SIMULATION

Emergency Generator
- Location – accommodation block – upper deck level
- Start automatically on power failure from main generator – to em’cy switch
board
- Supply to essential service without the need for external services such as
starting air, fuel oil supply and cooling water.
- It is used to get the ship under power from ‘ dead ship condition ‘
- The cooling water is radiator cooled.
- The engine is normally started by means of electric starter motor, power to
motor being supplied by batteries
• - The engine is an in line 6 cylinders turbo charged engine with a self contained
cooling water system.
• - The cooling water is radiator cooled, and circulated by an engine driven pump.
• - A thermostat maintains a water outlet temperature of 82 to 93 degree C.
• - Air is drawn across the radiator by an engine driven fan.
• - The cooling water is circulated by an engine driven pump, which also supplied
cooling water to the lubricating oil cooler.
• - An electric heater is fitted to keep the cooling water at 40 50 deg C when the
engine is on automatic standby.
• - The engine running gear is forced lubricated, an engine driven gear pump
drawing oil from the integral sump and pumping it through the cooler and then
through a filter before being supplied to the lubricating oil rail.
• - The engine is normally started by means of an electric starter motor, power to
motor being supplied by batteries, which are on constant charge while the ship is
in servive.
• - The engine should be started at least once per week and run up to full load
monthly.
• - Whenever the engine has been started, the diesel oil tank must be checked and
refilled if the level has dropped to or below the ‘24’ hour operation level.
• Procedure to prepare the em’cy generator

• 1. Ensure that engine is switch to local control or test on

• 2. Check the level of oil sump, top up as necessary
• 3. Check level of water in the radiator, top us necessary
• 4. Check diesel oil in service tank for emergency generator.
• 5. Open valves on fuel supplied line to engine
• 6. Turn the switch to remote operation, and then set the engine for automatic
stand-by in the control room.
• Procedure for testing emergency generator

• 1. The MSB is supplying the emergency switchboard.

• 2. Auto mode selected at the engine operation switch.
• 3. Turn operation switch to ‘ Test ‘
• 4. Engine will receive start signal.
• 5. Start will fail if low speed is not detected.
• 6. Start will fail if voltage build up is not detected.
• 7. Emergency generator run light is illuminated.
• 8. Open the bus tie ACB.
• 9. With the emergency generator control mode AUTO selected the emergency
generator ACB will close.
• 10. Alternatively operate the ACB with manual switch. The emergency generator
ACB closed light is illuminated. The emergency generator now feed the
emergency switch board.
• 11. Turn test switch to NORMAL, the emergency generator ACB will open if a
supply from the MSB is detected.
• 12. The bus tie from MSB will close.
• 13. Manually stop the emergency generator.
• 14. Select AUTO on the engine operation switch.

• Emergency Generator Feeder panel.

• This feeder panel gets the supply from only one of the following at one time:
• Main switch board STBD feeder panel or emergency generator.
• Emergency 440 and 220 volt Feeder panel.
• Auxiliary Boiler Firing on Diesel Oil Procedure.
• 1. Confirm D.O service tank level is sufficient
• 2. Open valves on pipe lines for boiler burning system
• 3. Open valves on pipe lines for boiler ignition system
• 4. Switch on the breakers for DO supply pump, DO ignitor pump
• 5. Check that aux. boiler is on diesel mode.
• 6. Start on of DO supply pump on manual to obtain the pressure
• 7. Select Auto for both DO supply pump
• 8. Take feed water in boiler. Check water level in gauge glass
• 9. Switch on breakers for primary and secondary Fans and start both fans.
• 10. Switch on the smoke density meter
• 11. Confirm the boiler air vent valve is opened.
• 12. Confirm no trip condition on boiler alarm panel
• 13. Aux. Boiler can be fired on Manual or Auto.
• Firing of Auxiliary boiler on Manual Mode.

• 1. Keep the burners ( no.1 & no.2 ) “ Auto/Manual “ switch on Manual.

• 2. Start Pre-purging and check the furnace draft pressure ( A low pressure will
indicate fouled air register ). “ Damper Open “ light will come.
• 3. Once pre-purging is finished, start the ignition ( press “ Ignition Start “ PB )
• 4.. Once pre-purging light is on and “ Igniter Flame Eye OK” is lit steadily on the
sequence panel for a few seconds, press the Burner “ Start “ button.
• 5. Once “ Aux. boiler firing “ light is on and is stable for few seconds, stop ignition
( press ‘ Ignition Stop “ PB )
• 6. Check the smoke density meter and regulate Air/fuel ratio to ensure that
smoke density is normal.
• 7. Raise the steam pressure very slowly and shut the vent valve.
• 8. Once aux. boiler is stable, firing mode can be changed over to Auto. Switch thr
• Boiler Change over from DO to FO

• 1. Ensure 7K service steam is available

• 2. Confirm HFO settling and service tank is sufficient
• 3. Open FO valves on pipelines for boiler FO burning system
• 4. Switch on breakers for FO supply pump
• 5. Start one of the FO supply pump on Manual to obtain correct pressure
• 6. Select auto for both FO supply pumps for ensure stand by.
• 7. Open heating steam valve for aux. boiler FO heater in used.
• 8. Set the aux. boiler temperature setting to 100’C from aux. boiler fuel oil
system.
• 9. Ensure that the Aux. Boiler F.O heater outlet temperature is 100’C approx.
• 10. Open the FO valve to main burner on Pipe Line Panel.
• 11. Change over the Aux. Boiler Fuel Mode Switch from DO to FO from Aux. Blr
FO panel.
• 12. Shut the Aux. Boiler main burner DO valve.
• 13. Ensure that Aux. Boiler fires normally on FO.
• Diesel Generator Engine

• Capacity 800 kW at 720 rpm

• 440V, 60 Hz, p.f 0.8
• Generator engine can be started from ECR or from local control station

• Air system
• 1. Generator engine can get air from main air bottle as well as em’cy air bottle.
• 2. Minimum pressure required for 10 kg/cm2
• Fuel system.

• 1. can run HFO or DO

• 2. two fuel oil( DO/FO ) supplied pumps, circulating pumps and supplied pump
• 3. At dead ship or black out, can be started on DO by opening bypass of DO
supplied pump.
• 4. To start HFO , temp. should be greater than 60’C
• 5. Starting fuel oil pump, Viscotherm, opening a steam to heater and opening a
warming up valve of HFO valve of individual generator can increase temperature
of HFO at generator.
• 6. Main and generator Viscotherm is common.
• LO system.

• 1. To start GE from any station ( Local or remote ) LO pr should be more than 0.6
kg/cm2
• 2. LO priming pump can be started on manual or auto.
• 3. LO priming pump breaker is on em’cy generator bus bar.
• 4. Once GE started, LO priming pump will out off.
• JKT cooling water system

• 1. Check water level in expansion Tk. Filled up from FW hydrophone outlet.

• 2. Check JKT water pump running and lines set.
• 3. Check JKT cooling water pressure from GE panel.

• Local start.

• 1. Check air pressure is more than 10 bar.

• 2. Check LO priming pump running
• 3. Check LO pressure is more than 0.6 kg/cm2
• 4. If starting from Dead ship in port, Check diesel oil line is set from gravity line
• 5. GE diesel oil inlet and outlet valves are open.
• 6. Pressing START button can start generator.
• 7. Cooling SW is coming from auxiliary SW pump.
• 8. Check SW line to generator LO cooler and to JKT cooling water cooler.
• 9. Generator can be taken on load from MSB after putting REMOTE/LOCAL lever
at local station to remote.

• Remote Start

• 1. GE can be started from MSB and ECR.

• 2. To start from remote, REMOTE/LOCAL lever at local station should be set
remote.
• 3. Starting checks are same as of local start.
• Auto Start

• 1. GE will start on auto only if ATAND BY light is on MSB.

• 2. Even after pressing START Button from any station STANDBY GE
• 3. Standby GE will start on AUTO as power demand.
• 4. If only one GE is coupled to MSB, SB GE will start if total load exceed more than
set value.
• 5. If two GEs are coupled to MSB, SG GE will start if total load exceed more than
set value.
• Auto Stop.

• 1. If two GE’s are running on AUTO synchro mode and coupled to MSB. According
to priority setting one generator will get off load if total load drop below set value
• 2. GE will get off load only if total load remain less than set value more than one
minutes.
• 3. After off loaded generator will stop on auto after 30 seconds.
• Starting of generator and manual synchronizing

• 1. Observe the voltage and frequency meter of incoming generator

• 2. The frequency and voltage of incoming generator bus bar must be with in
acceptable limits. ( with in 0.2 % of bus bar frequency and with in 5% of bus bar
voltage ).
• 3. Adjust the frequency through incoming generator govern knob. It increase or
decrease the fuel setting in the generator. As frequency is proportional to the rpm
of diesel engine.
• 4. Adjust the voltage through excitation voltage knob of incoming generator. It
adjust the excitation voltage to alternator for developing voltage.
• 5. Switch on the synchroscope
• 6. Put the knob to incoming generator
• 7. Monitor the pointer or LED’s of sychroscope
• 8. Monitor the direction of the pointer will represent the incoming generator
frequency
• 9. Position of the pointer will represent the incoming generator phase position
• 10. Fine tune the incoming generator governor setting such that the
synchroscope pointer rotate in fast direction in clockwise direction. We can avoid
reverse power trip.
• 11. Switch on the circuit breaker of incoming generator when synchroscope
pointer is at 11 o’clock.
• 12. 12 o’clock indicates that incoming generator voltage in phase with the bus bar
voltage.
• 13. Switch off the synchroscope to avoid over heating.
• Automatic Synchronizing

• 1. Automatic synchronizing unit senses the frequencies and voltage of bus bar
and incoming generator.
• 2. It sends the signals to AVR and generator of incoming generator.
• 3. Breakers closing signals is sent on completion of synchronization.
• Lamp sequence method.

• 1. In case synchroscope is defective the lamp sequence method can be used.

• 2. Bring the voltage and frequency of incoming GE equal to busbar as mentioned
in synchroscope method.
• 3. Select the lamp sequence installed on MSB.
• 4. It displays the rotation of brightness which indicates whether the incoming
machine is running fast or slow.
• 5. Fine tune the frequency of incoming GE such that the lamp sequence must
appear to rotate slowly clockwise. ( Fast ).
• 6. Switch on the circuit breaker of incoming GE when center ( top )lamp is dark
and other two lamps are equally light.
• This unit prevent the incoming circuit breaker from closing unless the voltage,
frequency and phase angle differences are within preset limits.
• Types of damage due to incorrect synchronizing reported include
• 1. Deformation of stator windings
• 2. Movement between the stator core and frame
• 3. Failure of rotor diodes on brushless alternator
• 4. Twisted rotor shafts
• 5. Localized crushing of shafts end keyway.
• 6. Broken coupling
• Semi-Auto Synchro
• 1. On this mode respective generator synchronizes, comes on load and shares
load with running generator automatically, on being started by the operator.
• 2. Generator will not start or stop automatically.

• Changing generator from Diesel oil to Heavy oil

• 1. Open the suction and discharge valve of ME/GE fuel oil supply and circulating
pump.
• 2. Pump can take suction from heavy oil settling or service tank.
• 3. Set fuel oil line of Viscotherm, heater, return pipe and bypass valve of
generator.
• 4. Check the generator heavy fuel oil system from mimic pipe line.
• 5. Open the steam to heater
• 6. Set the Viscotherm viscosity controller to obtain 12-15 cSt at generator.
• 7. Start the circulating of HFO and open the warming up/by pass valve of
generator.
• 8. Check the temperature before generator has reached to a temperature
equivalent to Viscotherm set viscosity.
• 9. For changing generator from DO to HFO first open the inlet and oulet valve of
HFO. Then shut the warming up valve of HFO, inlet/outlet valve of DO.
• 10. Check fuel oil pressure
• SHAFT GENERATOR ( SG )

• Capacity 600 kW, 440V, 60 Hz, pf 0.8.

• Prepare and couple the shaft Generator to main bus bar.

• 1. Check whether the ME rpm is more than 80
• 2. Now shaft generator is ready to take load.
• 3. Turn the excitation ON.
• 4. Check voltage and Hz from panel.
• 5. SG can be coupled to MSB either on AUTO or MANUAL mode.
• 6. For operating the shaft generator, Turbo generator can be off loaded and
stopped if required.
• Shaft generator network

• In addition to auxiliary generators an electrical network may also consist of shaft

generator SG driven by the main engine.
• In some installations shaft generator are used only for driving thrusters during
maneuvering while in others they supply the ship’s network.
• For this reason some interconnection are required to avoid overload or damage
to the network.
• The following feeder combination, for example, are prohibited.
• 1. If the bus tie breaker is closed, the SG breaker are interlocked in the open
position
• 2. If the SG breaker is closed, the bus tie breaker is interlocked in the open
position.
• 3. If the bow thruster breaker is closed, the SG breaker is interlocked in the open
position.
• 4. When synchronizing the SG in parallel with DG, the DG breaker has to be open
with a time delay.
• - Interlocking and every auxiliary power station ( switchboard ) must be defined
separately.
• - When the SG is connected and supplying the ship’s networks, a constant speed
mode for the main engine must be selected. This means a pre-selected network
frequency.
• - In constant mode, the propulsion must be controlled by pitch adjustments to
the controllable pitch propeller ( CPP ). The main engine can run the SG when this
is disengaged from the main propulsion line by a clutch.
• In this case the main engine runs as an auxiliary engine, for example to feed large
consumers during loading or unloading in harbour.
• Shaft Generator SG load Transfer.

• The PMS ensures the following controls when the SG is running

• 1. Assures that the constant speed is selected ( contact to electronic speed
governor ).
• 2. Synchronizes the MSB and SG and doses the SG bus-tie breaker.
• 3. Transfers load to the SG by unloading the SG(s).
• 4. Opens the DG breaker(s).
• 5. Stops the DG(s).
• Operation of the purifier system

• 1. Open the instrument air supply to the purifier to be used.

• 2. Ensure the purifier break is off and the purifier in free to rotate.
• 3. Ensure correct gravity disc is fitted.
• 4. Check purifier gearbox LO level is correct.
• 5. Check strainers are clean.
• 6. Supply tracing steam to the pipelines in use.
• 7. Start the purifier feed pump to be used. Oil will by pass the purifier by means
of a three way control valve.
• 8. Slowly open the steam supply to the heater to be used.
• 9. Set the steam temperature control valve to the required temperature.
• 10. Fuel oil will now be circulating through the heater to the tank selected.
• 11. Open the domestic fresh water supply to the fuel oil purifier
• 12. Open the flushing and operating water supplies to the purifier to be used.
• 13. Switch on the control panel of the purifier to be used.
• 14. Start the purifier to be used.
• 15. When the purifier has run up to speed and the temperature of the FO is
satisfactory, press the AUTO star button.
• 16. The purifier will run through the start up sequence, including a sludge
discharge, before going on line.
• 17. The purifier inlet re circulating valve should now change position and supply
FO to the purifier bowl.
• 18. Flow can be regulated using the re circulating valves and on each feed pump
discharge.
• 19. Check that the purifier is operating correctly, and that there is adequate
throughput.
• 20. Ensure that there is no abnormal discharge from the water outlet or sludge
discharge.
• 21. Ensure the water outlet alarm is set correctly, allowing only nominal water
discharge. If set incorrectly loss of seal will cause F.O loss.
• 22. The purifier will now operate on a timer, discharging sludge at pre-set
intervals.
• To stop the purifier

• 1. Press the auto stop button on the control panel.

• 2. The purifier will commence the shut down sequence and then stop.
• 3. Apply break during run down period.
• 4. Shut off tracing steam.
• 5. Shut off steam supply to heater.
• 6. Stop feed pump.
• 7. Shut off water supplied.
• 8. Shut off valves when the pipeline contents have cooled.
• Working principle

• -Dirty fuel containing water and solids is fed to the purifier through the feed inlet
of the inlet-outlet assembly.
• - The dirty fuel then enters the top of the bowl centrifuge through the fuel tube
and travels down the tubular shaft, to be thrown outward and upward by the
distribution cone at the bottom of the distributor under the disk stack.
• - The fuel is forced upward through the distribution holes in the intermediate
disks, where centrifuge action separates the fuel, water, and solids.
• - The solids are thrown directly against the bowl wall and collect in a uniform
layer on the inside vertical surface of the bowl shell.
• - The water, thrown outward, is displaced by incoming feed material forcing the
water overflow up and over the outer edge of the top disk, and discharging it
through the discharge ring and the heavy phase outlet.
• - The clean fuel, which has lesser density, is displaced inward and upward along
the outside of the distributor to the paring disk chamber, where the spinning fuel
contacts the edge of the stationary paring disk.
• - The pairing disk then acts as a pump, discharging the fuel to purifier fuel outlet.

• Discharging Mechanism

• - Under centrifugal force acting on pivot valve, packing part id sealed and
operating water is filled in water pressure chamber for closing bowl.
• - under pressure of the operating water, main cylinder is pushed up to seal main
seal ring for purifying operation.
• Gravity Disc

• - In case of purifier operation, it is required to position the light/heavy liquid

interface in the bowl within certain limits and, in case of self injector, the
adjustment is made by charging the heavy liquid side outlet diameter ( using
gravity disc different diameter.

• If a gravity disc larger in diameter is incorporated, the interface moves outwards

and if a gravity disc, smaller in diameter is incorporated, it moves inwards.
• Insert Gas system.

• - Oil tankers are protected by using insert gas system.

• - tanks must be isolated completely from the atmosphere.
• - by maintaining a higher pressure within the tank compared to atm pressure.
• - When offloading – cargo inert pressure must be continually pumped to replace
the volume being offloaded.
• - This must be done to prevent oxygen being sucked in to the tanks.
• - At all time the inert gas pressure must be maintained above the atm pressure
• - While loaded or dry dock the ship is continually protected using insert gas.
• - the only time that inert gas not present is if there is some maintenance being
carried out in the cargo holding tanks.
• - Usage of inert gas in cargo tankers means more safely during all operations like
tank cleaning, loading, and offloading and during voyages.
• - Since inert gas does not refer to a specific composition of some particular gases
but it is broadly means any mixture where there is not enough oxygen for
combustion to take place, there could be multiple sources of such a mixture on
board ships. Some of the possible sources for inert include.

• - The uptake or exhaust gases from the ME or boilers used on ships.

• - Gas turbine plants with afterburner or
• - There could be an independent inert gas generator dedicated solely for this
purpose.

• The benefit of using the boiler is that if properly controlled combustion is being
done in the boiler, the flue gases contain around 5 % oxygen which is deal for
inserting process, and the designers only need to boiler about installing a system
to cool and clean these flue gases before use.
• This means saving of cost and space, which would be necessary for installing a
dedicated IG generator. Currently we will focus our attention of systems which
use flue gases from boiler uptake as that is one of the most commonly used
systems onboard tankers and combined carriers.
• - flue or exhaust gases from the boiler are processed in the tower which contains
the scrubber and demister and then passed on the IG blowers finally onto the
deck into the distribution system for use in individual tanks are required.

• - These components perform different tasks related to cleaning, safety and

distribution of inert gas on the ship.
• - Inert gas system is the most important integrated system for oil tankers for safe
operation of the ship.
• Inert gas is the gas which contains insufficient oxygen ( normally less than 8% ) to
suppress combustion of flammable hydrocarbon gases.
• Inert gas system spreads the inert gas over the oil cargo hydrocarbon mixture
which increase the lower explosion limit LEL ( lower concentration at which the
vapors can be ignited ), simultaneously decreasing the Higher explosion limit HEL
( Higher concentration at which vapor exploded ).
• When the concentration reaches around 10%, an atmosphere is created inside
tank in which hydrocarbon vapors cannot burn.
• The concentration of inert gas is kept around 5% as a safety limit.
• Components and description of IG system

• The following components are used in a typical inert gas system in oil tankers
• 1. Exhaust gas sources : inert gas source is taken from exhaust uptakes of boiler or
ME as contains flue gases in it.
• 2. Inert gas isolating valve : It serves as the supply valve from uptake to the rest of
the system isolating both the systems when not in use.
• 3. Scrubbing tower : Flue gas enter the scrub tower from bottom and passes
through a series of water spray and baffle plates to cool, clean and moist the
gases. The SO2 level decrease up to 90% and gas becomes clear of soot.
• 4. Demister : Normally made of polypropylene, it is used to absorb moisture and
water from the treated flue gas.
• 5. Gas Blower : Normally two types of fan blowers used, a steam driven turbine
blower for IG operation and an electrically driven blower for topping up purpose.
• 6. I.G pressure regulating valve : The pressure within the tanks varies with
property of oil and atmospheric condition. To control this variation and to avoid
overheating of blower fan, a pressure regulator valve is attached after blower
discharge which recirculates the excess gas back to scrubbing tower.
• 7. Deck Seal : Purpose of the deck seal is to stop the gases to return back which
are coming from the blower to cargo tanks. Normally wet type deck seals are
used. A demister is fitted to absorb the moisture carried away by the gases.
• 8. Mechanical non return valve : It is an additional non return mechanical device
inline with deck seal.
• 9. Deck isolating valve : The ER system can be isolated fully with the deck system
with the help of this valve.
• 10. Pressure vacuum valve ( PV ) breaker: The PV breaker helps in controlling the
over or under pressurization of cargo tanks. The PV breaker vent is fitted with
flame trap to avoid fire to ignite when loading or discharging operation is going
on when in port
• 11. Cargo Tank isolating valve : A vessel has numbers of cargo holds and each hold
is provided with an isolating valve. The valve controls the flow of inert gas to hold
and is operated only by a responsible officer in the vessel.
• 12. Mast riser : Mast riser is used to maintain a positive pressure of inert gas at
the time of loading of cargo and during the loading time it is kept open to avoid
pressurization of cargo tank.
• Sewage Plant Operation Instruction

• 1. Start air blowers after ensuring that sewage plant breaker is ON.
• 2. First fill up with SW.
• 3. Open the sludge line to sewage plant.
• 4. Put one of the discharge pump on auto.
• 5. Check the operation of air compressor and discharge pump.
• 6. Check that there are sufficient chlorine tablets in the tank.
• Incinerator Operating Instruction

• 1. Check the incinerator breaker is ON.

• 2. Check that there is compressed air supply available from the general service air
system.
• 3. Ensure that there is sufficient diesel oil in the incinerator diesel oil tank and the
incinerator waste oil service tank has been prepared for operation
• 4. Open the steam valve to waste oil tank and run the milling pump.
• 5. Ensure that the control panel switch is tuned to the SLUDGE-OFF position
• 6. Start the incinerator by turning the INCINERATOR SWITCH. The incinerator will
now start automatically by activating the primary burner in the primary
combustion chamber and it will raise the temperature to the operating level
within the range 850’C- 950’C .
• The diesel oil burner will operate to maintain the temperature within that range.
• 7. To operate incinerator on SLUDGE, change the panel switch to the SLUDGE-ON
position.
• 8. Ensure waste oil temperature is above 80’C.
• 9. After a preheating period of 2 minutes set in simulator ( actually 13 minutes )
the sludge burner will start automatically and operates within the set points
850’c – 950’C
• 10. If the DELAY PRIMARY BURNER is switched to the automatic position ( AUT )
the primary burner will operate for 25 seconds to ignite the sludge burner
automatically.
• If the DELAY PRIMARY BURNER is switched to the manual position ( MAN ) the
primary burner operates all of the time together with the sludge burner.
• Oily water Separator

• - to separate oil from bilge water before the bilge water is discharged overboard.
• - Bilge water is generated in proximity to shipboard equipment often contains oil
and its direct discharge would result in undesirable transfer of waste oil to marine
environment.
• -By international agreement under the MARPOL convention, most commercial
vessels need to be fitted with an oily water separator to remove oil contaminants
before bilge water is pumped overboard.
• Principle of Operation

• - Oily bilge water is drawn into the separator by automatic self priming pump.
• - The pump is located on the outlet of the separator to prevent the formation a
mechanical emulsion.
• - As oily bilge water enters the separator, it flows up ward through the mixture
plate pack, toward the top of the separator.
• - Some oil separates immediately due to the reduced flow velocity and the
difference in specific gravity between oil and water.
• - oil droplet impinge on the surface of the matrix plate pack and begin the
coalescing process.
• - The oil droplets coalesce until they become large enough to detach from the
corrugated plates and gravitate to the top of the separator.
• - The separation that takes place inside the OWS allows oil that floats to the top
to be automatically skimmed off to a dirty oil holding tank.
• Smaller oil droplet that escape the matrix plate pack are removed by the
polishing pack.
• -After the separated oil accumulates to a predetermined level, the oil sensors
initiates the oil discharge and cleaning cycle by stopping the pump, closing the
water discharge valve and opening the clean water inlet valve.
• - This allows clean sea or fresh water to cleanse the matrix plate pack and flow
upward in the reverse direction washing the polishing pack displacing the
accumulated oil.
• -An OWS need to be fitted with oil content meter ( OCM ) that samples the OWS
overboard discharge water for oil content.
• - If the oil content is less than 15PPM, the OCM allows the water to be discharged
overboard.
• - If the oil content is higher than 15 PPM, OCM will activate an alarm and move a
three-way valve that, within a short period of time, will recirculated the
overboard discharge water to a tank on the OWS suction side.
• Alarms and shut downs.

• Should the 15 ppm equipment detect discharge with oil content over 15 ppm it
shuts the unit down and activates and alarm.
• - When the pump cut out prob is activated a timer starts, should the oil interface
not reach the pump cut in probe within a set time an alarm is sounded and the
unit shutdown.
• - Should the oil interface reach the alarm and shut down probe and alarm is
activated and the unit shut down.
• IMO resolution MEPC-107 ( 49 )

• The IMO resolution MEPC 107 ( 49 ) has been adopted on 18TH July 2004 and
applied to all oily water separators and 15 PPM alarm devices to be installed
onboard ships on or after 1st January 2005.
• - The IMO resolution MEPC 107 ( 49 ) describes in detail the type approval
procedures for oily water separator and 15 ppm oil content alarm devices.

• Additional features on OWS equipment.

• 1. Internal record of alarm condition.
• 2. The 15 ppm bilge alarm should record date, time and alarm status, and
operating status of OWS. Store data for 18 months. Should be able to display or
point when officially required. If alarm replaced, keep the record for 18 months.
• 3. OCM to be temper proof.
• 4. OCM alarm to be activated whenever clean water is used for cleaning or
zeroing purposes.
• 5. Separator capable of achieving 15 ppm on type C emulsion.
• 6. The accuracy of alarm should be checked at IOPP certificate renewal survey.
The calibration certificate for the 15 ppm Bilge Alarm, certifying date of last
calibration check, should be retained on board for inspection purposres.
• Turbo generator

• No. of set 1 set, 440 Volt, 60 Hz, pf 0.8.

• 1. Starting Procedure of Turbo Generator

• 1. Start LO priming pump

• 2. Engauge turning gear and start rotating turbine
• 3. Fill up the Turbo generator vacuum pump operating water tank to normal level
• 4. Check vacuum condenser condensate level. Fill it to normal from fresh water
filling valve.
• 5. Operate the steam drain valve to drain any compensated water from the steam
line to avoid excessive vibration while starting turbo generator. In this simulator
drain valve should be in OPEN condition before starting steam turbine
• 6. Open main steam inlet valve of Turbo generator.
• 7. Adjust the gland steam pressure to normal level.
• 8. Start the vacuum pump and bring up the vacuum in the condenser
• 9. Start the condenser pump.
• 10. Check whether condenser vacuum, gland steam pressure, steam inlet
pressure and LO pressure are normal.
• 11. Disengage turning gear.
• 12. Star turbo generator from the local station and close the steam drain valve.
• 13. Change over turbine control from local station to remote for coupling it to
MSB.

• 2. Couple Turbo generator to the main switchboard.

• 1. Turbo generator can be taken on load manually or on AUTO
• 2. Adjust frequency and synchronize the generator to the main bus bar.
• COPT

• Please check following

• 1. All COPT & BALLAST Turbine Gland steam is

• Opened & steam pressure is more than alarm level.
• 2. Vacuum pump is running
• 3. Condenser level is normal.
• 4. SW opened to vacuum condenser & cooler.
• Open Steam drain valve

5. Ensure No. trip indication.

6. Press turbine rolling.
7. Wait till ready light comes.
8. Increase the turbine RPM through speed controller.
9. Shut steam drain valve.
• Stern Tube LO system

• 1. Check the ship draft ( Loaded or Ballast )

• 2. Check the stern tube aft seal tank ( High/Low ), Stern Tube LO gravity tank
( High/Low ), Fwd seal tank and stern tube LO drain tank level.
• 3. Operate the AFT seal tank inlet and outlet valves according to ship’s condition
( Loaded/Ballast )
• 4. Open the Fwd Seal Tank inlet and outlet valve.
• 5. Operate the stern tube gravity tank valves according to ship draught condition.
Open the inlet, outlet and pressure adjusting valve.
• 6. Open the stern tube LO pump valves.
• 7. As main engine is not running, stern tube cooler can be bypassed.
• 8. Switch on the braker of the pump and start the stern tube LO pump. Put the
other pump on Standby.
• 09. Check the running pump’s pressure.
• 10. Open the stern tube drain valve. This valve is with an orifice. It allows one to
check the condition of stern tube LO ie whether any water ingress is occurring. As
pump is running, it will replenish the stern tube LO.
• Changing Over ME Control From ECR to Local Station

• 1. Check that the position of reversing valve corresponds to the present running
direction.
• 2. Move the local fuel lever to bring the taper slots of the change over
mechanism in position opposite each other.
• 3. Quickly turn the impact hand wheel anticlockwise direction. This causes
disconnection of governor and connection of the local fuel control to the fuel
pumps.
• 4. Move the change over valve from NORMAL to EMERGENCY position.
• 5. By pressing stop valve, engine can be stopped.
• 6. Engine will reverse only when STOP button is pressed.
• 7. To start engine on air activate the START button.
• 8. Set the engine speed directly with the regulating handle.
• RPM mode : Under “ RPM mode “ fuel lever gives direct command RPM. Main
Engine IHP changes accordingly to maintain command RPM. It is a fast mode of
operation, which adjusts the fuel rack to keep the engine at constant RPM.
Optional fuel consumption or wear of the fuel rack mechanism is given less
priority in this mode of operation.
• Power Mode : The fuel lever controls fuel rack motion in response to shaft speed
variations such that the power delivered by the engine is kept at constant value.
This mode minimizes fluctuations in thermal loading of the engine in a seaway.
• It will also provide fuel savings eg when the ship experience added resistance due
to waves and wind. Nevertheless, full protection of the engine is maintained in
this mode of operation, as shaft speed is only allowed to vary up to certain limit,
where a more tight control becomes active.
• Scavenge Air Limit : The scavenge air limiter monitors the scavenge air pressure
and prevents admission of fuel that could result in exhaust smoke due to
insufficient scavenge air being present.
• Torque Limit : Fuel index is limited according to the Engine RPM.
• Slow Turning : Activation of this switch will de-aerates the pneumatic opening line
to the main starting valve. Once the START order is given and all conditions are
meeting for START order. The main starting valve is kept in closed position, while
only the smaller slow turning valve opens. When on “ slow turning “, the
crankshaft rotates at about 5 rev/mins where by the release of fuel is blocked.

• Thermal Load Program : It limits the Governor to release fuel oil. It limits the
normal stress. Load programmer starts limiting the fuel oil once main engine rpm
move up beyond Full Ahead rpm. The load monitor is provided to limit the load
placed on the engine during increasing and decreasing speed. The thermal
monitor provides the basic head up control function on main engine caused by
external factors, such as hull prevailing weather, etc. If Load Programmer is ON,
main engine rpm will increase or decrease at the rate of 1 rpm in two minutes.
Load Programmer will not work when Main Engine is at Emergency Station.
•
• Load Programmer By-Pass: Load programmer Up and Down can be by passed by
pressing Load Programmer by-pass button.

• Fuel Limit : It indicates that fuel index is limited from engine control room Fuel
Lever when ME is on Bridge Control. After this indication main engine rpm cannot
be raised further from Bridge Control. This can be reset by increasing the ECR fuel
lever position.

• Governor Limit Cancel: Governor Limits ( Scavenge air limit and Torque limit ) may
be cancelled by pressing this button.

• Wrong way alarm : If the engine is fuel running higher than ignition speed
towards counter direction against the direction of the telegraph transmitter and
after a preset time the alarm of “ WRONG WAY “ is given.
• RCS not ready : Remote Control System Not Ready : This light comes when main
engine is on Bridge control and Main control and Main air starting valve is not on
service and Auxiliary fans are not running.
Cylinder Feed rate and Fuel Sulphur Content

The total alkaline content of the cylinder oil has to match the Sulphur content in
the fuel oil in accordance with the equation

Dosage F x S% , where F = 0.21 to 0.25 g/bhph, based on a BN 70 cylinder oil. The

minimum feed rate for proper oil distribution and oil film thickness has so far been
set down to 0.6 g/kWh.

The correlation between fuel Sulphur level and cylinder oil can be shown as
follows:
• Fuel Sulphur level < 1% - BN 40/50 recommended
• Change over from BN70 to BN 40/50
• only when operating for more than one week on < 1%
• Sulphur
• Fuel Sulphur level 1-1.5% . BN 40/50 and BN 70 can be used.
• Fuel Sulphur level > 1.5% . BN 70 is recommended.

• Operating the engine with an unmatched BN/fuel Sulphur content could increase
the risk of either scuffing or excessive corrosive wear.
• Indicator Diagram
• K/L-MC Engines:

• S-MC Engines:
• For this type of engine it has been necessary to delay the point of ignition to 2-3’
after TDC, in order to keep the pressure rise, pcomp - pmax, within the specified
35 bar, while still maintaining optimum combustion and thereby low SFOC.
• Due to this delay in ignition, the draw diagram will often show two pressure
peaks, as shown in the figure below.
• Fuel injection too late
• A. fuel pr too low.
• B. defective fuel valve
• C. defective fuel pump suction valve or shock absorber
• D. exceptionally poor fuel ( bad ignition properties )
• E. fuel pump lead too little
• Fuel injection too early
• A. VIT index wrong.
• B. Fuel pump lead too large

• Leakages, increased cyl. Volume, or fouling

• A. Piston ring blow-by
• B. Exhaust valve seat leakage
• C. Piston crown burnt
• D. Low scavenge pressure
• E. fouling of
• SHORE POWER

• A shore connection box is provided in the emergency switchboard to accept

power cables during refit.
• The shore connection box connects, via breaker, to Port and Stbd. 440Vfeeder
panel.
• The emergency switched board can then be supplied as normal from stbd 440V
feeder panel.
• Proceed to supply essential services such as fire detection, lighting etc.
• If no maintenance is scheduled for the emergency generator, it may be left on
auto standby.
• A phase sequence indicating lamp is provided.
• The sequence should be checked before connecting shore power to the
emergency switchboard.
• If sequence is found to be incorrect, operating the phase change over switch can
change it, without disrupting the available shore supply.
• A kwh meter and pilot lamp, indicating shore power, is available and a circuit
breaker is provided in the emergency switch board.
• The shore power breaker is rated for 440V AC, 3ph, 60Hz, 400A. Interlocking is
provided to prevent the shore supply being paralleled with any other supply.

• Procedure for the operation of shore power reception.

• When it is intended to receive power from the shore. Confirm the power
available light is on.
• 1. Isolate all non-essential services, including sequential re-start
• 2. Check the shore supply voltage.
• 3. Check the phase sequence, if incorrect operate the phase sequence
changeover switch.
• 4. Check the frequency of shore power.
• 5. Open all generator ACBs.
• 6. Close the MCB for shore power to the connection box.
• 7. Close the shore power MCB on No.1 feeder panel on the MSB. This breaker is
interlocked and cannot be closed if the feeder panel is live. Conversely, if the
shore power is supplying the feeder panel, no generator ACB can be closed.
• 8. Close the emergency switchboard supply breaker on No.2 feeder panel on the
main switchboard.
• 9. Close the bus tie-breaker on the emergency switch board.
• ICCP system Description

• The vessel is provided with an Impressed Current Cathodic Protection ( ICCP )

system.
• This method of corrosion protection automatically controls the electrochemical
corrosion of the ship’s hull structure below the waterline.
• Protection is achieved by passing low voltage DC current between the hull metal
and anodes, insulated from the hull, but in contact with SW.
• The electrical potential of the hull is maintained at a negative potential compared
to the anodes, i.e., cathodic.
• In this condition corrosion is minimizes.
• The system controls the impressed electrical current automatically to ensure
optimum protection.
• Current is fed through titanium anodes situated port and starboard on the ship.
• The titanium prevents the anodes themselves from corroding.
• Fixed zinc reference electrodes, port and starboard, are used to compare the
potential of the hull with that normally found between unprotected steel and zinc
electrodes.
• Sufficient current is impressed via the anodes to reduce this to a level of between
150 and 250 mV.
• Once the unit is switched on, the unit’s transformer rectifier converts the ship’s
440V AC supply to a low voltage, finely controlled DC current.
• The system consists of a monitoring panel and two power supply units.
• The power supply units, one forward and one aft, are wired to port and starboard
reference electrodes and port and starboard anodes ( 2 x 250 Amp at aft & 2x 75
Amp at fwd. )