/10 RPM

1/10 RPM

AUTO SPINNINGSIGNAL ON

OPEN THE VALVEINTERMITTENTLY

15SEC 15SEC

START TO OPENAHD VALVE

AHD VALVE OPENINGDEGREE

3-4 RPM

LEVER CONTROL

CONTROL LEVERSTOP POSITION

AUTO SPINNINGSW ON

MAIN SHAFT STOPS(LESS THAN 1/10 RPM)

TIMER3 MIN

SHAFT STOPALARM

TIMER(15 SEC)

MAIN

CONDENSER

LOW VACUUM

AHD VALVE

POSITION 100%

FULL UPPER

Low vacuum condition

Time

*1 : Pre-warning Time (Adjustable) *2 : Confirmation Time

Time


Part 6 Description of Critical Operation

Part 6 : Description of Critical Operation 6.1 Flooding in the Engine Room ........................................................... 6 - 1

6.2 Main Boiler Emergency Operation ................................................... 6 - 2

6.2.1 One-Boiler Operation ............................................................. 6 - 2

6.2.2 Operation of Stand by FDF..................................................... 6 - 4

6.2.3 Emergency Operationl ............................................................ 6 - 6

6.3 H.P. and L.P. Turbine Solo Running Operation................................. 6 - 8

6.4 Restore Engine Room Plant from Dead Ship Condition ................... 6 - 9

Illustrations

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

Part 6 Description of Critical Operation


6 - 1 Part 6 Description of Critical Operation

Part 6 : Description of Critical Operation 6.1 Flooding in the Engine Room 1. General Under normal circumstances, the engine room bilges are pumped to the bilge holding tank using the E/R bilge pump. The pump is started and stopped, and the suction valves opened and closed, by level switches in the port and starboard midship bilge wells. The bilge holding tank is pumped through the bilge water separator with the water being discharged overboard and any oil separated out by the bilge water separator being discharged to the oily bilge tank. If, however, the level in the bilge well being pumped has not been lowered to the pump stop level after the pump has started, and after a preset (adjustable) time, an alarm is given on the central alarm system.

NOTE Flooding in the engine room may be due to collision, running aground, corrosion of water pipes, broken rubber expansion bellows, etc. and the immediate action will depend upon the nature and severity of the flooding.

The first priority in any case of flooding must be to control the rise in water level, either by controlling the inflow or pumping the water out. Pipework damage can be relatively easily controlled by isolating sections, whereas hull damage is not so easily checked. Isolating sections of pipework will of necessity involve shutting down items of plant served by that section of pipework. To help avoid this, a fibre rope wrapped around a sea water pipe is often effective in reducing the flow and also acts to reinforce the pipe. If the flow can be effectively reduced, use the large diameter bent welding rods with the flux removed. If the main circulating system is damaged and cannot be repaired in service, the main engine and turbine generators will have to be shut down and the boilers secured until repairs have been effected. If the sea water service system is damaged and cannot be repaired in service, all engine room services will have to be shut down and the emergency diesel generator started. If plastic steel or other proprietary compound is used to repair a section of pipe, follow the manufacturer’s instructions, and allow at least 24 hours after application for the compound to dry before pressurising the pipe.

Illustration 6.1a Floodable time, control position and method for valve operation

NO

Start E/R bilge pump, taking suctionfrom its bilge main and any of the associatedbilge wells, and ensure that it is pumping.If it does not pump immediately, investigatein particular that no additional suction valves areopen.

The inflow of water is exeedingthe capacity of the reciprocatingbilge pump.

Summon assistance usingthe engineer's call bell.

Procedure

YES

Is E/R bilge pump pumping ?

NO

Check reason why E/R bilgepump is not pumping.Check the position of all valves,particularly that extra suctionvalves are not open.

YES

LEVEL STILL RISING

Is E/R bilge pump running ?

LEVEL NOT RISING

Find and isolate the sourceof ingress of water.Restrict the rate of entry byany means available, such asshoring, bandaging, caulking,if the source of water cannotbe isolated by valves.

LEVEL STILL RISING

Start bilge pump, takingsuction from the direct bilgesuction & dischargingdirectly overboard.

LEVEL NOT RISING

Find and isolate the source ofingress of water.Restrict the rate of entry by anymeans available, such asshoring, bandaging, caulking,if the source of water cannot beisolated by valves.

LEVEL NOT RISING

LEVEL STILL RISING

Advise Bridge for further action.

Find and isolate the source ofingress of water.Restrict the rate of entry by anymeans available, such as shoring,bandaging, caulking, if the sourceof water cannot be isolated byvalves.

Advise bridge.Stop the main engine and secureit aganist the ingress of water.Isolate equipment from the mainswitchboard before the equipmentis flooded.Before the sea water pumps areflooded, it will be necessary to shutdown the boilers, stop the turbineGenerators, and start theemergency diesel.Secure the boilers against theingress of water. Secure the mainFeed pumps, turbine generatorsand diesel generator against theingress of water

Start No.1 Main Cool.S.W pump forDischarging from emergency bilgesuction.



6.2 Main Boiler Emergency Operation 6.2.1 One-Boiler Operation When it becomes necessary to run the ship with one boiler in operation due to an unexpected problem, operate the boiler paying attention to the following points. 1. Allowable Maximum Continuous Evaporation for One-boiler Operation

Allowable maximum continuous evaporation is 68 ton/h. Whether the maximum continuous evaporation is reached or not should be judged by the burner oil pressure or ACC oil flow meter. At the maximum continuous evaporation, oil pressure 1.7 MPa and oil flow is about 5,021kg/h with three burners in use

2. Instructions for One-Boiler Operation at Maximum Evaporation

1) Pay attention to the condition of combustion and adjust air flow

properly. The fan is operating near the maximum load, so take care that black smoke is not emitted during load changes.

2) Make boiler load changes as slowly as possible. 3) When cleaning burner tips, reduce boiler load beforehand. When only

one burner is in service, the maximum evaporation of the boiler is 25 t/h, so reduce the boiler load below this before cleaning burner tips. If the boiler load is not reduced, steam pressure decreases.

4) Pay attention to steam temperature rise. Reduce the boiler load if steam

temperature is 515°C or higher with STC control valve fully opened.

3. Instructions for Boiler out of Operation

1) Completely isolate the boiler out of operation from the boiler in operation. Particularly when making repairs, check main steam stop valve, feed water valve, ACC steam pressure detecting root valve, auxiliary steam desuperheated steam outlet valve, drain valve, chemical dosing valve and other lines which are connected to the other boiler.

2) When the boiler is shut down for a long time, it should be preserved by

the wet lay-up method.



Illustration 6.2.2a Operation of Stand by FDF

No.2Main Boiler

No.3 Feed Draft Fan

No.2 Feed Draft Fan

Eco

nom

izer

S.A

.H

S.A

.H

Eco

nom

izer

No.1 Feed Draft Fan

No.1Main Boiler



6.2.2 Operation of Stand by FDF 1. Introduction

When a fan cannot be used for some reason, it is necessary to fire two boilers with stand-by fan. If one of the fans fails for some reason, the boiler on the same ship side is shut down by the fuel oil emergency shut-off equipment. On the other hand, the boiler in normal operation receives ACC signals to take over the load of the boiler which was shut down, so if the fan failure alarm sounds, the load on the main engine should be reduced immediately. If stand-by fan operation is found necessary as the result of an investigation of the cause, operation should be made in accordance with the following procedure.

1) Close the outlet damper of the fan which failed. 2) Open the common duct damper of failed boiler side. Operate stand-by

F.D. fan. The fuel oil emergency shut-off valve for the shut-down boiler is now ready to open.

3) Select stand-by fan mode. 4) Switch ACC from auto to manual. Fuel oil auto/manual switch and fan

auto/manual switch should be put in manual mode for both No.1 and No.2 boilers.

5) Perform furnace purge of the shut-down boiler. Open the air slide of the

base burner, put the burner wind box air pressure at about 20 mmAq and purge for at least 5 minutes. Pay attention to air flow adjustment so that the boiler in normal operation is not shout of air.

6) Fully open the boiler starting valve. 7) Open the fuel oil emergency shut-off valve. 8) Light off the boiler which is shut down. After lighting off, adjust oil

pressure to about 0.4MPa and raise steam pressure at the same combustion rate until the pressure reaches the same pressure as the other boiler. Take care so that pressure raising rate is not higher than the pressure raising curve.

9) Start two-boiler operation. When the pressure of the boiler has reached

the same pressure as the other boiler, start two-boiler operation and close the superheater starting valve.

10) Put the fuel auto/manual switch in auto position for both boilers.

Switching should be made after boiler load has become steady.

11) Increase the main engine load gradually.

NOTE 1. The fan is operated near the maximum capacity and air pressure

s low, so draft loss is liable to occur. So increase the frequency of soot blowing for the main boiler and economizer to 3~4 times a day.

2. The steam outlet valve of the shut-down valve of the shut-down

boiler need not be operated at all. 3. Cleaning of burner tip. Change the burner to gas burner for each

boi ler and c lean i t . Shut down one burner at a t ime simultaneously for each boiler and after cleaning, light off one burner at a time simultaneously for each boiler. Note that if the number of burners in use is different between two boilers, air distribution becomes uneven, causing problems in air flow adjustment.



Illustration 6.2.3a Boiler Emergency Operation Panel

NO.2 BOILER

NO.1 BOILER

ABC EMERG CONTROL

BMS EMERG CONTROL

NO.R EMERG

37B

38B

NO.R BURNPURGE

IGNITER

NO.2 BURNER

OFF ON

F O SHUT V/V

CLOSE OPEN

F O V/V

CLOSE OPEN

F O V/V

CLOSE OPEN

F O V/V

CLOSE OPEN

IGNITER

OFF ON

IGNITER

OFF ON

45B

44B

43B

34B

EMERGENCY OPERATION

BASE BURNER

42B

41B

40B

NO.3 BURNER

48B

47B

46B

PURGE FINISH

ABC EMERG CONTROL

NO.R EMERG

BMS EMERG CONTROL

NO.R BURNPURGE

IGNITER

OFF ON

IGNITER

OFF ON

IGNITER

OFF ON

39B

37A

38A

NO.2 BURNER

45A

36A

43A

34A

EMERGENCY OPERATION

BASE BURNER

42A

40A

NO.3 BURNER

48A

46A

PURGE FINISH

39A

F O V/V

CLOSE OPEN

F O V/V

CLOSE OPEN

F O V/V

CLOSE OPEN

F O SHUT V/V

CLOSE OPEN

47A 41A 44A

36B



6.2.3 Emergency Operation 1. Loss of Water

1) In case the water level falls below the visible range of the water gauge

due to failure of the feed water supply or neglect of the operator, close the fuel supply valves of the burners-immediately.

2) When the feed water is nor operating for a long time, close the feed stop

valves and the main and auxiliary steam valves. Secure the burners and forced draft fan. Open the starting valve and gradually reduce the steam pressure.

3) Do not attempt to add water until the boiler is cooled down sufficiently so

that there is no likelihood of damage due to water coming in contact with overheated pressure parts.

2. Loss of Fire

1) Close burner valves immediately. 2) Reduce the burner air pressure. 3) Before relighting any burner, allow the furnace to clear of combustion

gases from any unburned oil. 4) Use a igniter to relight the burners. Do not attempt to light up from hot

brickwork. 3. Tube Failure

1) Shut off the fuel supply to the burners immediately. If the tube failure has resulted from low water in the boiler, close the feed stop valve & the main and auxiliary steam stop valves. No water should be fed to the boiler.

2) If the tube failure was not caused by low water, maintain the water in the

boiler at normal level is possible until the boiler has been cooled. Secure the main and the auxiliary steam valves. Open the starting valve of superheater outlet.

3) In either case keep the forced draft fan running and adjust the damper to

maintain sufficient air flow to carry the escaping steam out through the stack.

4) Do not blow down the boiler unless the casualty is such that it might

endanger the fire room personal. 5) After the pressure has decreased and the fires are cut, stop the boilers

and close all possible sources of air flow into the boiler furnace. Allow

the boiler to cool off slowly. 4. Failure of Forced Draft

1) Stop the fuel supply to the burners immediately. 2) Restart the fan and purge furnace of gases. Close all burner air registers. 3) Light up the burners one at a time, using a igniter. Do not attempt to

keep burners in service until the fan is being restarted as the economiser and air preheater will be badly fouled with soot in a short time and may result in a soot fire in them which can cause considerable damage.



Illustration 6.3a HP and LP Turbine Solo Running Operation

TO OPERATATE H.P TURBINE ALONE TO OPERATATE L.P TURBINE ALONE

Procedure for Fitting Emergency Exhaust Pipe(To Operate HP Turbine Alone)

1.Remove crossunder pipe and expansion joint.

2.Install blind flange on LP turbine steam inlet.

3.Remove blind flange on emergency exhaust inlet.

4.Install emergency exhaust pipe, orifice andexpansion joint in position as shown on the drawing.

EmergencyExhaustPipe

Blind FlangeOrifice

L.P TURBINE H.P TURBINE L.P TURBINE H.P TURBINE

Installation of Emergency Steam Pipe(To Operate LP Turbine Alone)

1.Remove crossunder pipe and expansion joint.2.Disconnet ahead stop valve leak-off steam pipes and

then remove press. gauge pipe and ahead stop valve3.Install stop vlave fixing device on ahead nozzle control

valve steam inlet flange.4.Install blind flange on HP turbine exhaust mouth.5.Install braket on the top of HP turbine exhaust chamber6.Install ahead stop valve in altered direction as indicated

on the drawing. then connect the leak-off steam connectionpipes and press. gause pipe

7.Install emergency steam pipe, ofifice and diffuser in positonas shown on drawing.

CrossunderPipe

ExpansionJoint

Stop valveFixing device

Blind Flange

Bracket

EmergencySteamPipe

Diffuser



6.3 H.P. and L.P. Turbine Solo Running Operation (Emergency Operation)

1. General

if either the high pressure or low pressure turbine becomes inoperative for some reason, the other turbine can be kept running after disconnecting the unavailable turbine and exchanging the inlet or cross-over piping to emergency piping. In emergency operation, special attention must be given to the emergency piping.

2. HP Turbine Solo Operation

1) If the LP turbine becomes inoperative, disconnect the coupling between the turbine and the first pinion by removing the reamer bolts from sleeve of LP turbine flexible coupling

2) Install the emergency operating pipe between HP turbine and LP turbine.

(Main condenser) as illustration 6.3a To Operate HP Turbine Alone 3) The astern guard valve will be closed manually.

CAUTION

The astern turbine can not be used.

4) The ahead stop valves will be opened manually and the turbine operation will be carried out by manipulating the ahead nozzle valve.

5) To operate only the HP turbine, use desuperheated steam as main steam. 6) During the HP turbine solo operation, turn the LP turbine 180° once

every six hours via the flexible-coupling flange to prevent the deflection of the LP turbine rotor.

7) During the HP turbine solo operation. Use the water spray in the L.P.

turbine exhaust chamber to prevent the overheat of exhaust casing. 8) H.P. turbine solo operation is to be limited to protect the reduction gear

teeth from overloading. The H.P. turbine output is limited by the amount of desuperheated steam available.

9) Keep the H.P. turbine exhaust chamber pressure below the normal

operating pressure level.

3. L.P. Turbine Solo Operation

1) If the H.P. turbine become inoperative, disconnect the coupling between H.P. turbine and the first pinion by removing the reamer bolts from the sleeve of turbine flexible coupling.

2) Disconnect and remove the pipings for warming-up system fitted around H.P. turbine and insert blank flanges

3) Install the emergency steam pipe between H.P. turbine chest and L.P.

turbine. In this propulsion unit, the ahead stop valve, which is normally installed at the H.P. turbine, has also function as blank flange to block steam flowing into H.P. turbine. As illustration 6.3a. To Operate LP Turbine Alone

4) The Insert blank flanges at the proper flanged connections in the

packing steam and leak-off steam piping to the H.P. turbine so that steam supply can be blocked.

5) Operate the ahead turbine by means of the ahead stop valve and operate

the astern turbine by manipulating the astern maneuvring valve ant the engine side.

6) L.P. turbine solo operation is to be limited to protect the reduction gear

teeth from overloading.(Equivalent power and rpm to 70% MCR revolution at ahead operation)

CAUTION

The chest pressure of the L.P. turbine should not exceed 0.3MPa

CAUTION All piping units for turbine warming-up system installed at HP turbine should be removed and proper blind flanges should be inserted in the emergency operation(For LP turbine solo operation only)

4. Manual Operation (In Case of Emergency) If the control mechanism of the ahead nozzle control valves and astern maneuvring valve becomes inoperative for reason such as lack of control oil pressure, these valves should be operated by means of emergency handwheels.



6.4 Restore Engine Room Plant from Dead Ship Condition

Start boiler forced draft fan.With all required vents and drains open, commence to flash the boiler.Ensure that the furnace is adequately purged prior to ignition.

(Note The boiler should be flashed up manually from the local station.)

If the boiler has been shut down for a long period, allow for low fuel pressure to enable heat and boiler pressure to rise slowly.Start engine room fans.

Start boiler forced draft fan.With all required vents and drains open, commence to flash the boiler.Ensure that the furnace is adequately purged prior to ignition.

(Note The boiler should be flashed up manually from the local station.)

If the boiler has been shut down for a long period, allow for low fuel pressure to enable heat and boiler pressure to rise slowly.Start engine room fans.

Open boiler stop valves to:The superheated steam system.The desuperheated steam system.The exhaust steam system.The LP heating steam systemStart-up valveEnsure all steam line drains are open.Open the valves to the heating coils of one FO settling tank, placing the coil drains to the contaminated drains system.

Open boiler stop valves to:The superheated steam system.The desuperheated steam system.The exhaust steam system.The LP heating steam systemStart-up valveEnsure all steam line drains are open.Open the valves to the heating coils of one FO settling tank, placing the coil drains to the contaminated drains system.

Fill The condensate system feed water drains tank, deaerator, LP feed heater and gland condenser.Fill The condensate system feed water drains tank, deaerator, LP feed heater and gland condenser.

Start FO service pump with a burner in a boiler, Supply diesel oil to the burner with atomising air.Start FO service pump with a burner in a boiler, Supply diesel oil to the burner with atomising air.

Shut drum vent when steam issues from it, at approximately 0.2MPa.Close superheater and desuperheater drain valves except superheater outlet valve and open main stop valve at approximately 0.25MPa.

Shut drum vent when steam issues from it, at approximately 0.2MPa.Close superheater and desuperheater drain valves except superheater outlet valve and open main stop valve at approximately 0.25MPa.

Shore Supply Available

Establish shore supply.

Shore Supply Available

Establish shore supply.

Dead Ship ConditionDead Ship Condition

Start the emergency generator, and supply emergency and main switchboards through the respective breakers.

Start the emergency generator, and supply emergency and main switchboards through the respective breakers.

Supply main and emergency lighting throughout the vessel.Supply main and emergency lighting throughout the vessel.

Put the fire detection system into operation.Put the fire detection system into operation.

Put the sea water service system into operation.Put the sea water service system into operation.

Put the fresh water cooling system into operation.DO supply Start Pre. LO pump.

Put the fresh water cooling system into operation.DO supply Start Pre. LO pump.

Start up the main diesel generator and shift electric load to the main diesel generator and stop emergency generator.

Start up the main diesel generator and shift electric load to the main diesel generator and stop emergency generator.

Put the instrument air system into operationPut the general service air system into operation.Put the DG starting air system into operation..

Put the instrument air system into operationPut the general service air system into operation.Put the DG starting air system into operation..

Fill a boiler to 100 mm above gauge bottom, using the drain pumps (or direct drop from deaerator).Fill a boiler to 100 mm above gauge bottom, using the drain pumps (or direct drop from deaerator). To Next Page



Start auxiliary sea water circulating pump to supply atmospheric condenser. When boiler at approximately 1.8MPa pressure, ensure the drains pump system is operating to the deaerator.Put one main feed pump into operation to maintain the boiler level.The turbine exhaust will be to the deaerator, steam air heater and HP dump to atmospheric condenser.

Start auxiliary sea water circulating pump to supply atmospheric condenser. When boiler at approximately 1.8MPa pressure, ensure the drains pump system is operating to the deaerator.Put one main feed pump into operation to maintain the boiler level.The turbine exhaust will be to the deaerator, steam air heater and HP dump to atmospheric condenser.

At 2.0MPa, start warming of main turbine generator.At approximately 5.0MPa, start up on main turbo generator.The electrical load for diesel generator shifts to main turbo generator.Shut down the diesel generator and place on standby.

At 2.0MPa, start warming of main turbine generator.At approximately 5.0MPa, start up on main turbo generator.The electrical load for diesel generator shifts to main turbo generator.Shut down the diesel generator and place on standby.

By manual operation of the burner registers, place the No.1 unit in use.When the fuel temperature is approximately 90˚C open settling tank outlet valve and close the diesel oil supply.Allow the No.1 burner to operate, and continue to raise the steam pressure in the boiler, on heavy fuel oil.

By manual operation of the burner registers, place the No.1 unit in use.When the fuel temperature is approximately 90˚C open settling tank outlet valve and close the diesel oil supply.Allow the No.1 burner to operate, and continue to raise the steam pressure in the boiler, on heavy fuel oil.

As the steam pressure rises, use the emergency feed pump to maintain the boiler water level.With boiler now being fired on heavy fuel oil, the fuel pressure will require adjusting to maintain pressure rise.

As the steam pressure rises, use the emergency feed pump to maintain the boiler water level.With boiler now being fired on heavy fuel oil, the fuel pressure will require adjusting to maintain pressure rise.

Start up all remaining auxiliaries-refrigeration units/air condition units/not in use fans/galley and accommodation supplies etc.

Start up all remaining auxiliaries-refrigeration units/air condition units/not in use fans/galley and accommodation supplies etc.

(Note ! If the vessel is in dry dock, or alongside a shore installation, electric power maybe supplied through the shore breaker.)However, this is normally used for dry dock purposes when separate arrangements are made for cooling water supplies to air compressors/refrigeration and air conditioning units.

(Note ! If the vessel is in dry dock, or alongside a shore installation, electric power maybe supplied through the shore breaker.)However, this is normally used for dry dock purposes when separate arrangements are made for cooling water supplies to air compressors/refrigeration and air conditioning units.

With the boiler superheater being circulated, as steam being supplied to the feed pump and turbine generator, all the boiler drains and vents can now be closed.Continue to raise steam pressure, with fuel control on manual.Check each system now in use, and gradually change over all control systems to automatic and/or remote.Ensure systems and components that have been used are placed back on stand-by condition or isolated e.g. emergency feed pump, emergency diesel generator etc.

With the boiler superheater being circulated, as steam being supplied to the feed pump and turbine generator, all the boiler drains and vents can now be closed.Continue to raise steam pressure, with fuel control on manual.Check each system now in use, and gradually change over all control systems to automatic and/or remote.Ensure systems and components that have been used are placed back on stand-by condition or isolated e.g. emergency feed pump, emergency diesel generator etc.

At a boiler pressure of 6.0MPa, close the boiler start-up valve and ensure the boiler ACC steam flow/pressure valves are open, and change over the boiler master/fuel and air controllers to automatic.

The boiler should now be providing normal steam pressure to turbo generator/main feed pump/and fuel oil heating etc.

At a boiler pressure of 6.0MPa, close the boiler start-up valve and ensure the boiler ACC steam flow/pressure valves are open, and change over the boiler master/fuel and air controllers to automatic.

The boiler should now be providing normal steam pressure to turbo generator/main feed pump/and fuel oil heating etc.

Vessel in Live ConditionVessel in Live Condition

From Previous Page


Part 7 Steam Plant Heat Balance System

Part 7 : Steam Plant Heat Balance System

7.1 100% MCR FO Burning Condition................................................. 7 - 1

7.2 100% MCR DUAL Burning Condition........................................... 7 - 2

7.3 100% MCR BOIL OFF GAS Burning Condition ........................... 7 - 3

7.4 90% MCR FO Burning Condition (Guarantee Condition).............. 7 - 4


7.6 90% MCR DUAL Burning Condition............................................. 7 - 6

7.7 90% MCR BOIL OFF GAS Burning Condition ............................. 7 - 7



7.10 Cargo Unloading Condition (FO)................................................ 7 - 10

7.11 Cargo Loading Condition (FO) ................................................... 7 - 11

7.12 Hotel Load Condition (FO) ......................................................... 7 - 12

Part 7 Steam Plant Heat Balance System


7 - 1 Part 7 Steam Plant Heat Balance System

Part 7 : Steam Plant Heat Balance System 7.1 100% MCR FO Burning Condition

Deoiler

InspectionTank

DrainCooler

Drain Tank

No.2DistilledPlant

Main Pump

Vacuum Pump

Gland SteamCondenser

Exhaust

Vent

1st StageFeed WaterHeater

3rd StageFeed WaterHeater

Make-up

M

Loss

Main Boiler

No.1DistilledPlant

F.O. Tank Heating

Boiler F.O. Heater

L.O. Purifier Heater

Calorifier

Forcing Vaporizer

Low Duty Heater

Air Conditioning Unit

M

L.PTurbine

720 mmHgVacuum

MainCondenser

H.P Turbine

Soot Blowers

Steam to Burners

Boiler Feed WaterPump Turbine

TurboGenerator

DeaeratorP 2.5E 127.3

62.5/11

Q 0

Q 600

Q 2338

Q 555

Q 100

Q 102

Q 0

Q 0

Q 0

T 70

Q 2689

E 749.9

Q 3

095

E 66

8.5

Q 0

E 0

Q 1

1743

0

T 14

5

Q 8

061

E 70

1.9

Q 4115

E 823.6

Q 5

509

E 72

4.2

Q 5

0

E 64

9.1

Q 07.08/2.8

Q 0

Q 3030

Q 3

030

Q 0

T 49.8

Q 50

T 52.1

Q 92935

Q 0

Q 4457

3.1/722mmHg

Q 52E 732.1

Q 1

2642

T 90

Q 3

030

T 76

Q 88074

T 102.5

Q 3

604

E 13

8.7

Q 117430

E 129.0

Q 3603

E 138.7

Q 4

457

Q 3

604

Q 2689

E 749.9

Q 406

E 129

Q 1610T 35

Q 2993T 70

Q 102.0T 100.1

Q 15672T 87.2

Q 0

Q 0

Q 322T 90

Q 20699T 77.5

11/7

62.5

/11

62.5/4.2

62.5/5.5

P 61T 510

Q 1

1265

P 1.

49

Q 81670

E 545.3Q 88074

T 33.6

E 63

9.2Q 9

507

P 7.

08

Q 1

30

E 74

0

Q 2

689

P 17

.6

Q 90E 791Q 6354

E 581.9

Q 6444

E 823.6P 61T 510

Q 8061

Q 0

Q 0

17.6/11.5

Q 1

446

Q 1

446

E 70

1.9

Q 4063E 732.1P 2.8

E 74

9.9

Q 105261

E 823.6P 61T 510

Q 116830

P 62.5

Q 600

Q 0

Q 1

010

T 515

KeySuperheated Steam

Drain Line

Desuperheated SteamLow Pressure Steam

Feed and Condensate

Design Base

M/T Nonextra Steam Rate : 2.35 kg/PS.H

Boiler Efficiency : 88.5 %

Turbo Generator Load : 1,593 kW

Evaporator Load : 60 Ton/Day

Sea Water Temperature : 27

Air Temperature : 38

F.O High Heat Value : 10,280 kcal/kg

Air Cond. Plant (Cooling) : In Use

Main Condenser : Scoop Cooling

Main Feed Water Pump : 175 m3/h x 865 MTH

Boil-off Rate : - %/Day

S.G. of Cargo : - kg/m3

Q : kg/hE : kcal/kgP : kg/cm2AT :

Ship Condition - 100% MCR (F.O Burning)Main Turbine Shaft Horse Power - 40,000 SHP(PS) 88 rpmNormal Fuel Rate - 211.2 G/PS H, 8,448 kg/h



7.2 100% MCR DUAL Burning Condition

Deoiler

InspectionTank

DrainCooler

Drain Tank

No.2DistilledPlant

Main Pump

Vacuum Pump


Exhaust

Vent



Make-up

M

Loss

Main Boiler

No.1DistilledPlant

F.O. Tank Heating

Boiler F.O. Heater


Calorifier

Forcing Vaporizer

Low Duty Heater


M

L.PTurbine

720 mmHgVacuum

MainCondenser

H.P Turbine

Soot Blowers

Steam to Burners


TurboGenerator


62.5/11

Q 0

Q 420

Q 2338

Q 270

Q 100

Q 102

Q 1560

Q 0

Q 0

T 70

Q 3797

E 749.9

Q 4

370

E 66

8.5

Q 0

E 0

Q 1

1941

7

T 14

5

Q 8

142

E 70

1.9

Q 4165

E 823.6

Q 5

609

E 72

3.9

Q 5

0

E 64

9.1

Q 07.08/2.8

Q 0

Q 3030

Q 3

030

Q 0

T 49.7

Q 50

T 52.0

Q 92617

Q 0

Q 4477

3.1/722mmHg

Q 52E 731.9

Q 1

2760

T 90

Q 3

030

T 76

Q 88842

T 102.5

Q 3

665

E 13

8.7

Q 119417

E 129.0

Q 3665

E 138.7

Q 4

477

Q 3

665

Q 3797

E 749.9

Q 573

E 129

Q 1442T 35

Q 2708T 70

Q 1662T 90.7

Q 15790T 87.3

Q 0

Q 0

Q 322T 90

Q 21924T 78.5

11/7

62.5

/11

62.5/4.2

62.5/5.5

P 61T 510

Q 1

1363

P 1.

49

Q 81254

E 545.3Q 88842

T 33.6

E 63

9.2Q 9

638

P 7.

08

Q 1

30

E 74

0

Q 3

797

P 17

.6

Q 90E 791Q 7538

E 584

Q 7628

E 823.6P 61T 510

Q 8142

Q 0

Q 0

17.6/11.5

Q 1

496

Q 1

496

E 70

1.9

Q 4113E 731.9P 2.8

E 74

9.9

Q 106182

E 823.6P 61T 510

Q 118997

P 62.5

Q 420

Q 0

Q 1

022

T 515


Drain Line


Feed and Condensate

Design Base







F.G/F.O High Heat Value : 13,280/10,280 kcal/kg




Boil-off Rate : 0.15 %/Day

S.G. of Cargo : 470 kg/m3


Ship Condition - 100% MCR (Dual Burning)Main Turbine Shaft Horse Power - 40,000 SHP(PS) 88 rpmNormal Fuel Rate - F.O : 3,791.1 kg/h, F.G : 3,896.9 kg/h



7.3 100% MCR BOIL OFF GAS Burning Condition

Deoiler

InspectionTank

DrainCooler

Drain Tank

No.2DistilledPlant

Main Pump

Vacuum Pump


Exhaust

Vent



Make-up

M

Loss

Main Boiler

No.1DistilledPlant

F.O. Tank Heating

Boiler F.O. Heater


Calorifier

Forcing Vaporizer

Low Duty Heater


M

L.PTurbine

720 mmHgVacuum

MainCondenser

H.P Turbine

Soot Blowers

Steam to Burners


TurboGenerator


62.5/11

Q 0

Q 300

Q 2338

Q 0

Q 100

Q 102

Q 1560

Q 2784

Q 0

T 70

Q 5981

E 749.9

Q 6

884

E 66

8.5

Q 0

E 0

Q 1

2147

2

T 14

5

Q 8

226

E 70

1.9

Q 4217

E 823.6

Q 5

758

E 72

3.5

Q 5

0

E 64

9.1

Q 07.08/2.8

Q 0

Q 3030

Q 3

030

Q 0

T 49.7

Q 50

T 52.0

Q 91950

Q 0

Q 4498

3.1/722mmHg

Q 52E 731.7

Q 1

2751

T 90

Q 3

030

T 76

Q 88617

T 102.5

Q 3

728

E 13

8.7

Q 121472

E 129.0

Q 3728

E 138.7

Q 4

498

Q 3

728

Q 5981

E 749.9

Q 903

E 129

Q 1335T 35

Q 2438T 70

Q 4446T 90.3

Q 15781T 87.3

Q 0

Q 0

Q 322T 90

Q 24322T 79.6

11/7

62.5

/11

62.5/4.2

62.5/5.5

P 61T 510

Q 1

1333

P 1.

49

Q 80617

E 545.3Q 88617

T 33.6

E 63

9.2Q 9

819

P 7.

08

Q 1

30

E 74

0

Q 5

981

P 17

.6

Q 90E 791Q 7950

E 585

Q 8040

E 823.6P 61T 510

Q 8226

Q 0

Q 0

17.6/11.5

Q 1

593

Q 1

593

E 70

1.9

Q 4165E 731.7P 2.8

E 74

9.9

Q 107880

E 823.6P 61T 510

Q 121172

P 62.5

Q 300

Q 0

Q 1

035

T 515


Drain Line


Feed and Condensate

Design Base







F.G High Heat Value : 13,280 kcal/kg







Ship Condition - 100% MCR (B.O.G Burning)Main Turbine Shaft Horse Power - 40,000 SHP(PS) 88 rpmNormal Fuel Rate - 179.5 G/PS H, 7,180 kg/h



7.4 90% MCR FO Burning Condition (Guarantee Condition)

Deoiler

InspectionTank

DrainCooler

Drain Tank

No.2DistilledPlant

Main Pump

Vacuum Pump


Exhaust

Vent



Make-up

M

Loss

Main Boiler

No.1DistilledPlant

F.O. Tank Heating

Boiler F.O. Heater


Calorifier

Forcing Vaporizer

Low Duty Heater


M

L.PTurbine

720 mmHgVacuum

MainCondenser

H.P Turbine

Soot Blowers

Steam to Burners


TurboGenerator


62.5/11

Q 0

Q 610

Q 340

Q 485

Q 100

Q 102

Q 0

Q 0

Q 0

T 70

Q 901

E 744.1

Q 1

027

E 66

8.5

Q 0

E 0

Q 1

0305

8

T 14

5

Q 7

139

E 69

7

Q 3768

E 823.6

Q 5

225

E 72

2.9

Q 5

0

E 64

8.6

Q 06.23/2.8

Q 0

Q 3030

Q 3

030

Q 0

T 50.8

Q 50

T 53.4

Q 83259

Q 0

Q 3948

3.1/722mmHg

Q 52E 733.4

Q 1

0567

T 90

Q 3

030

T 76

Q 78343

T 99

Q 3

191

E 13

8.7

Q 103058

E 129.0

Q 3191

E 138.7

Q 3

948

Q 3

191

Q 901

E 744.1

Q 126

E 129

Q 1529T 35

Q 925T 70

Q 102.0T 100.1

Q 13597T 86.9

Q 0

Q 0

Q 322T 90

Q 16475T 77.6

11.5

/7 62.5

/11

62.5/4.2

62.5/5.5

P 61T 510

Q 9

699

P 1.

32

Q 73560

E 544Q 78343

T 32.6

E 63

5.9Q 8

648

P 6.

23

Q 1

30

E 74

0

Q 9

01

P 15

.5

Q 90E 791Q 4733

E 585.7

Q 4823

E 823.6P 61T 510

Q 7139

Q 0

Q 0

15.5/11.5

Q 1

509

Q 1

509

E 69

7

Q 3716E 733.4P 2.8

E 74

4.1

Q 92938

E 823.6P 61T 510

Q 102448

P 62.5

Q 610

Q 0

Q 9

19

T 515


Drain Line


Feed and Condensate

Design Base








Air Cond. Plant (Cooling) : No Use






Ship Condition - 90% MCR (F.O Burning), Guarantee CondicionMain Turbine Shaft Horse Power - 36,000 SHP(PS) 85 rpmNormal Fuel Rate - 210 G/PS H, 7,560 kg/h



7.5 90% MCR FO Burning Condition

Deoiler

InspectionTank

DrainCooler

Drain Tank

No.2DistilledPlant

Main Pump

Vacuum Pump


Exhaust

Vent



Make-up

M

Loss

Main Boiler

No.1DistilledPlant

F.O. Tank Heating

Boiler F.O. Heater


Calorifier

Forcing Vaporizer

Low Duty Heater


M

L.PTurbine

720 mmHgVacuum

MainCondenser

H.P Turbine

Soot Blowers

Steam to Burners


TurboGenerator


62.5/11

Q 0

Q 610

Q 2338

Q 500

Q 100

Q 102

Q 0

Q 0

Q 0

T 70

Q 2666

E 744.1

Q 3

040

E 66

8.5

Q 0

E 0

Q 1

0595

1

T 14

5

Q 7

331

E 69

7

Q 3834

E 823.6

Q 5

477

E 72

1.9

Q 5

0

E 64

9.1

Q 06.23/2.8

Q 0

Q 3030

Q 3

030

Q 0

T 50.7

Q 50

T 53.3

Q 82609

Q 0

Q 4051

3.1/722mmHg

Q 52E 733.1

Q 1

0742

T 90

Q 3

030

T 76

Q 78936

T 99

Q 3

280

E 13

8.7

Q 105951

E 129.0

Q 3280

E 138.7

Q 4

051

Q 3

280

Q 2666

E 744.1

Q 374

E 129

Q 1548T 35

Q 2938T 70

Q 102.0T 100.1

Q 13772T 87

Q 0

Q 0

Q 322T 90

Q 18682T 76.8

11/7

62.5

/11

62.5/4.2

62.5/5.5

P 61T 510

Q 9

771

P 1.

32

Q 72838

E 544Q 78936

T 32.6

E 63

5.9Q 9

026

P 6.

23

Q 1

30

E 74

0

Q 2

666

P 15

.5

Q 90E 791Q 6048

E 581.8

Q 6138

E 823.6P 61T 510

Q 7331

Q 0

Q 0

15.5/11.5

Q 1

695

Q 1

695

E 69

7

Q 3782E 733.1P 2.8

E 74

4.1

Q 94431

E 823.6P 61T 510

Q 105341

P 62.5

Q 610

Q 0

Q 9

38

T 515


Drain Line


Feed and Condensate

Design Base














Ship Condition - 90% MCR (F.O Burning)Main Turbine Shaft Horse Power - 36,000 SHP(PS) 85 rpmNormal Fuel Rate - 211.7 G/PS H, 7,621.2 kg/h



7.6 90% MCR DUAL Burning Condition

Deoiler

InspectionTank

DrainCooler

Drain Tank

No.2DistilledPlant

Main Pump

Vacuum Pump


Exhaust

Vent



Make-up

M

Loss

Main Boiler

No.1DistilledPlant

F.O. Tank Heating

Boiler F.O. Heater


Calorifier

Forcing Vaporizer

Low Duty Heater


M

L.PTurbine

720 mmHgVacuum

MainCondenser

H.P Turbine

Soot Blowers

Steam to Burners


TurboGenerator


62.5/11

Q 0

Q 420

Q 2338

Q 230

Q 100

Q 102

Q 1560

Q 0

Q 0

T 70

Q 3789

E 744.1

Q 4

320

E 66

8.5

Q 0

E 0

Q 1

0782

9

T 14

5

Q 7

407

E 69

7

Q 3878

E 823.6

Q 5

575

E 72

1.6

Q 5

0

E 64

9.1

Q 06.23/2.8

Q 0

Q 3030

Q 3

030

Q 0

T 50.5

Q 50

T 53.1

Q 82259

Q 0

Q 4069

3.1/722mmHg

Q 52E 732.9

Q 1

0844

T 90

Q 3

030

T 76

Q 79612

T 99

Q 3

338

E 13

8.7

Q 107829

E 129.0

Q 3338

E 138.7

Q 4

069

Q 3

338

Q 3789

E 744.1

Q 531

E 129

Q 1370T 35

Q 2658T 70

Q 1662T 90.7

Q 13873T 86.9

Q 0

Q 0

Q 322T 90

Q 19885T 78

11.5

/7 62.5

/11

62.5/4.2

62.5/5.5

P 61T 510

Q 9

855

P 1.

32

Q 72404

E 544Q 79612

T 32.6

E 63

5.9Q 9

156

P 6.

23

Q 1

30

E 74

0

Q 3

789

P 15

.5

Q 90E 791Q 7158

E 583.2

Q 7248

E 823.6P 61T 510

Q 7407

Q 0

Q 0 Q 1

749

Q 1

749

E 69

7

Q 3826E 732.9P 2.8

E 74

4.1

Q 95334

E 823.6P 61T 510

Q 107409

P 62.5

Q 420

Q 0

Q 9

49

T 515


Drain Line


Feed and Condensate

Design Base







F.G/F.O High Heat Value : 13,280/10,280 kcal/kg







Ship Condition - 90% MCR (Dual Burning)Main Turbine Shaft Horse Power - 36,000 SHP(PS) 85 rpmNormal Fuel Rate - F.O : 3,037.1 kg/h, F.G : 3,896.9 kg/h



7.7 90% MCR BOIL OFF GAS Burning Condition

Deoiler

InspectionTank

DrainCooler

Drain Tank

No.2DistilledPlant

Main Pump

Vacuum Pump


Exhaust

Vent



Make-up

M

Loss

Main Boiler

No.1DistilledPlant

F.O. Tank Heating

Boiler F.O. Heater


Calorifier

Forcing Vaporizer

Low Duty Heater


M

L.PTurbine

720 mmHgVacuum

MainCondenser

H.P Turbine

Soot Blowers

Steam to Burners


TurboGenerator


62.5/11

Q 0

Q 300

Q 2338

Q 0

Q 100

Q 102

Q 1560

Q 2784

Q 0

T 70

Q 6037

E 744.1

Q 6

884

E 66

8.5

Q 0

E 0

Q 1

0984

9

T 14

5

Q 7

492

E 69

7

Q 3927

E 823.6

Q 5

725

E 72

1.2

Q 5

0

E 64

9.1

Q 06.23/2.8

Q 0

Q 3030

Q 3

030

Q 0

T 50.6

Q 50

T 53.2

Q 81523

Q 0

Q 4091

3.1/722mmHg

Q 52E 732.7

Q 1

0826

T 90

Q 3

030

T 76

Q 79296

T 99

Q 3

401

E 13

8.7

Q 109849

E 129.0

Q 3401

E 138.7

Q 4

091

Q 3

401

Q 6037

E 744.1

Q 847

E 129

Q 1262T 35

Q 2438T 70

Q 4446T 90.3

Q 13856T 86.9

Q 0

Q 0

Q 322T 90

Q 22324T 79.3

11/7

62.5

/11

62.5/4.2

62.5/5.5

P 61T 510

Q 9

815

P 1.

32

Q 71708

E 544Q 79296

T 32.6

E 63

5.9Q 9

342

P 6.

23

Q 1

30

E 74

0

Q 6

037

P 15

.5

Q 90E 791Q 7538

E 584

Q 7628

E 823.6P 61T 510

Q 7492

Q 0

Q 0

15.5/11.5

Q 1

850

Q 1

850

E 69

7

Q 3875E 732.7P 2.8

E 74

4.1

Q 97032

E 823.6P 61T 510

Q 109549

P 62.5

Q 300

Q 0

Q 9

62

T 515


Drain Line


Feed and Condensate

Design Base


Boiler Efficiency : 84 %





F.G High Heat Value : 13,280 kcal/kg







Ship Condition - 90% MCR (B.O.G Burning)Main Turbine Shaft Horse Power - 36,000 SHP(PS) 85 rpmNormal Fuel Rate - 180.1 G/PS H, 6,483.6 kg/h




Deoiler

InspectionTank

DrainCooler

Drain Tank

No.2DistilledPlant

Main Pump

Vacuum Pump


Exhaust

Vent



Make-up

M

Loss

Main Boiler

No.1DistilledPlant

F.O. Tank Heating

Boiler F.O. Heater


Calorifier

Forcing Vaporizer

Low Duty Heater


M

L.PTurbine

720 mmHgVacuum

MainCondenser

H.P Turbine

Soot Blowers

Steam to Burners


TurboGenerator


62.5/11

Q 0

Q 580

Q 2238

Q 325

Q 100

Q 102

Q 0

Q 0

Q 0

T 70

Q 2748

E 691.7

Q 2

865

E 66

8.5

Q 2

748

E 69

1.7

Q 6

9773

T 14

5

Q 4

949

E 69

1.7

Q 3154

E 823.6

Q 4

911

E 71

9.9

Q 5

0

E 64

9.1

Q 04.2/2.8

Q 1809

Q 3030

Q 3

030

Q 0

T 60.8

Q 50

T 64.8

Q 49792

Q 0

Q 2768

3.1/722mmHg

Q 52E 736.4

Q 4

611

T 90

Q 3

030

T 76

Q 50730

T 84.6

Q 2

181

E 13

8.7

Q 69773

E 129.0

Q 2181

E 138.7

Q 2

768

Q 2

181

Q 0

E 0

Q 117

E 129

Q 1290T 35

Q 2763T 70

Q 102.0T 100.1

Q 7641T 84.4

Q 0

Q 0

Q 322T 90

Q 12118T 73.4

11/7

62.5

/11

62.5/4.2

62.5/5.5

P 61T 510

Q 4

923

P 0.

78

Q 44869

E 552Q 50730

T 32.6

E 63

4.5Q 0

P 0

Q 1

30

E 74

0

Q 0

P 0

Q 90E 791Q 5811

E 581.9

Q 5901

E 823.6P 61T 510

Q 0

Q 4949

Q 1809 Q 0

Q 1

809

E 0

Q 3102E 736.4P 2.8

E 0

Q 49922

E 823.6P 61T 510

Q 59687

P 62.5

Q 10086

Q 0

Q 7

10

T 515


Drain Line


Feed and Condensate

Design Base














Ship Condition - 50% MCR (F.O Burning)Main Turbine Shaft Horse Power - 20,000 SHP(PS) 69.8 rpmNormal Fuel Rate - 245.9 G/PS H, 4,918 kg/h




Deoiler

InspectionTank

DrainCooler

Drain Tank

No.2DistilledPlant

Main Pump

Vacuum Pump


Exhaust

Vent



Make-up

M

Loss

Main Boiler

No.1DistilledPlant

F.O. Tank Heating

Boiler F.O. Heater


Calorifier

Forcing Vaporizer

Low Duty Heater


M

L.PTurbine

720 mmHgVacuum

MainCondenser

H.P Turbine

Soot Blowers

Steam to Burners


TurboGenerator


62.5/11

Q 0

Q 500

Q 2338

Q 235

Q 100

Q 102

Q 0

Q 0

Q 0

T 70

Q 2655

E 692.9

Q 2

775

E 66

8.5

Q 2

655

E 69

2.9

Q 5

0872

T 14

5

Q 3

686

E 69

2.9

Q 2858

E 819.6

Q 4

005

E 72

1.5

Q 5

0

E 64

9.1

Q 04.2/2.8

Q 4229

Q 3030

Q 3

030

Q 0

T 72.1

Q 0

T 77.7

Q 30299

Q 0

Q 2099

3.1/722mmHg

Q 52E 733.7

Q 2

099

T 90

Q 3

030

T 76

Q 36133

T 78.2

Q 1

587

E 13

8.7

Q 50872

E 129.0

Q 1587

E 138.7

Q 2

099

Q 1

687

Q 0

E 0

Q 120

E 129

Q 1091T 35

Q 2673T 70

Q 102.0T 100.1

Q 5129T 87.1

Q 0

Q 0

Q 322T 90

Q 9317T 71.0

11/7

62.5

/11

62.5/4.2

62.5/5.5

P 61T 502.9

Q 0

P 0

Q 30299

E 563.3Q 36133

T 32.6

E 0

Q 0

P 0

Q 1

30

E 74

0

Q 0

P 0

Q 90E 791Q 5834

E 581.9

Q 5924

E 819.6P 61T 502.9

Q 0

Q 3686

Q 4229 Q 0

Q 4

229

E 0

Q 2806E 733.7P 2.8

E 0

Q 30429

E 819.6P 61T 502.9

Q 39802

P 62.5

Q 11070

Q 0

Q 5

91

T 502.9


Drain Line


Feed and Condensate

Design Base









Main Condenser : Pump Cooling





Ship Condition - 30% MCR (F.O Burning)Main Turbine Shaft Horse Power - 12,000 SHP(PS) 58.9 rpmNormal Fuel Rate - 296.2 G/PS H, 3,554.4 kg/h



7.10 Cargo Unloading Condition (FO)

Deoiler

InspectionTank

DrainCooler

Drain Tank

No.2DistilledPlant

Main Pump

Vacuum Pump


Exhaust

Vent



Make-up

M

Loss

Main Boiler

No.1DistilledPlant

F.O. Tank Heating

Boiler F.O. Heater


Calorifier

Forcing Vaporizer

Low Duty Heater


M

L.PTurbine

720 mmHgVacuum

MainCondenser

H.P Turbine

Soot Blowers

Steam to Burners


TurboGenerator


62.5/11

Q 0

Q 540

Q 2338

Q 180

Q 100

Q 102

Q 0

Q 0

Q 0

T 70

Q 2618

E 689.5

Q 2

720

E 66

8.5

Q 2

618

E 68

9.5

Q 3

9558

T 14

5

Q 2

940

E 68

9.5

Q 2715

E 811.5

Q 4

912

E 71

1.5

Q 5

0

E 64

9.1

Q 04.2/2.8

Q 2249

Q 0

Q 0

Q 0

T 32.6

Q 0

T 39.1

Q 0

Q 0

Q 1699

3.1/722mmHg

Q 52E 729.7

Q 1

699

T 90

Q 0

T 0

Q 27796

T 39.6

Q 1

241

E 13

8.7

Q 39558

E 128.3

Q 1241

E 138.7

Q 1

699

Q 1

241

Q 0

E 0

Q 102

E 128.3

Q 1060T 35

Q 2618T 70

Q 102.0T 100.1

Q 1699T 90

Q 0

Q 0

Q 282T 90

Q 5761T 69.4

11/7

62.5

/11

62.5/4.2

62.5/5.5

P 61T 488.5

Q 0

P 0

Q 0

E 0Q 27796

T 32.6

E 0

Q 0

P 0

Q 0

E 0Q 0

P 0

Q 180E 791Q 27796

E 602.5

Q 27976

E 811.5P 61T 488.5

Q 0

Q 2940

Q 2249 Q 0

Q 2

249

E 0

Q 2663E 730.1P 2.8

E 0

Q 0

E 0P 0T 0

Q 31211

P 62.5

Q 8347

Q 0

Q 5

20

T 488.5


Drain Line


Feed and Condensate

Design Base

M/T Nonextra Steam Rate : - kg/PS.H



Evaporator Load : - Ton/Day










Ship Condition - Unloading (F.O Burning)Main Turbine Shaft Horse Power - -SHP(PS) - rpmNormal Fuel Rate - - G/PS H, 2,759.1 kg/h



7.11 Cargo Loading Condition (FO)

Deoiler

InspectionTank

DrainCooler

Drain Tank

No.2DistilledPlant

Main Pump

Vacuum Pump


Exhaust

Vent



Make-up

M

Loss

Main Boiler

No.1DistilledPlant

F.O. Tank Heating

Boiler F.O. Heater


Calorifier

Forcing Vaporizer

Low Duty Heater


M

L.PTurbine

720 mmHgVacuum

MainCondenser

H.P Turbine

Soot Blowers

Steam to Burners


TurboGenerator


62.5/11

Q 0

Q 500

Q 2338

Q 120

Q 100

Q 102

Q 0

Q 0

Q 0

T 70

Q 2580

E 685.4

Q 2

660

E 66

8.5

Q 2

580

E 68

5.4

Q 2

6164

T 14

5

Q 2

051

E 68

5.6

Q 2602

E 801.8

Q 3

070

E 71

9.3

Q 5

0

E 64

9.1

Q 04.2/2.8

Q 520

Q 0

Q 0

Q 0

T 32.6

Q 0

T 43.1

Q 0

Q 0

Q 1224

3.1/722mmHg

Q 52E 726.2

Q 1

224

T 90

Q 0

T 0

Q 17296

T 43.7

Q 8

27

E 13

8.7

Q 26164

E 128.3

Q 827

E 138.7

Q 1

224

Q 8

27

Q 0

E 0

Q 80

E 128.3

Q 935T 35

Q 2558T 70

Q 102.0T 100.1

Q 1224T 90

Q 0

Q 0

Q 282T 90

Q 5101T 68.7

11/7

62.5

/11

62.5/4.2

62.5/5.5

P 61T 471.4

Q 0

P 0

Q 0

E 0Q 17296

T 32.6

E 0

Q 0

P 0

Q 0

E 0Q 0

P 0

Q 180E 791Q 17296

E 585.4

Q 17476

E 801.8P 61T 471.4

Q 0

Q 2051

Q 520 Q 0

Q 5

20

E 0

Q 2550E 726.2P 2.8

E 0

Q 0

E 0P 0T 0

Q 20513

P 62.5

Q 5651

Q 0

Q 4

35

T 471.4


Drain Line


Feed and Condensate

Design Base














Ship Condition - Loading (F.O Burning)Main Turbine Shaft Horse Power - -SHP(PS) - rpmNormal Fuel Rate - - G/PS H, 1,817.9 kg/h



7.12 Hotel Load Condition (FO)

Deoiler

InspectionTank

DrainCooler

Drain Tank

No.2DistilledPlant

Main Pump

Vacuum Pump


Exhaust

Vent



Make-up

M

Loss

Main Boiler

No.1DistilledPlant

F.O. Tank Heating

Boiler F.O. Heater


Calorifier

Forcing Vaporizer

Low Duty Heater


M

L.PTurbine

720 mmHgVacuum

MainCondenser

H.P Turbine

Soot Blowers

Steam to Burners


TurboGenerator


62.5/11

Q 0

Q 400

Q 2338

Q 60

Q 100

Q 102

Q 0

Q 0

Q 0

T 70

Q 2533

E 682.9

Q 2

600

E 66

8.5

Q 2

533

E 68

2.9

Q 1

2805

T 14

5

Q 1

158

E 68

2.9

Q 2682

E 794.7

Q 1

391

E 71

8.8

Q 5

0

E 64

9.1

Q 04.2/2.8

Q 0

Q 0

Q 0

Q 0

T 32.6

Q 0

T 50.2

Q 0

Q 1239

Q 751

3.1/722mmHg

Q 52E 718.3

Q 7

51

T 90

Q 0

T 0

Q 6830

T 51.0

Q 4

07

E 13

8.7

Q 12805

E 128.3

Q 407

E 138.7

Q 7

51

Q 4

07

Q 0

E 0

Q 67

E 129

Q 751T 35

Q 2498T 70

Q 102.0T 100.1

Q 751T 90

Q 0

Q 20000

Q 192T 90

Q 4294T 67.9

11/7

62.5

/11

62.5/4.2

62.5/5.5

P 61T 459

Q 0

P 0

Q 0

E 0Q 6830

T 32.6

E 0

Q 0

P 0

Q 0

E 0Q 0

P 0

Q 90E 791Q 5591

E 583.3

Q 5681

E 794.7P 61T 459

Q 0

Q 1158

Q 0 Q 0

Q 0

E 0

Q 2630E 718.3P 2.8

E 0

Q 0

E 0P 0T 0

Q 8714

P 62.5

Q 4091

Q 0

Q 3

51

T 459


Drain Line


Feed and Condensate

Design Base














Ship Condition - Hotel Load (F.O Burning)Main Turbine Shaft Horse Power - -SHP(PS) - rpmNormal Fuel Rate - - G/PS H, 868.9 kg/h


Part 8 General Information

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

Part 8 General Information


8 - 1 Part 8 General Information

Part 8: General Information 8.1 Maker List

No. Equipment Q'ty Specification Maker / Supplier Model Fax /Tel

1 Main Turbine 1

Type : Two Cyl Cross Compound Marine steam turbine. Consisting of HP Turbine & LP Turbine with built-

in Astern Turbine. HHI-MHI MS 40-2

F) +82-52-230-6894 T) +82-52-230-6820

2 Main

Condenser 1

Type : Single Pass-scoop cooled Vacuum : 722MMHG

C.W. Temp : 27 C.W.Q’TY : 18,100M3/H

(By Scoop sys.)

HHI F) +82-52-230-6894 T) +82-52-230-6820

3 Vacuum Pump

Unit 2 Type : Rotary Liquid Ring

Vacuum level : 735MMHGV Seal Flow : 6.8 M3/H

NASH-Elmo Korea

NASH-AT-1006

F) +82-2-2636-9163 T) +82-2-2068-7047

4

External Desuper heater

for dumping steam line

2

Type : Water spray With Silencer Inlet Steam Press x temp :

- 0.4MPa x 289 Cooling Water Press x temp :

- 0.95MPa x 32.6 Outlet Steam Press x temp :

- 0.4MPa x 160

NANSEI (YARWAY) F) +81-3-3355-0794

T) +81-3-3358-1044

5

External desuper heater for aux steam line / Manual

type

1/1

Type : Water Spray Inlet Steam Press x temp :

- 1MPax 349.2 Cooling Water Press x temp :

- 3MPa x 127 Outlet Steam Press x temp :

- 1MPa x 191

NANSEI (YARWAY) F) +81-3-3355-0794

T) +81-3-3358-1044

6 Main Boiler 2 Type : Two Drum Water Tube

Evaporation : 52,000kg/H(NOR) 70,000kg/H(MAX)

Mitsubishi Heavy Ind. Ltd. MB-4E-KS F) +81-95-828-5091

T) +81-95-828-6641

7 Burner 3 Harmworthy Oil / Gas Combination

Proof Fired – Down ward firing.

Mitsubishi Heavy Ind. Ltd. F) +81-95-828-5091

T) +81-95-828-6641

8 Steam air

heater 2 Tubular extended surface type Mitsubishi Heavy Ind. Ltd. F) +81-95-828-5091

T) +81-95-828-6641

9 Forced Draft

Fan 3 1,280M3/Min x 5.6kPa x 3sets Mitsubishi Heavy Ind. Ltd. F) +81-95-828-5091

T) +81-95-828-6641

10 F.O Pump 3 12.6M3/Min x 2.8MPa x 2sets Mitsubishi Heavy Ind. Ltd.

F) +81-95-828-5091 T) +81-95-828-6641

11 F.O Heater 2 100% x 2sets Mitsubishi Heavy Ind. Ltd.

F) +81-95-828-5091 T) +81-95-828-6641

12 Soot Blower LONG RETRA x 2sets STAT. ROTARY x 8sets

Mitsubishi Heavy Ind. Ltd.

F) +81-95-828-5091 T) +81-95-828-6641

13 Economizer 2 Tubular x Extended Surface Type Mitsubishi Heavy Ind. Ltd.

F) +81-95-828-5091 T) +81-95-828-6641

14 Propeller Shaft 1 Material : Solid Forged Steel (SF60)Dia x Length (MM) : 795 x 10,563 HHI-EMD HHI / STD F) +82-82-230-7692

T) +82-52-230-7324

15 Intermediate

Shatf 1 Material : Solid Forged Steel (SF60)Dia x Length (MM) : 620 x 12,500 HHI-EMD HHI / STD

F) +82-82-230-7692 T) +82-52-230-7324


16 Stern Tube

Seal 1 Aft : Air Guard. Fwd : Stern guard.

Japan Marine. Tec. Ltd F) +81-76-451-3161

T) +81-76-451-3150

17 Stern Tube

Bush 1

Type : Oil Lub. Dimension (I.D x O.D x length) :

Aft : 796.2 x 938 x 1,600 Fwd : 798.2 x 938 x 550


T) +81-76-451-3150

18 Intermediate Shaft Bearing 2

Type : Forced Lub. Model Size : #630

Dimension (Id x length) : 625.7 x 490


T) +81-76-451-3150

19 Shaft

Grounding Device

1 Intermediate Shaft : Dia 620 K.C.KTD F) +82-51-831-7726 T) +82-51-831-7720

20 Propeller Shaft Nut 1

Type : Forged Steel Plain Max Stroke : 36 MM

Working Pressure : 63MPa HHI-EMD F) +82-52-230-7692

T) +82-52-230-7324

21 Propeller 1

Type : F.P.P / KEYLESS Material : NI-AL-BRONZE

Pitch(Mean) : 7,535.42 MM Out Dia : 8.6M, No. of Blade : 6

HHI-EMD F) +85-52-230-7692 T) +82-52-230-7324

22 Steering Gear 1 Type : VANE

M.W.T(at 35 deg) : 3500 KN-M M.W.A : 45 deg under 12Knots

ROLLS-ROYCE F) +47-56-30-8241 T) +47-56-57-1600

23 Diesel Engine for Generator 2

Type : 4-Stroke, Trunk piston Output : ABT. 2,890 PS

Revolution : 720 rpm HHI-EMD 7L 27/38 F) +82-52-230-7696

T) +82-85-230-7272

24 Generator

(D/G) 2 Output : 1,950 kW

Voltage : AC 6,600V Revolution : 720 rpm

HHI-EES HSJ7 715-10P

F) +82-52-230-6995 T) +82-52-230-6611

25 Turbine For Generator 2

Type : Multi-Stage Impulse Rated Output : 3,850 kW

Rated Speed(turbine/output): 8,145 : 1,800 rpm

SHINKO RG 92-2 F) +81-52-508-1020 T) +81-82-508-1000

26 Generator

(T/G) 2 Output : 3,850 kW

Voltage : AC 6,600V Revolution : 1,800 rpm

HHI-EES HSJ7 719 -4P

F) +82-52-230-6995 T) +82-52-230-6611

27 G/E Starting

Air Compressor

2

Type : M.D. 2 stage Reciprocating, Air cooled

Cap : 25M3/H Disch. Press : 2.5MPa

JONGHAP AHV-20 F) +82-51-831-3772 T) +82-51-831-3277

28 Working Air Compressor 1

Type : M.D. Rotary Screw, F.W Cooled


ATLAS COPCO GA45WP -150-60

F) +82-51-518-4392 T) +82-51-518-4393

29 Control Air

Compressor 2

Type : M.D. Rotary Screw, F.W Cooled


ATLAS COPCO GA45WP -150-60

F) +82-51-518-4392 T) +82-51-518-4393

30 G/E Starting Air Reservoir 2

Type : Cylinderical Volume : 0.5M3

Press. : 2.5MPa KANGRIM AR08AB6V F) +82-55-269-7795

T) +82-55-269-7786




31 Working Air Reservoir 1


Press. : 0.9MPa KANGRIM AR27AA4V F) +82-55-269-7795

T) +82-55-269-7786

32 Control Air Reservoir 1


Press. : 0.9MPa KANGRIM AR27AA4V F) +82-55-269-7795

T) +82-55-269-7786

33 Air Dryer 2 Type : Absorption Cap : ABT 250 NM3/H Free Air KYUNG-NAM KHDM

-350 F) +82-31-962-0180 T) +82-31-963-0080

34 Air Dryer 1 Type : Refrigerated Cap : ABT 250 NM3/H Free Air KYUNG-NAM KADM

-300 F) +82-31-962-0180 T) +82-31-963-0080

35 Main Feed

Water Pump And Turbine

2 Type : Turbine Driven Horizontal Centrifugal

Cap : 170 M3/H x 865 MTH SHINKO DMG125-3 F) +81-82-508-1020

T) +81-82-508-1000

36 Main S.W Circ. Pump 1 Cap : 6,000/4,500 M3/H x 5/8 MTH

Motor : 1500 kW x 400 rpm SHINKO M.D.V.C

(CVF- 850M)

F) +81-82-508-1020 T) +81-82-508-1000

37 Aux. S.W Circ. Pump 1 Cap : 6,000/4,500 M3/H x 5/8 MTH

Motor : 150 kW x 400 rpm SHINKO M.D.V.C

(CVF- 850LM)

F) +81-82-508-1020 T) +81-82-508-1000

38 Main Cooling S.W. Pump 2 Cap :1,200 M3/H x 21 MTH

Motor : 110 kW x 1,200 rpm SHINKO M.D.V.C (SVA400M)

F) +81-82-508-1020 T) +81-82-508-1000

39 Main Central Cooling F.W.

Pump 2 Cap :1,100 M3/H x 30 MTH

Motor : 132 kW x 1,200 rpm SHINKO M.D.V.C (SVA350M)

F) +81-82-508-1020 T) +81-82-508-1000

40 Hot Water Circ. Pump 2 Cap :2 M3/H x 10 MTH

Motor : 0.75 kW x 1,800 rpm SHINKO M.D.H.C.F (HJ40-2M)

F) +81-82-508-1020 T) +81-82-508-1000

41 Main

Condensate Pump

2 Cap :110 M3/H x 95 MTH Motor : 55 kW x 1,800 rpm SHINKO

M.D.V.C (EVZ 130M)

F) +81-82-508-1020 T) +81-82-508-1000

42 Condensate drain Pump 3 Cap : 40 M3/H x 85 MTH

Motor : 22 kW x 1,800 rpm SHINKO M.D.V.C

(EVZ 70MH)

F) +81-82-508-1020 T) +81-82-508-1000

43 Cold Start

Boiler Feed Water Pump

1 Cap : 6 M3/H x 250 MTH Motor : 18.5 kW x 1,800 rpm SHINKO M.D.V.C

(SK40MC) F) +81-82-508-1020 T) +81-82-508-1000

44 Bilge Fire &

General Service Pump

2 Cap : 245/150 M3/H x 30/115 MTH Motor : 110 kW x 1,800 rpm SHINKO

M.D.V.C-SP Self priming (RVP200-

2MS)

F) +81-82-508-1020 T) +81-82-508-1000

45 Fire Line

Pressuring Pump

1 Cap : 2 M3/H x 50 MTH Motor : 3.7 kW x 3,600 rpm SHINKO M.D.H.C

(HJ40-2M) F) +81-82-508-1020 T) +81-82-508-1000

46 Water Spray Pump 1 Cap : 850 M3/H x 110 MTH

Motor : 400 kW x 1,800 rpm SHINKO M.D.V.C (KV300K)

F) +81-82-508-1020 T) +81-82-508-1000

47 Ballast Pump 3 Cap : 3,000 M3/H x 30 MTH Motor : 355 kW x 1,200 rpm SHINKO

M.D.V.C-SP (GVD500-

3M)

F) +81-82-508-1020 T) +81-82-508-1000

48 Distilling Plant

S.W. Feed Pump

2 Cap : 90 M3/H x 43 MTH Motor : 22 kW x 1,800 rpm SHINKO

M.D.V.C (SVA125-

2M)

F) +81-82-508-1020 T) +81-82-508-1000

49 Aux L.O. Pump 2 Cap : 170 M3/H x 0.3MPa Motor : 37 kW x 1,800 rpm SHINKO

M.D.V.C-TM

DEEP WELL

(SAG150)

F) +81-82-508-1020 T) +81-82-508-1000


50 Aux. Cent. Cool F.W.

Boost Pump 2 Cap : 150 M3/H x 30 MTH

Motor : 22 kW x 1,800 rpm SHINKO M.D.V.C (SAG125M)

F) +81-82-508-1020T) +81-82-508-1000

51 Oily Bilge Pump 1 Cap : 5 M3/H x 0.4MPa

Motor : 3.7 kW x 1,200 rpm TAIKO M.D.H.G(MONO)(HNP401))

F) +81-820-53-1001T) +81-820-52-3112

52 E/R Bilge Pump 1 Cap : 10 M3/H x 45 MTH

Motor : 3.7 kW x 1,200 rpm SHINKO M.D.V. Piston

(VPS10)

F) +81-82-508-1020T) +81-82-508-1000

53 Waste Oil Transfer

Pump 1 Cap : 5 M3/H x 0.4MPa

Motor : 3.7 kW x 1,200 rpm TAIKO M.D.H.G(MONO)(HNP401))

F) +81-820-53-1001T) +81-820-52-3112

54 Main L.O Purifier

Supply Pump2 Cap : 3 M3/H x 3 KDP

Motor : 1.5 kW x 1,200 rpm TAIKO M.D.H.G (NHG-3MT)

F) +81-820-53-1001T) +81-820-52-3112

55 L.O. Transfer Pump 1 Cap : 5 M3/H x 4 KDP


F) +81-820-53-1001T) +81-820-52-3112

56 H.F.O.

Transfer Pump

1 Cap : 50 M3/H x 4 KDP Motor : 22 kW x 1,200 rpm TAIKO M.D.V.G

(VG-50MAB) F) +81-820-53-1001T) +81-820-52-3112

57 M.D.O.

Transfer Pump

1 Cap : 30 M3/H x 4 KDP Motor : 15 kW x 1,200 rpm TAIKO M.D.H.G

(HG-35MAB) F) +81-820-53-1001T) +81-820-52-3112

58 Incinerator

M.D.O Serv. Pump

1 Cap : 2 M3/H x 2.5 KDP Motor : 2.2 kW x 1,200 rpm TAIKO M.D.H.G

(WL-4M) F) +81-820-53-1001T) +81-820-52-3112

59 Stern Tube L.O. Pump 2 Cap : 1 M3/H x 2.5 KDP


F) +81-820-53-1001T) +81-820-52-3112

60 M.D.O. Purifier

Supply Pump1 Cap : 3 M3/H x 3 KDP

Motor : 1.5 kW x 1,200 rpm TAIKO M.D.H.G (NHG-4MAB)

F) +81-820-53-1001T) +81-820-52-3112

61 FO Additive Dosing Pump 1 Cap : 2 M3/H x 3 KDP

Motor : 1.5 kW x 1,200 rpm TAIKO M.D.H.G (NHG-2.5MAB)

F) +81-820-53-1001T) +81-820-52-3112

62 Main L.O. Purifier 2

Type : Automatic, Self-cleaning, Partial Disch. With Separate

Supply Pump Cap : 3,000 L/H

Motor Output : 7.5 kW Speed : 1,765 rpm

SAMGONG SJ30GH F)+82-51-200-3046T)+82-51-200-3040

63 M.D.O. Purifier 1

Type : Automatic, Self-cleaning, Total Disch. With Separate

Supply Pump Cap : 3,000 L/H

Motor Output : 5.5 kW Speed : 1,770 rpm

SAMONG SG20G F)+82-51-200-3046T)+82-51-200-3040

64 Central F.W. Cooler 2

Type : S.W. Cooled Heat Dissipation : 4,000,000

Kcal/h Heat Transfer Area : 294.4 M2

ALFA-LAVAL M30-FM F) +82-2-3406-0701T) +82-2-3406-0714

65 M/T L.O. Cooler 2

Type : SUS Plate, F.W. Cooled Heat Dissipation : 760,000

Kcal/h Heat Transfer Area : 177.7 M2

ALFA-LAVAL M20-MFM F) +82-2-3406-0701T) +82-2-3406-0714

66 Stern Tube L.O. Cooler 1

Type : SUS Plate, F.W. Cooled Heat Dissipation : 5,000 Kcal/h

Heat Transfer Area : 2.1 M2 ALFA-LAVAL M6-MFM F) +82-2-3406-0701

T) +82-2-3406-0714




67 D/G F.W. Cooler 2

Type : S.W. Cooled Heat Dissipation : 2,707,300 Kcal/h

Heat Transfer Area : 51.5 M2 ALFA-LAVAL M15-MFM8 F) +82-2-3406-0701

T) +82-2-3406-0714

68 Oil Heating Drain Cooler 1

Type : S&T, F.W. Cooled Heat Dissipation : 90,000 Kcal/h

Heat Transfer Area : 3 M2 DONGHWA F) +82-51-970-1031

T) +82-51-970-1070

69 Aux. Condenser 1

Type : S&T, S.W. Cooled Heat Dissipation : 47,081,750

Kcal/h Heat Transfer Area : 405 M2

DONGHWA F) +82-51-970-1031 T) +82-51-970-1070

70 Main L.O.

Purifier Hearter

2 Type : S&T, Steam Heated

Heat Dissipation : 55,688 Kcal/h Heat Transfer Area : 2.55 M2

DONGHWA F) +82-51-970-1031 T) +82-51-970-1070

71 1st Stage

Feed Water Heater

Type : S&T

Heat Dissipation : 4,232,000 Kcal/h Heat Transfer Area : 100 M2

DONGHWA F) +82-51-970-1031 T) +82-51-970-1070

72 3rd Stage

Feed Water Heater

Type : S&T

Heat Dissipation : 2,037,199 Kcal/h Heat Transfer Area : 43.1

DONGHWA F) +82-51-970-1031 T) +82-51-970-1070

73 Deaerator 1

Type : Spray Scrubber Type Cap : 30 M3

Diposed Feed W. Q’ty :117,615 Disposed Feed Temp : 138.2

DONGHWA F) +82-51-970-1031 T) +82-51-970-1070

74

F.W. Generator (Distilling

Plant)

2

Type :Cond. Water Cooled (VSP-36-C125CC)

S.W. Cooled (VSP-36-C125SWC) Cap : 60 ton/Day

Max. Salinity (ppm) : 1.5

ALFA-LAVAL F) +45-39-53-6568 T) +45-39-53-6000

75 E/R Exhaust Vent. Fan 2

M.D. Axial flow, Reversible. Cap : 1,750M3/minx 15mmaq

Motor : 22kW x 1,175rpm

Hi-Press Korea Co., Ltd

AQ-1400/403

F) +82-55-346-3501 T) +82-55-346-3500

76 E/R Supply Vent. Fan 4

M.D Axial flow, Non-Reversible. Cap : 1,750M3/minx 50mmaq

Motor : 37kW x 1,175rpm

Hi-Press Korea Co., Ltd

AQ-1400/578

F) +82-55-346-3501 T) +82-55-346-3500

77

Boiler off leak gas extraction

fan for fuel gas pipe

2

M.D Centrifugal with Explosion proof Elec. Motor.

Cap : 60M3/minx 40mmaq Motor : 1.15kW x 1,123rpm

Hi-Press Korea Co., Ltd SLC-315 F) +82-55-346-3501

T) +82-55-346-3500

78 Exh. Fan for

Welding Space

1 M.D Axial flow.


Hi-Pres Korea Co., Ltd

ADW-500/280

F) +82-55-346-3501 T) +82-55-346-3500

79 Exh. Fan for Purifier Room 1

M.D Axial flow. Cap : 150M3/minx 50mmaq Motor : 3.7kW x 1,730rpm

Hi-Pres Korea Co., Ltd AQ-560/380 F) +82-55-346-3501

T) +82-55-346-3500

80 Exh. Fan for D/G Room 1

M.D Axial flow. Cap. : 300M3/minx 50mmaq Motor : 5.5kW x 1,740rpm


T) +82-55-346-3500

81 Exh. Fan for

Chemical Store

1 M.D Axial flow.



T) +82-55-346-3500

82 Exh. Fan for L.O. Grease

store 1

M.D Axial flow. Cap : 30M3/minx 40mmaq Motor : 1.5kW x 1,710rpm


T) +82-55-346-3500

83 Boiler Seal Air Fan 2

M.D Axial flow. Cap : 8M3/minx 1,100mmaq Motor : 6.3kW x 3,492rpm

Hi-Pres Korea Co., Ltd HT 5-700/D F) +82-55-346-3501

T) +82-55-346-3500


84 Incinerator W.O. Tank Exh. Fan

1 M.D Axial flow.

Cap : 8M3/min x 40mmaq Motor : 0.9kW x 1,710rpm

Hi-Pres Korea Co., Ltd

ADW-300/190

F) +82-55-346-3501 T) +82-55-346-3500

85 Dehumidifier 1

Type : M.D Horizontal, Honeycomb Desiccant.

Cap : Process air flow x EXT.Press

50M3/Hx 360Pa Reactivation flow x EXT.Press

35M3/Hx 100Pa

Munters Korea M-120 F) +82-2-865-8737

T) +82-2-865-8770

86 Incinerator 1 Type : Sludge Oil & Solid Waste

Burning Cap : 700,000 KCAL/H

Hyundai-Atlas Incinerator

MAXI150SL-1 WS

F) +82-32-583-0674 T) +82-32-583-0671

87 Oil Bilge Separator 1

TYPE : GRAVITY AND FILTERING

Cap. : 5 M3/H HANYOUNG

ENGINEERING HYN05000 F) +82-55-345-1684 T) +82-55-345-2933

88 Viscorator ForMain Boiler 1 Type : Pneumatic control VAF F) +31-78-617-7068

T) +31-78-618-3100

89 Flow Meter

For G/E M.D.O.

1

Type: Positive Displacement Flow Rate(L/H) :

Max:1,079, Nor:730, Min:180 Kinematic Viscosity:M.D.O. 13cst

@40

VAF F) +31-78-617-7068 T) +31-78-618-3100

90 Flow Meter

For G/E H.F.O.

1

Type: Positive Displacement Flow Rate(L/H) :

Max:10,665, Nor:8,089, Min:133

Kinematic Viscosity:H.F.O. 700cst @50

VAF F) +31-78-617-7068 T) +31-78-618-3100

91 Mineralizer 1 Type : Dolomite Cap : 5,000 L/H SAMKUN MIN-5000 F) +82-55-366-0129

T) +82-55-366-0130

92 Grease Extractor 1 Type : Filter Cloth

Cap : 5000L/H RWO BFG 4F F) +49-421-537-05-

40 T) +49-421-53-70-50

93 M.G.P.S 1 Type : Ionizing Electrode

Cap : 18,000 M3/H(For Scoop) 1,700 M3/H(For General Service)

KC Ind. F) +82-51-831-7726 T) +82-51-831-7720

94 Sterilizer 1 Type : Ultra Violet Cap : 2,000 L/H SAMKUN JSA-3000 F) +82-55-366-0129

T) +82-55-366-0130

95 Silver Ion Sterilizer 1 Type : Silver Ion

Cap : 5,000 L/H JOWA AB F) +46-31-795-45-40 T) +46-31-795-00-44

96 Calorifier 1

Type : Steam Heated with Electric Heating Coil (30kW x 2)

Flow Rate (L/H) : 2,000 Tank Cap.(L) : 1,500

Heating Range() : 10-70

KANGRIM F) +82-55-269-7795 T) +82-55-269-7786

97 Sewage

Treatment Plant

1 Type : Biological Cap : 60 Persons / Day

HAMWORTH KSE ST3A

F) +44-1202-668793 T) +44-1202-662675

98 F.W.

HydrophoreUnit

1

Type : Vertical Centrifugal Pump : 10 M3/H x 70 MTH x 2 sets

Tank : 2,000 L x 1 Set Motor : 7.5 kW x 3,600 rpm

SHINKO UH202M F) +44-1202-668793 T) +44-1202-662675




99 D.W.Hydrophore Tank 1

Type : Vertical Centrifugal Pump : 6 M3/H x 65 MTH x 2

sets Tank : 1,000 L x 1 Set

Motor : 5.5 kW x 3,600 rpm

SHINKO UH102M F)+44-1202-668793T)+44-1202-662675

100 Auto

Backflushing Filter

1 Cap. : 290 M3/H BOLL & KIRCH 6.61.07GR20 DN200

101 Ferrousion Generator 1 Cap. : 1200 M3/H Yokohama

Denco Co.,ltd FP-1200 F)+81-45-453-6143T)+81-45-461-5401

102 Unit Cooler For Workshop 1

Type : Package Cap : Cooling Cap : 54,000

Kcal/h Heating Cap : 43,000 Kcal/h

Hi-Pres KOREA

HIP -20WGDE

F) +82-55-346-3501T) +82-55-346-3500

103 Unit Cooler For

Boiler Test Room

1

Type : Package Cap : Cooling Cap : 9,000

Kcal/h Heating Cap : 8,600 Kcal/h

Hi-Pres KOREA

HIP -3WGE

F) +82-55-346-3501T) +82-55-346-3500

104 MSBD / ECR Air Cond. Plant 1

Type : Condensing & Central Unit

Cap : ABT. 144,480 Kcal/h

Hi-Pres KOREA F) +82-55-346-3501

T) +82-55-346-3500

105 Lathe 1

Cap : Center Distance : 2,000 MM

Swing Over Bed : 580 MM Motor(kW) : 7.5

GOMT NSL 580 x 2000G

F) +82-42-936-8105T) +82-42-936-8100

106 Drilling Machine 1 Type : Up-Right

Cap : Max. 50 MM Dia. Motor(kW) : 2.2

YOUNGKWANG NBTG-540 F) +82-54-776-6455T) +82-54-776-6456

107 Bench Drilling Machine 1 Cap : Max. 16 MM Dia.

Motor(kW) : 0.75 YOUNGKWANG YKD-20 F) +82-54-776-6455T) +82-54-776-6456

108 Pedestal Grinding Machine

1

Type : Double Wheel CaP : 300 MM Dia. x 1Set –

Heavy 150 MM Dia. x 1 Set - Fine

YOUNGKWANG YKGV -300 / 150

F) +82-54-776-6455T) +82-54-776-6456

109 Pipe Bender 1 Type : Hydraulic Motor Driven Cap : Pipe Dia. 4 Inch YOUNGKWANG TPB-4 F) +82-54-776-6455

T) +82-54-776-6456

110 Pipe Threading M/C 1 Cap. : Pipe Dia. 2inch YOUNGKWANG KSU 50A F) +82-54-776-6455

T) +82-54-776-6456

111 Band Sawing M/C 1 Stroke : 150MM

Tuba Dia. : 4inch YOUNGKWANG KDBS-200 F) +82-54-776-6455T) +82-54-776-6456

112 Plasma Cutting M/C 1 Cap : 16 MM YOUNGKWANG TKP-90P F) +82-54-776-6455

T) +82-54-776-6456

113 Gas Welder 1 Type : Central Installation

Oxygen Bottle : 10 EA Acetylene Bottle : 5 EA

Unitor KOREA F) +82-51-728-3848

T) +82-51-728-4900

114 Ballast Stripping Eductor 2

Type : Water Jet Stripping Driving Power : 245 M3/H x

1.1MPa Suction Capacity : 300 M3/H

Teamtec F) +47-37-19-98-90T) +47-37-19-98-00

115 Cuno Filter 1 Cap. : 4.5 M3/H Cuno Filteration 6SL2-KR F)+65-6863-8218 T)+65-6863-8283

116 Space Heater 10 Cap. : 25,000 Kcal/H Dongwha Entec. DH-2 F)+82-51-970-1031T)+82-51-970-1070



8.2 Tank Capacity Plan and List

Cargo Tanks

Capacities Centre of Gravity Max.

F.S.M. (m4) Compartment

Location Frame Number

Volume 100% (m3)

Volume 98.0% (Ton)

L.C.G. From Mid (Mid)

V.C.G. Above B.L. (Mid)

No. 1 CARGO TK

No. 2 CARGO TK

No. 3 CARGO TK

No. 4 CARGO TK

118.1 - 128.9

103.1 - 116.9

88.1 - 101.9

74.1 - 86.9

24619.3

43233.3

43233.3

38644.1

11339.6

19913.3

19913.3

17799.5

79.57

38.00

-10.19

-56.01

17.797

16.662

16.662

16.662

103566

206520

206520

184617

Total 149730.0 68965.7

Water Ballast Tanks S.G.=1.025

Capacities Centre of Gravity Compartment

Location Frame

Number Volume 100% (m3)

Weight 100% (Tons)

L.C.G. (m) V.C.G. (m)

Max. F.S.M. (m4)

FWD W.B. TK (P)

FWD W.B. TK (S)

No. 1 W.B. TK (P)

No. 1 W.B. TK (S)

No. 2 W.B. TK (P)

No. 2 W.B. TK (S)

No. 3 W.B. TK (P)

No. 3 W.B. TK (S)

No. 4 W.B. TK (P)

No. 4 W.B. TK (S)

A.P. TK

130.0 - 154.0

130.0 - 154.0

117.0 - 130.0

117.0 - 130.0

102.0 - 117.0

102.0 - 117.0

87.0 - 102.0

87.0 - 102.0

73.0 - 87.0

73.0 - 87.0

-6.1 - 17.0

2009.7

2009.7

6161.4

6161.4

6367.6

6367.6

6459.6

6459.6

5604.5

5604.5

2320.6

2060.0

2060.0

6315.5

6315.5

6526.8

6526.8

6621.1

6621.1

5744.6

5744.6

2378.7

107.08

107.08

76.63

76.63

36.39

36.39

-11.57

-11.57

-56.92

-56.92

-131.40

12.198

12.198

10.769

10.769

8.903

8.903

8.805

8.805

9.072

9.072

14.291

1361

1361

10884

10884

27780

27780

28957

28957

23824

23824

44268

Total 55526.4 56914.6

Fresh Water Tanks S.G.=1.000

Capacities Centre of Gravity

Compartment Location Frame


Weight 100% (Tons)

L.G. (m) V.C.G. (m)

Max. F.S.M. (m4)

DISTILLED W. TK (P)

DISTILLED W. TK (S)

DRINKING W. TK (P)

DOMESTIC F.W. TK (S)

-6.1 - 10.0

-6.1 - 10.0

10.0 - 17.0

10.0 - 17.0

268.4

268.4

197.1

197.1

268.4

268.4

197.1

197.1

-134.77

-134.77

-126.61

-126.61

18.943

18.943

18.863

18.863

305

305

374

374

Total 931.1 931.0

Fuel Oil Tanks S.G.=0.97


Location Frame


Weight 95% (Tons)

L.C.G. (m) V.C.G. (m)

Max. F.S.M. (m4)

FWD H.F.O BUNKER TK (P)

FWD H.F.O BUNKER TK (S)

AFT H.F.O BUNKER TK (P)

ATF H.F.O BUNKER TK (S)

HFO. SETT. TK (P)

HFO SETT. TK (S)

LOW SULPHUR FUEL TK (P)

LOW SULPHUR FUEL TK (S)

130.0 - 154.0

130.0 - 154.0

65.0 - 73.0

63.0 - 73.0

55.0 - 65.0

53.0 - 63.0

49.0 - 55.0

49.0 - 53.0

2570.1

2599.4

355.7

465.5

542.2

537.6

295.9

207.6

2395.4

2368.4

327.8

428.9

499.6

495.4

272.7

191.3

106.80

106.88

-82.47

-83.37

-89.48

-91.07

-95.78

-96.70

12.685

12.685

17.966

17.965

18.005

18.063

18.009

18.337

758

745

23

34

51

51

31

20

Total 7574.0 6979.5



Diesel Oil Tanks S.G.=0.850


Location Frame


Weight 95% (Tons)

L.C.G. (m) V.C.G. (m)

Max. F.S.M. (m4)

M.D.O. STOR. TK (S)

G / E M.D.O. SERV. TK (S)

IGG M.D.O SERV. TK. (P)

45.0 - 49.0

45.0 - 49.0

45.0 - 50.0

140.7

67.1

83.9

113.6

54.2

67.8

-99.90

-99.90

-99.50

15.813

23.613

23.613

20

20

26

Total 291.7 235.6

Lubricating Oil Tanks S.G.=0.900


Location Frame


Weight 95% (Tons)

L.C.G. (m) V.C.G. (m)

Max. F.S.M. (m4)

M.L.O. SUMP. TK (C)

M.L.O SETT. TK (S)

M.L.O STOR. TK (S)

M.L.O GRAV. TK (S)

G/T L.O. SETT. TK (P)

G/T L.O. STOR. TK (P)

G/E L.O. SETT. TK (S)

G/E L.O. STOR. TK (S)

S/T L.O. SUMP TK (S)

32.0 - 37.0

38.0 - 41.0

35.0 - 38.0

41.0 - 43.0

41.0 - 43.0

41.0 - 43.0

41.0 - 43.0

41.0 - 43.0

21.0 - 24.0

69.9

106.5

106.5

28.1

16.9

16.7

16.9

16.7

5.4

59.8

91.1

91.1

2 4.0

1 4.4

1 4.3

1 4.4

1 4.3

4.6

-109.94

-105.90

-108.30

-103.90

-103.90

-103.90

-103.90

-103.90

-119.44

2.746

20.461

20.461

16.765

23.627

23.598

23.627

23.598

2.163

102

15

15

5

1

1

1

1

1

Total 383.6 327.9

Miscellaneous Tanks S.G.=1.000


Location Frame


Weight 100% (Tons)

L.C.G. (m) V.C.G. (m)

Max. F.S.M. (m4)

C.W.TK

BILGE HOLDING TK

H.F.O. OVERFLOW TK

OILY BILGE TK

CLEAN DRAIN TK

SLUDGE TK

8.6 - 17.0

17.0 - 28.0

28.0 - 31.0

57.0 - 73.0

31.0 - 38.0

33.0 - 41.0

70.7

119.2

47.9

87.6

38.2

14.0

70.7

119.2

47.9

87.6

38.2

14.0

-125.80

-118.32

-113.87

-85.22

-109.39

-108.12

4.916

1.724

2.608

8.517

2.766

9.356

47

206

240

22

19

9

Total 339.5 339.5



8.3 Lubrication Oil Chart

NO. EQUIPMENT (MAKER/TYPE) Q'TY APPLICATION POINT KIND OF LUB. OIL AMOUNT (PER SET) UNIT REMARK OR CHANGE INTERVAL

1 SYSTEM OIL MOBIL DTE OIL HEAVY 120 M3 INCL. SUMP TK + GRAV. TK

2 NASH VACUUM PUMP UNIT MOBIL GREASE XHP 222 0.1 KG INITIALLY FILLED

1 TURNING GEAR MOBILE GEAR 629 10 L INITIALLY FILLED

1 GLAND CONDENSER MOBIL GREASE XHP 222 0.05 KG INITIALLY FILLED

1 Main Turbine

1 CONTROL UNIT RESERVOIR MOBIL DTE OIL HEAVY 300 L

2 L.O SUMP TANK MOBILE GARD 412 5,450 L INITIALLY FILLED 2 D/G Engine

2 GOVERNOR OIL MOBIL RARUS SHC 1026 4.6 L INITIALLY FILLED

2 GEAR COUPLING MOBILE GEAR 636 3 L

2 L.O TANK (TURBINE BED) MOBIL DTE OIL HEAVY MEDIUM 4800 L 3 GENERATOR TURBINE

2 GOVERNOR MOBIL DTE OIL HEAVY MEDIUM 4 L

4 G/E STARTING AIR COMPERSSOR 2 BREATHER PIPE OR SIDE COVER MOBIL RARUS 427 / MOBIL RARUS 827

41.6 L MOBIL RARUS 827 TO BE USED AFTER RUNNING IN ABOUT 300HRS

3 GEAR AND BEARING MOBIL RARUS SHC 1025 60.0 L

5 CONTROL/WORKING AIR COMPRESSOR

3 MOTOR BEARING MOBIL GREASE XHP 222 LITTLE L

INITIAL FILLING BY ATLAS COPCO OIL OTHER OIL USED AFTER TAKING FOLLOWING PRECAUTIONS.

- THE PREVIOUS USED OIL SHOULD FIRST BE DRAINED AND THE SYSTEM FLUSHED.

- THE OIL FILTER SHOULD BE REPLACED.

BOILER FEET 2 BOILER FEET MOBIL GREASE XHP 222 0.08 KG

8 CHECK VALVE(1B, 4B, 11B, 12B) MOBIL GREASE XHP 222 0.4 KG

4 GLOBE/ANGLE VALVE(3B, 13B) MOBIL GREASE XHP 222 0.2 KG

2 G. CHECK VALVE(71B) MOBILUX EP 0 3.5 KG

2 ANGLE VALVE(131B) MOBILUX EP 0 3 KG

2 GATE VALVE(132B) MOBIL GREASE XHP 222 0.2 KG

VALVES

2 G. CHECK VALVE(141B, 145B) MOBIL GREASE XHP 222 0.4 KG

6 ACCESSORIES

LONG RETRACTABLE TYPE SOOT BLOWER 2 GEAR MOTOR MOBILUX EP 0 1 KG




TRIGGER PIN & GEAR MOBIL GREASE XHP 222 0.4 KG LONG RETRACTABLE TYPE SOOT BLOWER

TRAVELLING HEAD & FEED SCREW MOBILUX EP 0 1.6 KG

GEAR & CHAIN MOBIL GREASE XHP 222 1.6 KG ROTARY TYPE SOOT BLOWER

REDUCTION GEAR MOBIL TEMP SHC 100 9.6 KG

COUPLING MOBIL GREASE XHP 222 2.1 KG

INLET VANE CONTROL LEVER MOBIL GREASE XHP 222 0.06 KG FORCED DRAFT

FAN

BEARING MOBIL GREASE XHP 222 0.5 KG

FUEL OIL PUMP BEARING MOBIL GREASE XHP 222 0.12 KG

DAMPER BEARING MOBIL GREASE XHP 222 0.04 KG AIR DUCT DAMPER

WORM-GEAR ROD MOBIL GREASE XHP 222 0.01 KG

CHEMICAL INJECTION EQUIP. PUMP CASE MOBIL DTE OIL HEAVY 8.4 L

N2H4 INJECTION EQUIP. PUMP CASE MOBIL DTE OIL HEAVY 8.4 L

2 GREASE CASE CASTROL SPHEEROL SX2 9 KG

2 F.O RESERVOIR ETHYLENE GLYCOL 5 L

1 SEAT POT FOR VALVE (232B-P, S) ETHYLENE GLYCOL 3.60 L

6 ACCESSORIES

FEED WATER MOTOR VLAVE

6 SEAT POT FOR VALVE (232B) ETHYLENE GLYCOL 5 L

M.D.O 1 SPINDLE MOBIL GEAR 629 6.3 L INITIALLY FILLED (CPL 100) 7 PURIFIER

MAIN L.O 2 SPINDLE MOBIL GEAR 629 12.6 L INITIALLY FILLED (CPL 100)

2 L.O TANK MOBIL DTE OIL HEAVY MEDIUM 760 L 8 BOILER F.W. PUMP TRUBINE

2 GOVERNOR MOBIL DTE OIL HEAVY MEDIUM 2.0 L




MAIN & AUX S.W CIRC. P/P 2 PUMP COUPLING SIDE BEARING MOBIL GREASE XHP 222 0.5 KG INITIALLY FILLED

MAIN CONDENSATE PUMP 2 PUMP COUPLING SIDE BEARING MOBIL GREASE XHP 222 0.1 KG INITIALLY FILLED

CONDENSATE DRAIN PUMP 3 PUMP COUPLING SIDE BEARING MOBIL GREASE XHP 222 0.1 KG INITIALLY FILLED

DUMP DRAIN PUMP 1 PUMP COUPLING SIDE BEARING MOBIL GREASE XHP 222 0.1 KG INITIALLY FILLED

1 PUMP COUPLING SIDE BEARING MOBIL GREASE XHP 222 0.1 KG INITIALLY FILLED

PUMP END SIDE BEARING MOBIL GREASE XHP 222 0.1 KG INITIALLY FILLED WATER SPRAY PUMP

PUMP SIDE GEAR COUPLING MOBIL GEAR 636 0.2 L

BALLAST PUMP 3 PUMP COUPLING SIDE BEARING MOBIL GREASE XHP 222 0.3 KG INITIALLY FILLED

COLD START BOILER F.W. PUMP 1 CRANK CASE MOBIL DTE OIL HEAVY MEDIUM 0.1 L

1 COUNTER / CRANK SHAFT BEARING MOBIL GREASE XHP 222 0.1 KG INITIALLY FILLED

9 E/R CENT. PUMP

E/R BILGE PUMP

OIL BOX OR GEAR CASE MOBIL DTE OIL HEAVY MEDIUM 0.3 L

H.F.O. TRANS. PUMP 1 OILER MOBIL DTE OIL HEAVY MEDIUM 0.3 L

WASTE OIL TRANS PUMP 1 GREASE POINT MOBIL GREASE XHP 222 0.2 KG

1 OILER MOBIL DTE OIL HEAVY MEDIUM 1.2 L M.D.O. TRANS. PUMP

GREASE POINT MOBIL GREASE XHP 222 0.3 KG

1 OILER MOBIL DTE OIL HEAVY MEDIUM 0.3 L INCIN. MDO SERVICE

PUMP

1 GREASE POINT MOBIL GREASE XHP 222 0.1 KG

OILY BILGE PUMP 1 GREASE POINT MOBIL GREASE XHP 222 0.2 KG

FO ADDITIVE PUMP 1 OILER MOBIL DTE OIL HEAVY MEDIUM 0.3 L

M.D.O. PUIR. SUPPLY PUMP 1 OILER MOBIL DTE OIL HEAVY MEDIUM 0.3 L

10 E/R GEAR PUMP

1 GREASE POINT MOBIL GREASE XHP 222 0.1 KG

1 WO PUMP GEAR BOX MOBIL GEAR 630 0.3 L 11 INCINERATOR

1 MILL PUMP SEAL BOX MOBIL DTE 16M 0.7 L



NO. EQUIPMENT (MAKER/TYPE) Q'TY APPLICATION POINT KIND OF LUB. OIL AMOUNT (PER SET)

UNIT REMARK OR CHANGE INTERVAL

PURI. ROOM EXH. FAN

1 GREASE NIPPLE FOR SHAFT BEARING MOBILITH SHC 460 0.2 KG INITIALLY FILLED

D/G ROOM EXH. FAN 1 GREASE NIPPLE FOR SHAFT BEARING MOBILITH SHC 460 0.2 KG INITIALLY FILLED 12 E/R FAN

E/R FAN 6 GREASE NIPPLE FOR SHAFT BEARING MOBILITH SHC 460 1.8 KG INITIALLY FILLED

13 MSBD / ECR AIR COND. PLANT 2 COMPRESSED CRANK CASE MOBIL ARCTIC EAL 100 60 L

FOR WORKSHOP 1 COMPRESSOR CRANK CASE MOBIL ARCTIC EAL 32 7.6 L INITIALLY FILLED 14 UNIT COOLER

FOE BOILER TEST ROOM 1 COMPRESSOR CRANK CASE MOBIL ARCTIC EAL 32 1 L INITIALLY FILLED

1 HEAR STOCK & GEAR BOX MOBIL DTE 13M 10 L INITIALLY FILLED 15 LATHE

APRON AND ETC. MOBIL DTE 13M 2 L INITIALLY FILLED

1 COLUMN SIDE, SPINDLE & TABLE / HEAR GEAR BOX

MOBIL DTE 13M 3 L INITIALLY FILLED DRILLING MACHINE

1 COLUMN GEAR MOBIL GREASE XHP 222 0.2 KG INITIALLY FILLED

1 SLEEVE, BAND GEAR BOX & SPINDLE MOBIL DTE 13M 0.3 L INITIALLY FILLED BENCH DRILLING

MACHINE 1 COLUMN GEAR MOBIL GREASE XHP 222 0.2 KG INITIALLY FILLED

HYD. PIPE BENDER 1 OIL TANK MOBIL DTE 13M 11.0 L INITIALLY FILLED

PIPE THREADING MACHINE 1 GEAR BOX, SHAFT MOBIL GREASE XHP 222 0.2 KG INITIALLY FILLED

MOBIL DTE 13M 0.3 L INITIALLY FILLED

16 WORKSHOP MACHINERTY

BAND SAWING MACHINE

1 FRAME / GEAR COVER, ROD & HYDRO.

PUMP MOBIL DTE 16M 0.2 L INITIALLY FILLED

MAIN L.O. SYSTEM MOBIL DELVAC 1 /5W-40 114 L

W / W GOVERNOR MOBIL DELVAC 1 /5W-40 3 L INITIALLY FILLED 17 EM’CY GENERATOR 1

HYDRAULIC STARTER MOBIL DTE 11M 30 L INITIALLY FILLED

MAIN GENERATOR FOR D/G 2 SLEEVE BEARING MOBILGRAD 412 2 L/MIN 18

MAIN GENERATOR FOR T/G 2 SLEEVE BEARING MOBIL DTE OIL HEAVY MEDIUM 4 L/MIN





FOR MAIN & AUX S.W. CIRC. P/P

2 BOTTOM SIDE / TOP SIDE MOBIL GREASE XHP 222 0.9 / 1.3 KG

FOR EM’CY FIRE PUMP


FOR WATER SPRAY PUMP


FOR BALLAST PUMP

3 BOTTOM SIDE / TOP SIDE MOBIL GREASE XHP 222 0.5 / 1 KG

FOR BOILER F.W PUMP 1 DE SIDE / NDE SIDE MOBIL GREASE XHP 222 0.1 / 0.1 KG

19 ELECTRIC MOTOR

FOR OTHER CENT. PUMPS DE SIDE / NDE SIDE MOBIL GREASE XHP 222 A LITTLE KG

PUMP, SYLINDER & PIPE MOBIL SHC 536 3860 L 20 STEERING GEAR 1

HYD. OIL STORAGE TANK MOBIL SHC 536 3000 L

21 PROPELLER BONNET 1 BONNET INSIDE MOBIL GREASE XHP 222 220 KG

22 INTER. SHAFT BEARING 2 BERATING & OIL BATH MOBIL DTE OIL HEAVY 60 L

FWD / AFT SEAL CHAMBER MOBIL DTE OIL HEAVY 10 L

FWD SEAL TANK MOBIL DTE OIL HEAVY 15 L 23

STERN TUBE SEAL

(AFT & FWD) 1

PIPE LINE MOBIL DTE OIL HEAVY 20 L

STERN TUBE INSIDE MOBIL DTE OIL HEAVY 1650 L

S/T L.O. TANK MOBIL DTE OIL HEAVY 180 L

S/T L.O. SUMP. TANK MOBIL DTE OIL HEAVY 5,400 L

24 STERN TUBE BEARING & SYSTEM 1

PIPE LINE MOBIL DTE OIL HEAVY 100 L

25 HYD. NUT FOR PROP. SHAFT 1 HYD. POWER PUMP MOBIL DTE 13M 18 L INITIALLY FILLED

26 MAIN AIR COND. PLANT 2 COMPRESSOR CRANK CASE MOBIL ARCTIC EAL 100 150 L

27 AUX. AIR COND. PLANT 2 COMPRESSOR CRANK CASE MOBIL ARCTIC EAL 100 65 L

28 PROV. REF. PLANT 2 COMPRESSOR CRANK CASE MOBIL ARCTIC EAL 68 12 L



NO. EQUIPMENT (MAKER/TYPE) Q'TY APPLICATION POINT KIND OF LUB. OIL AMOUNT UNIT REMARK OR CHANGE INTERVAL

1 GEAR CASE OFTRACTION MOBIL GEAR 630 6.0 L INITIALLY FILLED

GUIDE RAILS MOBIL DTE 13M 2 L INITIALLY FILLED

BEARING PARTSOF TRACTION MACH. MOBIL GREASE XHP 222 0.3 KG INITIALLY FILLED

CAGE DOOR & SAFETY DEVICE MOBIL DTE 13M 2 L INITIALLY FILLED

GOVERNOR & GOV. TENSION SHEAVE MOBIL DTE 13M 2 L INITIALLY FILLED

29 CREW ELEVATOR

AROUND ENTRANCE DOOR MOBIL DTE 13M 2 L INITIALLY FILLED

1 HYD. POWER PACK MOBIL AERO HF 1,000 L

1 ACCUMULATOR UNIT FOR POWER UNIT MOBIL AERO HF 280 L

3 ACCUMULATOR FOR ESD VALVE MOBIL AERO HF 92 L

8 SOLENOID VALVE BOX MOBIL AERO HF 60 L

2 HAND PUMP MOBIL AERO HF 13 L

CARGO VALVE

HYD PIPE LINE MOBIL AERO HF 1,228 L

1 HYD. POWER PACK MOBIL AERO HF 1,000 L

1 ACCUMULATOR UNIT FOR POWER UNIT MOBIL AERO HF 5 L

1 SOLENOID VALVE BOX MOBIL AERO HF 2 L

1 SOLENOID VALVE BOX MOBIL AERO HF 2.5 L

9 / 64 HAND PUMP / ACTUATOR MOBIL AERO HF 13 L

30

CATGO & BALLAST VALVE,

REMOTE CONTROL SYSTEM

BALLAST / FO / BILGE / SHIPSIDE SIDE

HYD PIPE LINE MOBIL AERO HF 1,264 L

4 STEAM HEATER MOBIL THERM 603 1,680 L MAKER : BP

4 GEAR BOX BEARINGS MOBIL DTE 846 28.0 L MAKER : BP

2 HD MOTOR MOBIL DTE 16M 12.0 L

31 HD / LD CARGO COMP.

2 LD MOTOR MOBIL DTE 16M 9.0 L

32 N2 GENERATOR 2 SCREW AIR COMPRESSOR OIL SUMP. MOBIL RARUS SHC 1025 68 L




8 HYD. ACTUATOR CYLINDER (HQ25) MOBIL DTE 11M 1 L

33 CRYOGENIC BALL VALVE

1 HYD. ACTUATOR CYLINDER (HQ50) MOBIL DTE 11M 3 L

6 HYD. ACTUATOR CYLINDER (ACTO200) MOBIL DTE 11M 2 L

19 HYD. ACTUATOR CYLINDER (ACTO400) MOBIL DTE 11M 18.5 L


34 CRYOGENIC B / F VALVE


5 TRANSMITTER MOBIL DTE 13M 6.5 L

5 ACTUATOR MOBIL DTE 13M 2.0 L 35 MANUAL HYD. OPERATING UNIT

PIPE MOBIL DTE 13M 12.0 L

36 FWD H.F.O. TRANS. PUMP

1 OILER MOBIL DTE OIL HEAVY MEDIUM 0.3 L

37 HOLD BILGE PUMP

7 OILER MOBIL DTE 13M 1.4 L INITIALLY FILLED

2 AIR BLOWER MOTOR MOBIL GREASE XHP 222 0.1 KG

2 AIR BLOWER MOBIL DTE BB 8.0 L

F.O.P. MOTOR MOBIL GREASE XHP 222 0.04 KG

1 COMP. FOR IG CHILLER UNIT MOBIL ARCTIC EAL 100 50.0 L

1 GLYCOL CIRC. PUMP IG CHILLER MOBIL GREASE XHP 222 0.04 KG

38 INERT GAS GENERATOR

1 FAN FOR IG DRYER MOBIL GREASE XHP 222 0.04 KG

DRIVING RECUCER MOBIL SHC 630 6.0 L INITIALLY FILLED 1

AIR UNIT MOBIL SHC 524 0.2 L NITIALLY FILLED 39 EM’CY TOWING SYSTEM

2 GREASE POINT MOBILITH SHC 460 0.5 KG NITIALLY FILLED





ENCLOSED GEAR MOBIL SHC 632 180 KG INITIALLY FILLED

GREASE NIPPLE MOBILITH SHC 460 12 KG INITIALLY FILLED

CLOSED GEAR MOBIL SHC 632 130 L

WINDLASS (W1, W2) 2

HYDRAULICS AND PIPES MOBIL SHC 526 630 L

CLOSED GEAR MOBIL SHC 632 1,029 KG

GREASE NIPPLE MOBILITH SHC 460 42 KG INITIALLY FILLED

CLOSED GEAR MOBIL SHC 632 1,029 L

MOORING WINCH (M1 – M7)

7

HYDRAULICS AND PIPES MOBIL SHC 526 1,155 L

40 DECK MACHINERY

SERVO PUMP UNIT 1 OIL TANK MOBIL DTE 11M 78 L

HEADTANK MOBIL SHC 626 960 L

PIPES MOBIL SHC 626 120 L

SIDE OF COUPLING CASING MOBILGREASE XHP 222 2 KG

41 BOW THRUSTER 1

THRUSTER MOTOR MOBILGREASE XHP 222 0.3 KG INITIALLY FILLED

(LIFTING POST) ELEC. MOTOR ROOM FAN

MOBILITH SHC 460 0.2 KG INITIALLY FILLED

CARGO COMP. ROOM FAN MOBILITH SHC 460 0.2 KG INITIALLY FILLED

PIPE DUCT FAN MOBILITH SHC 460 0.2 KG INITIALLY FILLED

42 VENT FAN 1

PASSAGE WAY FAN MOBILITH SHC 460 0.2 KG INITIALLY FILLED

HOSTING WINCH MOBIL SHC 630 6 L

AIR MOTOR FOR HOISTING MOBIL SHC 524 0.3 L

WIRE ROPE MOBILARMA 798 20 KG

43 ACCOMMODATION LADDER 2

GREASE POINT MOBILITH SHC 460 10 KG

ROPE LADDER HOISTING MOBIL SHC 630 3 L 44 PILOT LADDER REEL 2

AIR MOTOR FOR HOISTING MOBIL SHC 524 0.3 L





ENCLOSED GEAR MOBIL SHC 630 44 L

WIRE ROPE MOBILARMA 798 10 KG 45 LIFE BOAT DAVIT & WINCH 2

BEARINGS MOBILITH SHC 460 4 KG INITIALLY FILLED

2 HYDRAULIC OIL ON SYSTEM MOBIL DTE 13M 1,800 L

4 SLEW GEAR BOX OIL MOBIL SHC 630 40 L INITIALLY FILLED

2 WINCH GEAR BOX OIL MOBIL SHC 630 5.0 L INITIALLY FILLED

- WIRE ROPE MOBILARMA 798 20.0 KG INITIALLY FILLED

- ROLLER / BALL BEARING MOBILITH GREASE XHP 222 20.0 KG INITIALLY FILLED

- PLAIN BEARING BROZE MOBILITH GREASE XHP 222 10.0 KG INITIALLY FILLED

46 HOSE HANDLING CRANE

- OPEN GEAR MOBILITH 375 NC 10 KG INITIALLY FILLED

2 HYDRAULIC OIL ON SYSTEM MOBIL DTE 13M 1,000 L

4 SLEW GEAR BOX OIL MOBIL SHC 630 28.0 L INITIALLY FILLED

2 WINCH GEAR BOX OIL MOBIL SHC 630 3.0 L INITIALLY FILLED

- WIRE ROPE MOBILARMA 798 20.0 KG INITIALLY FILLED

- ROLLER / BALL BEARING MOBILITH GREASE XHP 222 20.0 KG INITIALLY FILLED

- PLAIN BEARING BROZE MOBILITH GREASE XHP 222 10.0 KG INITIALLY FILLED

47 PROVISION CRANE (PORT & STBD SIDE)

- OPEN GEAR MOBILITH GREASE XHP 222 10 KG INITIALLY FILLED

AIR WINCH MOBIL SHC 630 3 L INITIALLY FILLED

HOISTING ROPE MOBILARMA 798 5 KG INITIALLY FILLED

BEARING MOBILITH SHC 460 4 KG

48 EM’CY CARGO PUMP HANDLING UNIT 2

FILTER & OILER UNIT MOBIL DTE 13M 0.4 L INITIALLY FILLED

GEAR BOX FOR REDUCER MOBIL SHC 630 60 L 4

MOTOR BEARING MOBILITH SHC 460 0. 8 KG 49 CAPSTAN

1 OILER SET MOBIL SHC 524 2.8 L





GEAR BOX FOR REDUCER MOBIL SHC 630 4.6 L 2

MOTOR BEARING MOBILITH SHC 460 0.4 KG 50

FIRE WIRE REEL

1 OILER SET MOBIL SHC 524 1.4 L

WINCH GEAR BOX MOBIL SHC 630 1 L

FALL WIRE ROPE MOBILARMA 798 2.0 KG

MOTOR BEARING MOBILITH SHC 460 0.4 KG

51 REMEDY HANDLING DAVIT & PORTABLE DAVIT 2

OILER SET MOBIL DTE 13M 1.4 L

ENGINE OIL MOBIL DELVC 1/5W-40 7.0 L

GEAR BOX MOBIL DELVC 1/5W-40 2.2 L 52 LIFE BOAT 2

STERN TUBE MOBIL DET OIL HEAVY 0.2 KG

Machinery Operating Manual Transfer

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